CN114017178B - Lean combustion control method and device and hydrogen engine system - Google Patents
Lean combustion control method and device and hydrogen engine system Download PDFInfo
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- CN114017178B CN114017178B CN202111282355.0A CN202111282355A CN114017178B CN 114017178 B CN114017178 B CN 114017178B CN 202111282355 A CN202111282355 A CN 202111282355A CN 114017178 B CN114017178 B CN 114017178B
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- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 title claims abstract description 115
- 229910052739 hydrogen Inorganic materials 0.000 title claims abstract description 107
- 239000001257 hydrogen Substances 0.000 title claims abstract description 107
- 238000000034 method Methods 0.000 title claims abstract description 40
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 37
- 238000002347 injection Methods 0.000 claims abstract description 42
- 239000007924 injection Substances 0.000 claims abstract description 42
- 238000004590 computer program Methods 0.000 claims abstract description 8
- 230000006835 compression Effects 0.000 claims abstract description 7
- 238000007906 compression Methods 0.000 claims abstract description 7
- 239000007789 gas Substances 0.000 claims description 27
- 230000008569 process Effects 0.000 claims description 14
- 238000005507 spraying Methods 0.000 claims description 9
- 238000005516 engineering process Methods 0.000 description 6
- 239000000203 mixture Substances 0.000 description 4
- 239000002912 waste gas Substances 0.000 description 4
- 239000000446 fuel Substances 0.000 description 3
- 238000009413 insulation Methods 0.000 description 3
- 238000004891 communication Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 239000003502 gasoline Substances 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 239000000243 solution Substances 0.000 description 2
- 239000007921 spray Substances 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 230000004075 alteration Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
- 239000003344 environmental pollutant Substances 0.000 description 1
- 238000010304 firing Methods 0.000 description 1
- 239000002803 fossil fuel Substances 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 150000002431 hydrogen Chemical class 0.000 description 1
- 239000012212 insulator Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 231100000719 pollutant Toxicity 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
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Classifications
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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
- 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
- F02B43/12—Methods of operating
-
- 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
- F02D19/02—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 gaseous fuels
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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
- F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
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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
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/0248—Injectors
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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
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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
-
- 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)
- Chemical Kinetics & Catalysis (AREA)
- General Chemical & Material Sciences (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Supercharger (AREA)
Abstract
The invention discloses a lean burn control method, a control device and a hydrogen engine system, wherein the lean burn control method comprises the steps of performing first-stage hydrogen injection and first ignition in a compression stroke; in the power stroke, the second stage of hydrogen injection is carried out firstly, and then the second ignition is carried out. The control device comprises a processor and a memory storing a computer program operable on the processor, the memory implementing the lean burn control method when executing the computer program. The hydrogen engine system comprises the control device. The invention relates to the technical field of engines, and provides a lean combustion control method, a control device and a hydrogen engine system.
Description
Technical Field
The present disclosure relates to the field of engine technology, and more particularly, to a lean burn control method, a lean burn control device, and a hydrogen engine system.
Background
The lean combustion technology is one of effective means for energy conservation and emission reduction of the hydrogen engine, can effectively reduce the knocking tendency of the engine in the combustion process, and can also reduce the combustion temperature, improve the heat efficiency of the engine and reduce the pollutant emission. However, the theoretical air-fuel ratio of hydrogen combustion is much higher than that of traditional fossil fuels such as gasoline and diesel, and under the same working load, the air intake demand of a hydrogen engine is much higher than that of a gasoline engine, and the air demand of the engine is further increased by the application of a lean-burn technology.
Meanwhile, the exhaust temperature of the lean-burn engine is low (about 600 ℃), the enthalpy value of the working medium entering the turbine is low, the turbocharger is difficult to obtain sufficient energy from the working medium, the supercharging pressure of the turbocharger is low, the air inflow is limited, the difference between the supercharging pressure and the air inflow requirement of the hydrogen lean-burn engine is large, and the lean-burn degree and the dynamic property of the engine are limited greatly.
At present, the main solution to the above problems is to adopt a two-stage supercharging or double supercharging system, or an exhaust pipe heat insulation technology, but both methods have defects. Firstly, the two-stage supercharging or double-supercharging scheme system is complex in whole and large in occupied space, and the exhaust pipe heat insulation technology can only reduce partial energy loss of exhaust gas in an exhaust pipeline, so that the requirement of the engine is still greatly different.
Disclosure of Invention
The application provides a lean burn control method applied to a hydrogen engine with a turbocharger, comprising the following steps:
in the compression stroke of the working period of the hydrogen engine, performing first-stage hydrogen injection and first ignition;
in the power stroke of the working cycle of the hydrogen engine, the second stage of hydrogen injection is firstly carried out, and then the second ignition is carried out.
In one possible design, the amount of hydrogen ejected in the second stage hydrogen ejection process is set to be smaller than the amount of hydrogen ejected in the first stage hydrogen ejection process.
In one possible design, the start timing of the second-stage hydrogen injection is set to 10-60 ° of crank angle before the exhaust valves open, with a time interval from the opening timing of the exhaust valves.
In one possible design, the time interval between the start timing of the second-stage hydrogen injection and the start timing of the first-stage hydrogen injection is at least 180 ° of crank angle.
A possible design is that the time interval between the start timing of the second-stage hydrogen injection and the timing of the first ignition is 60-100 ° of crank angle.
In one possible design, the timing of the second ignition is before the opening of the exhaust valve, and a time interval from the timing at which the exhaust valve opens is 0-5 ° crank angle.
In one possible design, the second firing uses an ignition device or a surface ignition.
In one possible embodiment, the first stage hydrogen injection is configured to inject a predetermined volume of hydrogen gas at one time or in multiple times.
In one possible design, the second stage hydrogen spraying is to spray a preset volume of hydrogen gas once or in multiple times.
In one possible design, when the enthalpy value of the exhaust gas is greater than or equal to the preset enthalpy value, the amount of the hydrogen ejected in the second-stage hydrogen ejection process is M; and when the enthalpy value of the discharged gas is smaller than the preset enthalpy value, the amount of the hydrogen sprayed in the second stage hydrogen spraying process is N, N = K multiplied by M, K is a proportional coefficient, and K is more than 1 and less than or equal to 5.
The application provides a control device of a hydrogen engine, which comprises a processor and a memory, wherein the memory stores a computer program capable of running on the processor, and the memory realizes the lean combustion control method when executing the computer program.
The application provides a hydrogen engine system, including hydrogen engine, exhaust pipe, air inlet pipe way, intercooler, turbo charger, the hydrogen engine is equipped with ignition and injection apparatus, still includes foretell controlling means, controlling means respectively with ignition and injection apparatus electricity are connected.
Additional features and advantages of the application will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of the application. Other advantages of the present application may be realized and attained by the instrumentalities and combinations particularly pointed out in the specification and the drawings.
Drawings
The drawings are intended to provide an understanding of the present disclosure, and are to be considered as forming a part of the specification, and are to be used together with the embodiments of the present disclosure to explain the present disclosure without limiting the present disclosure.
FIG. 1 is a schematic illustration of a hydrogen engine system according to an embodiment of the present application;
FIG. 2 is a schematic diagram of fuel injection and ignition timing for the hydrogen engine system of FIG. 1;
FIG. 3 is a schematic diagram of lean combustion in accordance with an embodiment of the present application.
The reference numbers indicate:
1-throttle, 2-intercooler, 3-compressor, 4-intake manifold, 5-hydrogen injector, 6-combustion chamber, 7-spark plug, 8-exhaust manifold, 9-turbine, 10-exhaust after-treatment device, 11-engine block.
The implementation, functional features and advantages of the objects of the present invention will be further explained with reference to the accompanying drawings.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In order to solve the problem that the lean burn degree and the dynamic property of the hydrogen engine are greatly limited due to limited air inflow, a two-stage supercharging system or a double-supercharging system or an exhaust pipe heat insulation technology is adopted for the related hydrogen engine, but the two methods are not complicated in structure, large in occupied space, or slight in effect, and are not ideal.
Referring to fig. 2 and 3, a lean burn control method according to an embodiment of the present invention is applied to a hydrogen engine having a turbocharger, and performs a first stage of hydrogen injection and a first ignition in a compression stroke for one duty cycle; in the power stroke, the second stage of hydrogen injection is firstly carried out, and then the second ignition is carried out, so as to improve the enthalpy value of the exhaust gas of the engine. Therefore, the gas (waste gas) to be discharged can be heated by the hydrogen injection and ignition in the second stage so as to improve the enthalpy value of the waste gas, the waste gas with high enthalpy value can push the turbine to work, the supercharging pressure of the air compressor is improved, the air inflow of the engine is increased, and the requirement of the hydrogen engine on the air inflow is met.
As shown in fig. 1, the lean burn control method is applied to a hydrogen engine, and a hydrogen engine system is formed that includes an engine body 11 (hydrogen engine), an intake pipe, an exhaust pipe, and a turbocharger, wherein the intake pipe is connected to the engine body 11 through an intake manifold 4 to supply fresh air to the engine body 11, and an intake valve (not shown in the drawings) may control communication of the intake manifold 4 with a combustion chamber 6 of the engine body 11; the exhaust line is also connected to the engine block 11 through an exhaust manifold 8 to extract combusted exhaust gases, and an exhaust valve (not shown) controls communication of the intake manifold 4 with the combustion chamber 6 of the engine block 11. The turbocharger comprises a turbine 9 arranged on an exhaust pipeline and a compressor 2 arranged on an air inlet pipeline, wherein the turbine 9 can drive the compressor 2 to operate so as to improve the air inflow, the turbine 9 obtains energy from gas flowing through the turbine 9, and the enthalpy of the gas flowing through the turbine 9 influences the operation of the turbine, so that the lower enthalpy of the gas discharged by the hydrogen engine causes the turbocharger to have lower supercharging pressure, and the air inflow is limited. Specifically, the engine body 11 is provided with a plurality of hydrogen injectors 5 for taking hydrogen gas from the fuel tank and injecting the hydrogen gas into the combustion chamber 6, and an ignition device constituted by a plurality of ignition plugs 7 for igniting a mixture of hydrogen gas and air. In addition, an intercooler 3 is also arranged on the air inlet pipeline, and the intercooler 3 is matched with a turbocharger, so that the temperature of the supercharged high-temperature air can be reduced, the heat load of the engine can be reduced, the air inflow can be improved, and the power of the engine can be increased; an exhaust gas line is also provided with an exhaust aftertreatment device 10 which optimizes the exhaust gas emissions.
According to the hydrogen engine, fresh air is pressed into an air inlet pipeline by the air compressor 2, enters the exhaust manifold 4 after passing through the intercooler 3, enters the combustion chamber 6 after the air inlet valve is opened, hydrogen can be sprayed into the combustion chamber 6 by the hydrogen injector 5 after the air inlet valve is closed, the mixed air forms combustible mixed gas, ignition is carried out by the spark plug 7 before the top dead center, after combustion, waste gas enters the exhaust manifold 8 through the exhaust valve and flows to the turbine 9 to push the turbine 7 to rotate, and the turbine 7 drives the air compressor 2 to rotate to establish supercharging pressure. The gas thus passes through the intake line, the engine body 11, and the exhaust line in this order.
In the working cycle of the hydrogen engine, the piston repeatedly moves at the upper and lower dead points, and has four strokes, namely, an intake stroke, a compression stroke, a power stroke and an exhaust stroke which are sequentially performed as shown in fig. 2. In the intake stroke, the intake valve is opened and air enters the combustion chamber 6; in the compression stroke, the piston moves towards a top dead center to compress the mixed gas; in the power stroke, the ignited mixed gas burns to push the piston to move towards the bottom dead center; in the exhaust stroke, the exhaust valve opens, the piston moves towards top dead center and the gas is exhausted into the exhaust line.
As shown in fig. 1 to 3, according to the lean burn control method, fresh air is pressed into an air inlet pipeline by a compressor 2, enters an exhaust manifold 4 after passing through an intercooler 3, enters an air suction stroke after an air inlet valve is opened, enters a combustion chamber 6, and a piston moves towards a bottom dead center. And then the piston moves towards the top dead center, the intake valve is closed, hydrogen can be sprayed into the combustion chamber 6 by the hydrogen injector 5 to form first-stage hydrogen spraying, the mixed air forms combustible mixed gas, the first-stage hydrogen spraying is that the hydrogen injector 5 sprays hydrogen with a preset volume once, and the spark plug 7 ignites at the tail section of the compression stroke (just before the piston reaches the top dead center) to form first ignition. And then performing a power stroke, wherein the ignited mixed gas is combusted to push the piston to move towards a lower dead center, before the piston reaches the lower dead center (before an exhaust valve is opened), after the mixed gas is combusted, the hydrogen injector 5 injects a small amount of hydrogen into the combustion chamber 6, the hydrogen amount is far less than that of the first injected hydrogen, and then the ignition is performed by using the spark plug 7 to form secondary ignition, so that the mixed gas is ignited, and the enthalpy value of the gas is improved. And then an exhaust valve is opened to enter an exhaust stroke, high-temperature gas in combustion rapidly enters an exhaust manifold 8, the enthalpy value of a working medium in an exhaust passage is improved, the rotating speed of a turbine 9 is obviously improved, the supercharging pressure of the air compressor 2 is improved, the air flow in the air inlet manifold 4 is increased, and the dynamic property of the hydrogen engine is improved. In addition, the rapid propagation speed of the flame during the combustion of hydrogen and the short duration of combustion avoid excessive thermal load on the turbine 9 caused by the combustible mixture entering the turbine 9 before the combustion is terminated.
In some exemplary embodiments, the second ignition is surface ignition, which refers to a combustion event that is not dependent on spark ignition, but rather is abnormal due to hot surfaces (e.g., overheated spark plug insulators and electrodes, exhaust valves, and more hot deposits on the combustion chamber surfaces) igniting the mixture.
As shown in fig. 2, point a is the start time of the first stage hydrogen injection process, point B is the first ignition time, point C is the start time of the second stage hydrogen injection process, and point D is the second ignition time. Wherein the time interval between the start timing (point C) of the second-stage hydrogen injection and the exhaust valve opening timing is set at 10-60 ° of the crank angle. The start timing of the second-stage hydrogen injection (point C) is relatively distant from the start timing of the first-stage hydrogen injection (point a) by at least 180 ° crank angle, and the time interval between the start timing of the second-stage hydrogen injection (point C) and the timing of the first ignition (point B) is 60 to 100 ° crank angle. In addition, the timing of the second ignition (point D) is close to the timing at which the exhaust valve is opened, with a time interval from the timing at which the exhaust valve is opened of 0-5 ° in crank angle.
In some exemplary embodiments, the first stage hydrogen injection process includes multiple injections at intervals, the multiple injections of hydrogen gas, the first ignition also being not a single ignition of the spark plug, but multiple, and a single ignition after a single injection.
In some exemplary embodiments, the second stage hydrogen injection process is to inject the preset hydrogen gas at one time by the hydrogen injector 5, or to inject the hydrogen gas at multiple times at intervals.
In some exemplary embodiments, the concentration of the mixture of the secondary combustion and the distribution area in the engine body 11 can be quickly adjusted by adjusting the injection timing and the injection amount of the second stage hydrogen injection, and the rotation speed of the turbine 9 can be effectively controlled according to the requirement of the engine intake air amount, so as to adjust the boost pressure of the compressor 2. For example, when the enthalpy value of the exhaust gas is greater than or equal to the preset enthalpy value, the amount of the hydrogen sprayed in the hydrogen spraying process in the second stage is M, and when the enthalpy value of the exhaust gas is less than the preset enthalpy value, the amount of the hydrogen sprayed in the hydrogen spraying process in the second stage is N, N = K multiplied by M, K is a proportionality coefficient, and K is greater than 1 and less than or equal to 5.
In some exemplary embodiments, a control apparatus comprises a processor and a memory storing a computer program operable on the processor, wherein the memory implements the lean burn control method described above when the computer program is executed by the memory. The hydrogen engine system comprises the control device, and the control device is respectively electrically connected with the ignition device and the injection device and can control the respective actions.
According to the lean combustion control method of the embodiment, a small amount of hydrogen can be sprayed into the cylinder between the end of combustion of the working medium in the combustion chamber 6 and the opening moment of the exhaust valve and is subjected to secondary ignition, the heat generated by combustion of the hydrogen heats the working medium discharged from the exhaust valve, so that the enthalpy value of exhaust gas is improved, a turbine is pushed to work, the supercharging pressure of a turbocharger is improved, and the air inflow is increased. In addition, the hydrogen engine system does not need to add extra hardware and a fuel storage system, has no extra cost, and can adjust the hydrogen injection amount and the ignition time of the second stage according to the requirement to meet different enthalpy value lifting degrees, thereby effectively improving the dynamic property of the engine and the acceleration of the whole vehicle.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or to implicitly indicate the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be interconnected within two elements or in a relationship where two elements interact with each other unless otherwise specifically limited. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
In the description of the specification, reference to the description of "one embodiment," "some embodiments," "an example," "a specific example," or "some examples" or the like means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.
Claims (10)
1. A lean burn control method applied to a hydrogen engine having a turbocharger, the method comprising:
in the compression stroke of the working cycle of the hydrogen engine, performing first-stage hydrogen injection and first ignition;
in the power stroke of the working cycle of the hydrogen engine, the second stage of hydrogen injection is carried out firstly, and then the second ignition is carried out;
the amount of hydrogen sprayed in the second stage hydrogen spraying process is set to be smaller than that sprayed in the first stage hydrogen spraying process;
the second-stage hydrogen injection starts at a time before the exhaust valve is opened, and a time interval from the opening time of the exhaust valve is set to 10-60 ° of the crank angle.
2. The lean combustion control method according to claim 1, wherein a time interval between the start timing of the second-stage hydrogen injection and the start timing of the first-stage hydrogen injection is at least 180 ° of crank angle.
3. The lean combustion control method according to claim 1, wherein a time interval between the start timing of the second-stage hydrogen injection and the timing of the first ignition is 60-100 ° of crank angle.
4. The lean combustion control method according to claim 1, wherein the timing of the second ignition is before the opening of the exhaust valve, and a time interval from the timing at which the exhaust valve is opened is 0-5 ° in crank angle.
5. The lean burn control method according to any one of claims 1 to 4, wherein the second ignition uses ignition means ignition or surface ignition.
6. The lean combustion control method according to any one of claims 1 to 4, wherein the first-stage hydrogen injection is configured to inject a preset volume of hydrogen gas at one time or in multiple times.
7. The lean combustion control method according to any one of claims 1 to 4, wherein the second-stage hydrogen injection is performed by injecting a predetermined volume of hydrogen gas at one time or in multiple times.
8. The lean combustion control method according to any one of claims 1 to 4, wherein when the enthalpy of the exhaust gas is greater than or equal to a preset enthalpy, the amount of hydrogen ejected in the second-stage hydrogen injection process is M; and when the enthalpy value of the discharged gas is smaller than the preset enthalpy value, the amount of the hydrogen sprayed in the second stage hydrogen spraying process is N, N = K multiplied by M, K is a proportional coefficient, and K is more than 1 and less than or equal to 5.
9. A control apparatus of a hydrogen engine, comprising a processor and a memory storing a computer program operable on the processor, wherein the memory implements the lean burn control method according to any one of claims 1 to 8 when executing the computer program.
10. A hydrogen engine system comprising a hydrogen engine, an exhaust line, an intake line, an intercooler, a turbocharger, said hydrogen engine being provided with an ignition device and an injection device, characterized in that it further comprises a control device as claimed in claim 9, said control device being electrically connected to said ignition device and to said injection device, respectively.
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| JP3052856B2 (en) * | 1996-10-24 | 2000-06-19 | 三菱自動車工業株式会社 | Exhaust heating device |
| DE102006035139B4 (en) * | 2005-11-08 | 2020-03-12 | Daimler Ag | Method for cold-running operation of a spark-ignition internal combustion engine |
| JP4837694B2 (en) * | 2008-03-12 | 2011-12-14 | 本田技研工業株式会社 | Control device for internal combustion engine |
| DE102017120512B4 (en) * | 2017-09-06 | 2022-09-29 | Keyou GmbH | Method of operating a hydrogen engine for a motor vehicle |
| CN110284999A (en) * | 2019-06-26 | 2019-09-27 | 浙江吉利控股集团有限公司 | A kind of lean-burn systems and vehicle |
| CN112761780B (en) * | 2019-10-21 | 2022-07-22 | 联合汽车电子有限公司 | Lean combustion system and method and engine |
| CN113202622A (en) * | 2021-05-25 | 2021-08-03 | 清华大学 | Combustion system and combustion control method of hydrogen internal combustion engine |
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