CN114575996A - Ammonia gas internal combustion engine and control method thereof - Google Patents
Ammonia gas internal combustion engine and control method thereof Download PDFInfo
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- CN114575996A CN114575996A CN202210213698.XA CN202210213698A CN114575996A CN 114575996 A CN114575996 A CN 114575996A CN 202210213698 A CN202210213698 A CN 202210213698A CN 114575996 A CN114575996 A CN 114575996A
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- QGZKDVFQNNGYKY-UHFFFAOYSA-N Ammonia Chemical compound N QGZKDVFQNNGYKY-UHFFFAOYSA-N 0.000 title claims abstract description 359
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 67
- 238000000034 method Methods 0.000 title claims abstract description 14
- 229910021529 ammonia Inorganic materials 0.000 claims abstract description 142
- 239000001257 hydrogen Substances 0.000 claims abstract description 79
- 229910052739 hydrogen Inorganic materials 0.000 claims abstract description 79
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 claims abstract description 67
- 239000000446 fuel Substances 0.000 claims abstract description 31
- 238000005336 cracking Methods 0.000 claims abstract description 21
- 239000007789 gas Substances 0.000 claims abstract description 14
- 238000005485 electric heating Methods 0.000 claims description 14
- 238000002347 injection Methods 0.000 claims description 12
- 239000007924 injection Substances 0.000 claims description 12
- 238000010438 heat treatment Methods 0.000 claims description 7
- -1 hydrogen Chemical class 0.000 claims description 6
- 150000002431 hydrogen Chemical class 0.000 claims description 6
- RNFJDJUURJAICM-UHFFFAOYSA-N 2,2,4,4,6,6-hexaphenoxy-1,3,5-triaza-2$l^{5},4$l^{5},6$l^{5}-triphosphacyclohexa-1,3,5-triene Chemical compound N=1P(OC=2C=CC=CC=2)(OC=2C=CC=CC=2)=NP(OC=2C=CC=CC=2)(OC=2C=CC=CC=2)=NP=1(OC=1C=CC=CC=1)OC1=CC=CC=C1 RNFJDJUURJAICM-UHFFFAOYSA-N 0.000 claims description 4
- 239000003063 flame retardant Substances 0.000 claims description 4
- 239000002918 waste heat Substances 0.000 claims description 4
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 abstract description 7
- 229910052799 carbon Inorganic materials 0.000 abstract description 7
- 230000000694 effects Effects 0.000 abstract description 5
- 238000006243 chemical reaction Methods 0.000 abstract description 3
- 239000002912 waste gas Substances 0.000 abstract description 2
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 4
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 2
- 239000003054 catalyst Substances 0.000 description 2
- 229910052757 nitrogen Inorganic materials 0.000 description 2
- 239000000126 substance Substances 0.000 description 2
- 239000004215 Carbon black (E152) Substances 0.000 description 1
- 229910002092 carbon dioxide Inorganic materials 0.000 description 1
- 239000001569 carbon dioxide Substances 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000002283 diesel fuel Substances 0.000 description 1
- 238000004146 energy storage Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 230000009257 reactivity Effects 0.000 description 1
- 238000010792 warming Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Images
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
- 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
- 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
-
- 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
- F02B2201/06—Dual fuel applications
- F02B2201/066—Gas and gas
-
- 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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- 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 After Treatment (AREA)
Abstract
An ammonia gas internal combustion engine and a control method thereof belong to the field of internal combustion engines, provide an internal combustion engine device without carbon emission, and adopt ammonia gas as a main strategy of fuel in consideration of the problem of difficult hydrogen storage and transportation. The waste gas generated by the internal combustion engine is introduced into the ammonia cracking device, so that the partial cracking of ammonia is realized, the reaction activity of gas in a cylinder is improved by hydrogen generated by ammonia cracking, and the stable operation of the whole internal combustion engine can be realized. The used hydrogen is only used for starting the internal combustion engine, the consumption is small, and the problem of difficult hydrogen carrying can be avoided. The invention selects the fuel supply strategy according to the working condition, thereby realizing the high-efficiency operation of the ammonia internal combustion engine. The ammonia gas engine is designed to start with pure hydrogen and to supply pure ammonia as the only fuel to the engine after starting.
Description
Technical Field
The invention provides an ammonia gas internal combustion engine system and a control method thereof, in particular relates to a design of an internal combustion engine fuel supply system taking ammonia gas as fuel and a corresponding control method, and belongs to the field of internal combustion engines.
Background
Energy and environment are important issues of people concerned at present. The greenhouse effect causes environmental problems such as global warming, rise in sea level, etc., and carbon dioxide is the largest contributor to the greenhouse effect. How to reduce carbon emissions is a great problem facing today. The automobile industry is one of the main sources of carbon emission, and the conventional automobiles mainly use gasoline and diesel oil as fuel to burn, so that a large amount of carbon emission problems are caused. Therefore, the conversion of vehicle energy should be pursued, and reasonable alternative fuels should be pursued. The vehicle fuel is gradually drawn from the traditional hydrocarbon fuel to the carbon-free clean fuel.
Although hydrogen is considered to be a clean and reasonable energy carrier, and can be used for fuel combustion and fuel cells, the hydrogen has the problems of difficult storage and transportation and the like, and the cost and the safety greatly reduce the prospect of wide application of the hydrogen as energy. Ammonia gas, as an ideal energy storage substance, can also be used as a potential alternative energy source, does not contain carbon element in the molecule, and the complete combustion product only comprises water and nitrogen. Compared with most of gas fuels, the fuel has the characteristic of being easily compressed into liquid, so that the fuel is convenient to store and transport. As the second most chemical product worldwide, the related storage and transportation facilities for ammonia gas are more complete. Ammonia has the potential to be an alternative fuel for internal combustion engines.
Ammonia gas as a fuel for internal combustion engines is problematic in that it has low reactivity and thus tends to co-combust with hydrogen gas in the field of internal combustion engines, which again suffers from the problem that hydrogen gas is difficult to carry on board in large quantities. Ammonia, however, can crack at high temperatures and the catalyst can facilitate this process. In view of the above problems, the present invention provides an ammonia internal combustion engine and a control method thereof, and particularly relates to a system device design of an internal combustion engine using ammonia as fuel and a control method of the whole operation of the internal combustion engine. The invention uses the exhaust waste heat of the ammonia gas internal combustion engine as the main heat source, and leads the exhaust gas generated by the internal combustion engine into the ammonia gas cracking reactor to provide the high temperature environment required by ammonia gas cracking, the ammonia gas is decomposed into hydrogen and nitrogen under the action of high temperature and catalyst in the reactor, the cracked product and the ammonia gas which is not cracked completely can be used as fuel to be sent into the cylinder for combustion, and the activity of the mixed gas can be obviously enhanced due to the action of the hydrogen gas, and the combustion in the cylinder of the internal combustion engine can be more stable. In the research, only a small amount of pure hydrogen is provided to assist the starting of the internal combustion engine, the ammonia gas is almost used as the only fuel, and the stable operation of the ammonia gas internal combustion engine can be realized.
Disclosure of Invention
In order to improve the problem of carbon emission of the traditional internal combustion engine, the application provides an ammonia engine which takes ammonia as fuel and enhances combustion through ammonia cracking.
The specific content of the invention is the following technical scheme:
an ammonia internal combustion engine comprising: the air inlet pipeline (P1) is connected with the following components in series in sequence: the air purifier comprises an air filter (1), an intake pressure sensor (2), an intake temperature sensor (3) and an intake flow sensor (4); the exhaust pipeline (P2) is connected in series with: an exhaust gas flow rate sensor (11) and an exhaust gas temperature sensor (12); an ammonia tank (13), a first ammonia pipeline pressure reducing valve (14), a first ammonia volume flow controller (15) and a first ammonia filter (16) are sequentially connected in series on the first ammonia supply pipeline (P3); the cracked ammonia gas supply line (P4) is connected in series with: an ammonia cracking reactor (17), an electric heating device (18) and a cracked ammonia nozzle (6); an ammonia tank (13), a second ammonia pipeline pressure reducing valve (19), a second ammonia volume flow controller (20), a second ammonia filter (21) and an ammonia nozzle (7) are sequentially connected in series on the second ammonia supply pipeline (P4); the hydrogen gas supply line (P6) is connected in series with: a hydrogen tank (25), a hydrogen pressure reducing valve (24), a hydrogen volume flow controller (23), a flame retardant valve (22) and a hydrogen nozzle (5); the device comprises an ammonia gas internal combustion engine (8), a spark plug (9), a rotating speed sensor (10) and an electronic control unit ECU (26);
the electronic control unit ECU (26) is connected with the hydrogen volume flow controller (13) and obtains a hydrogen volume flow signal a;
the electronic control unit ECU (26) is connected with the air inlet pressure sensor (2) and obtains an air inlet pressure signal b;
the electronic control unit ECU (26) is connected with the air inlet temperature sensor (3) and obtains an air inlet temperature signal c;
the electronic control unit ECU (26) is connected with the air intake flow sensor (4) and obtains an air intake flow signal d;
the electronic control unit ECU (26) is connected with the hydrogen nozzle (5) and sends a hydrogen injection signal e to control the opening and closing of the hydrogen nozzle (5);
the electronic control unit ECU (26) is connected with the cracked ammonia nozzle (6) and sends out a cracked ammonia injection signal f to control the opening and closing of the cracked ammonia nozzle (6);
the electronic control unit ECU (26) is connected with the ammonia nozzle (7) and sends out a cracked ammonia injection signal g to control the opening and closing of the ammonia nozzle (7);
the electronic control unit ECU (26) is connected with the spark plug (9) and sends an ignition signal h to control the spark plug (8) to discharge;
the electronic control unit ECU (26) is connected with an exhaust flow sensor (11) and obtains an exhaust flow signal i;
the electronic control unit ECU (26) is connected with an exhaust temperature sensor (12) and obtains an exhaust temperature signal j;
the electronic control unit ECU (26) is connected with the electric heating device (18) and sends a heating signal k to control the electric heating device (16) to release heat;
the electronic control unit ECU (26) is connected with the rotating speed sensor (10) and obtains a rotating speed signal l of the internal combustion engine;
the electronic control unit ECU (26) is connected with the first ammonia gas volume flow controller (15) and obtains a first ammonia gas volume flow signal m.
The electronic control unit ECU (26) is connected with the second ammonia gas volume flow controller (20) and obtains a second ammonia gas volume flow signal n.
A control method of an ammonia-fueled internal combustion engine includes the following controls:
an electronic control unit ECU (26) receives a signal l from a rotating speed sensor (10) and a signal b from an air inlet pressure sensor (2) to respectively obtain the current rotating speed r (r/min) and the air inlet pressure P (kPa).
When r changes from r ≠ 0 to r ≠ 0, the internal combustion engine is in a starting stage, the internal combustion engine is in a cold state at the time, and the internal combustion engine can be successfully started by adopting pure hydrogen as an aid. Therefore, the pure hydrogen mode is adopted at the stage, and the electronic control unit ECU (26) provides hydrogen supply for the ammonia internal combustion engine (8) through a signal a to the hydrogen volume flow controller (23); in the starting link, the starting time is set to be 3 seconds constantly; setting the excess air factor lambda to 1.5 during the starting process;
after the start is finished, the excess air coefficient lambda is always kept to be 1;
when r is more than 0 and less than or equal to 3000r/min, P is less than or equal to 70kPa, the power requirement of the internal combustion engine can be met in a low-load state by adopting a cracked ammonia gas mode, the electronic control unit ECU (26) outputs a signal m to the first ammonia gas volume flow controller (15) to provide ammonia gas for the ammonia gas cracking reactor (17), and the cracked ammonia gas provides fuel for the ammonia gas internal combustion engine.
When r is more than 0 and less than or equal to 3000r/min, P is more than 70kPa, the high-load state is realized, in order to ensure sufficient power, a cracked ammonia gas and ammonia gas common supply mode is adopted, and the electronic control unit ECU (26) respectively outputs a signal m to the first ammonia gas volume flow controller (15) and a signal n to the second ammonia gas volume flow controller (20), so that the internal combustion engine obtains the cracked ammonia gas and the ammonia gas supply. Wherein the second ammonia supply pipeline accounts for the total ammonia gas flow rate ratio of Q0.2 r/3000+ 0.3P/100.
When r is more than 3000r/min, in order to ensure dynamic property, a cracked ammonia gas and ammonia gas common supply mode is adopted, and the electronic control unit ECU (26) respectively outputs a signal m to the first ammonia gas volume flow controller (15) and a signal n to the second ammonia gas volume flow controller (20), so that the internal combustion engine obtains cracked ammonia gas and ammonia gas supply. Wherein the flow ratio of the second ammonia gas supply pipeline to the total ammonia gas flow is Q ═ 0.2 r/3000+ 0.3P/100.
An electronic control unit ECU (26) calculates exhaust waste heat energy through an exhaust temperature signal j and an exhaust flow signal i; when the exhaust residual heat energy is insufficient, the Electric Control Unit (ECU) obtains the supplementary heat required by the electric heating device (18) according to the energy required by cracking the ammonia gas and the exhaust residual heat energy; the ECU (26) sends a heating signal k to control the electric heating device (18) to work.
The electronic control unit ECU (26) outputs a signal e, a signal f and a signal g to respectively control hydrogen, cracked ammonia and ammonia to provide fuel for the internal combustion engine, and the mixed gas in the cylinder outputs an ignition signal h to control the ignition of the spark plug (8) through the electronic control unit ECU (26).
λ＝mair/(mammonia*AFst,ammonia+mhydrogen*AFst,hydrogen) Wherein m isairFor the air mass flow, an electronic control unit ECU (26) receives an air inlet pressure signal b, an air inlet temperature signal c and an air inlet flow signal d to calculate the air mass flow, mammoniaAnd mhydrogenRespectively ammonia mass flow and hydrogen mass flow, AFst,ammoniaAnd AFst,hydrogenAir-fuel ratios of ammonia and hydrogen, respectively; in the starting phase mammoniaIs 0. M after startinghydrogenIs 0, mammoniaAnd the total ammonia mass flow is calculated by the ECU according to the first ammonia volume flow signal and the second ammonia volume flow signal.
The advantages of the invention are mainly: a carbon emission-free internal combustion engine apparatus is provided. And the main strategy of taking ammonia as fuel is adopted in consideration of the problem of difficult storage and transportation of hydrogen. The waste gas generated by the internal combustion engine is introduced into the ammonia cracking device, so that the partial cracking of ammonia is realized, the reaction activity of gas in a cylinder is improved by hydrogen generated by ammonia cracking, and the stable operation of the whole internal combustion engine can be realized. The hydrogen used in the invention is only used for starting the internal combustion engine, the consumption is small, and the problem of difficult hydrogen carrying can be avoided.
Drawings
FIG. 1 is a schematic diagram of an ammonia gas internal combustion engine system
In the figure: the device comprises an air inlet pipeline (P1), an air filter (1), an inlet pressure sensor (2), an inlet temperature sensor (3), an inlet flow sensor (4), an exhaust pipeline (P2), an exhaust flow sensor (11), an exhaust temperature sensor (12), an ammonia gas supply pipeline (P3), an ammonia gas tank (13), a first ammonia gas pipeline pressure reducing valve (14), a first ammonia gas volume flow controller (15), a first ammonia gas filter (16), a cracked ammonia gas supply pipeline (P4), an ammonia gas cracking reactor (17), an electric heating device (18), a cracked ammonia gas nozzle (6), a second ammonia gas supply pipeline (P4), a second ammonia gas pipeline pressure reducing valve (19), a second ammonia gas volume flow controller (20), a second ammonia gas filter (21) and an ammonia gas nozzle (7); the device comprises a hydrogen supply pipeline (P6), a hydrogen tank (25), a hydrogen pressure reducing valve (24), a hydrogen volume flow controller (23), a flame retardant valve (22), a hydrogen nozzle (5), an internal combustion engine (8), a spark plug (9), a rotating speed sensor (10) and an electronic control unit ECU (21);
the device comprises a hydrogen volume flow signal a, an air inlet pressure signal b, an air inlet temperature signal c, an air inlet flow signal d, a hydrogen injection signal e, a cracked ammonia injection signal f, an ammonia injection signal g, an ignition signal h, an exhaust flow signal i, an exhaust temperature signal j, a heating signal k, an internal combustion engine rotating speed signal l, a first ammonia volume flow signal m and a second ammonia volume flow signal n.
Detailed Description
The invention is further described with reference to the following figures and detailed description:
an ammonia internal combustion engine comprising: the air inlet pipeline (P1) is connected with the following components in series in sequence: the air purifier comprises an air filter (1), an intake pressure sensor (2), an intake temperature sensor (3) and an intake flow sensor (4); the exhaust pipeline (P2) is connected in series with: an exhaust gas flow rate sensor (11) and an exhaust gas temperature sensor (12); an ammonia tank (13), a first ammonia pipeline pressure reducing valve (14), a first ammonia volume flow controller (15) and a first ammonia filter (16) are sequentially connected in series on the first ammonia supply pipeline (P3); the cracked ammonia gas supply line (P4) is connected in series with: an ammonia cracking reactor (17), an electric heating device (18) and a cracked ammonia nozzle (6); an ammonia tank (13), a second ammonia pipeline pressure reducing valve (19), a second ammonia volume flow controller (20), a second ammonia filter (21) and an ammonia nozzle (7) are sequentially connected in series on the second ammonia supply pipeline (P4); the hydrogen gas supply line (P6) is connected in series with: a hydrogen tank (25), a hydrogen pressure reducing valve (24), a hydrogen volume flow controller (23), a flame retardant valve (22) and a hydrogen nozzle (5); the device comprises an ammonia gas internal combustion engine (8), a spark plug (9), a rotating speed sensor (10) and an electronic control unit ECU (26);
the electronic control unit ECU (21) receives an intake pressure signal b, an intake temperature signal c, an intake flow signal d, an exhaust flow signal i and an exhaust temperature signal j; and sending a hydrogen volume flow signal a, a hydrogen injection signal e, a cracked ammonia injection signal f, an ammonia injection signal g, an ignition signal h, a heating signal k, a first ammonia volume flow signal m and a second ammonia gas volume flow signal n.
An electronic control unit ECU (26) receives a signal l from a rotating speed sensor (10) and a signal b from an air inlet pressure sensor (2) to respectively obtain the current rotating speed r (r/min) and the air inlet pressure P (kPa).
When r is changed from r to 0 to r to 0, the internal combustion engine is in a starting stage, a pure hydrogen mode is adopted at the moment, and an electronic control unit ECU (26) supplies hydrogen to an ammonia internal combustion engine (8) through a signal a to a hydrogen volume flow controller (23); setting the starting time to be 3 seconds constantly; setting the excess air factor lambda to 1.5 during the starting process;
after the start is finished, the excess air coefficient lambda is always kept to be 1;
when r is more than 0 and less than or equal to 3000r/min and P is less than or equal to 70kPa, an ammonia cracking mode is adopted, the electronic control unit ECU (26) outputs a signal m to the first ammonia volume flow controller (15) to provide ammonia for the ammonia cracking reactor (17), and the ammonia is cracked to provide fuel for the ammonia internal combustion engine.
When r is more than 0 and less than or equal to 3000r/min and P is more than 70kPa, a cracked ammonia gas and ammonia gas common supply mode is adopted, and the electronic control unit ECU (26) respectively outputs a signal m to the first ammonia gas volume flow controller (15) and a signal n to the second ammonia gas volume flow controller (20), so that the internal combustion engine obtains the cracked ammonia gas and the ammonia gas supply. Wherein the second ammonia supply pipeline accounts for the total ammonia gas flow rate ratio of Q0.2 r/3000+ 0.3P/100.
When r is more than 3000r/min, a cracked ammonia gas and ammonia gas common supply mode is adopted, and the electronic control unit ECU (26) respectively outputs a signal m to the first ammonia gas volume flow controller (15) and a signal n to the second ammonia gas volume flow controller (20), so that the internal combustion engine obtains cracked ammonia gas and ammonia gas supply. Wherein the second ammonia supply pipeline accounts for the total ammonia gas flow rate ratio of Q0.2 r/3000+ 0.3P/100.
An electronic control unit ECU (26) calculates exhaust waste heat energy through an exhaust temperature signal j and an exhaust flow signal i; when the exhaust residual heat energy is insufficient, the Electric Control Unit (ECU) obtains the supplementary heat required by the electric heating device (18) according to the energy required by cracking the ammonia gas and the exhaust residual heat energy; an electronic control unit ECU (26) sends a heating signal k to control the electric heating device (18) to work;
the electronic control unit ECU (26) outputs a signal e, a signal f and a signal g to respectively control hydrogen, cracked ammonia and ammonia to provide fuel for the internal combustion engine, and the mixed gas in the cylinder outputs an ignition signal h to control the ignition of the spark plug (8) through the electronic control unit ECU (26).
λ＝mair/(mammonia*AFst,ammonia+mhydrogen*AFst,hydrogen) Wherein m isairFor the air mass flow, an electronic control unit ECU (26) receives an air inlet pressure signal b, an air inlet temperature signal c and an air inlet flow signal d to calculate the air mass flow, mammoniaAnd mhydrogenRespectively ammonia mass flow and hydrogen mass flow, AFst,ammoniaAnd AFst,hydrogenAir-fuel ratios of ammonia and hydrogen, respectively; in the starting phase mammoniaIs 0. M after startinghydrogenIs 0, mammoniaAnd the total ammonia mass flow is calculated by the ECU according to the first ammonia volume flow signal and the second ammonia volume flow signal.
Claims (2)
1. An ammonia internal combustion engine and a control method therefor, characterized by comprising: the air inlet pipeline (P1) is connected in series with: the air purifier comprises an air filter (1), an intake pressure sensor (2), an intake temperature sensor (3) and an intake flow sensor (4); the exhaust pipeline (P2) is connected in series with: an exhaust gas flow rate sensor (11) and an exhaust gas temperature sensor (12); an ammonia tank (13), a first ammonia pipeline pressure reducing valve (14), a first ammonia volume flow controller (15) and a first ammonia filter (16) are sequentially connected in series on the first ammonia supply pipeline (P3); the cracked ammonia gas supply line (P4) is connected in series with: an ammonia cracking reactor (17), an electric heating device (18) and a cracked ammonia nozzle (6); an ammonia tank (13), a second ammonia pipeline pressure reducing valve (19), a second ammonia volume flow controller (20), a second ammonia filter (21) and an ammonia nozzle (7) are sequentially connected in series on the second ammonia supply pipeline (P4); the hydrogen gas supply line (P6) is connected in series with: a hydrogen tank (25), a hydrogen pressure reducing valve (24), a hydrogen volume flow controller (23), a flame retardant valve (22) and a hydrogen nozzle (5); the device comprises an ammonia gas internal combustion engine (8), a spark plug (9), a rotating speed sensor (10) and an electronic control unit ECU (26);
the electronic control unit ECU (26) is connected with the hydrogen volume flow controller (13) and obtains a hydrogen volume flow signal a;
the electronic control unit ECU (26) is connected with the air inlet pressure sensor (2) and obtains an air inlet pressure signal b;
the electronic control unit ECU (26) is connected with the air inlet temperature sensor (3) and obtains an air inlet temperature signal c;
the electronic control unit ECU (26) is connected with the air intake flow sensor (4) and obtains an air intake flow signal d;
the electronic control unit ECU (26) is connected with the hydrogen nozzle (5) and sends a hydrogen injection signal e to control the opening and closing of the hydrogen nozzle (5);
the electronic control unit ECU (26) is connected with the cracked ammonia nozzle (6) and sends out a cracked ammonia injection signal f to control the opening and closing of the cracked ammonia nozzle (6);
the electronic control unit ECU (26) is connected with the ammonia nozzle (7) and sends out a cracked ammonia injection signal g to control the opening and closing of the ammonia nozzle (7);
the electronic control unit ECU (26) is connected with the spark plug (9) and sends an ignition signal h to control the spark plug (8) to discharge;
the electronic control unit ECU (26) is connected with an exhaust flow sensor (11) and obtains an exhaust flow signal i;
the electronic control unit ECU (26) is connected with an exhaust temperature sensor (12) and obtains an exhaust temperature signal j;
the electronic control unit ECU (26) is connected with the electric heating device (18) and sends a heating signal k to control the electric heating device (16) to release heat;
the electronic control unit ECU (26) is connected with the rotating speed sensor (10) and obtains an internal combustion engine rotating speed signal l;
the electronic control unit ECU (26) is connected with the first ammonia volume flow controller (15) and obtains an ammonia volume flow signal m;
the electronic control unit ECU (26) is connected with the second ammonia gas volume and flow controller (20) and obtains an ammonia gas volume and flow signal n.
2. A method of controlling an ammonia internal combustion engine as defined in claim 1, wherein:
an electronic control unit ECU (26) receives a signal l from a rotating speed sensor (10) and a signal b from an air inlet pressure sensor (2) to respectively obtain the current rotating speed r (r/min) and the air inlet pressure P (kPa);
when r is changed from r to 0 to r to 0, the internal combustion engine is in a starting stage, a pure hydrogen mode is adopted at the moment, and an electronic control unit ECU (26) supplies hydrogen to an ammonia internal combustion engine (8) through a signal a to a hydrogen volume flow controller (23); setting the starting time to be 3 seconds constantly; setting the excess air factor lambda to 1.5 during the starting process;
after the start is finished, the excess air coefficient lambda is always kept to be 1;
when r is more than 0 and less than or equal to 3000r/min and P is less than or equal to 70kPa, an ammonia cracking mode is adopted, an electronic control unit ECU (26) outputs a signal m to a first ammonia volume flow controller (15) to provide ammonia for an ammonia cracking reactor (17), and the ammonia is cracked and then provides fuel for an ammonia internal combustion engine;
when r is more than 0 and less than or equal to 3000r/min and P is more than 70kPa, a cracked ammonia gas and ammonia gas common supply mode is adopted, and an electronic control unit ECU (26) respectively outputs a signal m to a first ammonia gas volume flow controller (15) and a signal n to a second ammonia gas volume flow controller (20) so that the internal combustion engine obtains cracked ammonia gas and ammonia gas supply; wherein the second ammonia supply pipeline accounts for the total ammonia flow rate ratio of Q ═ 0.2 r/3000+ 0.3P/100;
when r is more than 3000r/min, a cracked ammonia and ammonia gas common supply mode is adopted, and the electronic control unit ECU (26) respectively outputs a signal m to the first ammonia gas volume flow controller (15) and a signal n to the second ammonia gas volume flow controller (20) so that the internal combustion engine obtains cracked ammonia gas and ammonia gas supply; wherein the second ammonia supply pipeline accounts for the total ammonia flow rate ratio of Q ═ 0.2 r/3000+ 0.3P/100;
an electronic control unit ECU (26) calculates exhaust waste heat energy through an exhaust temperature signal j and an exhaust flow signal i; when the exhaust residual heat energy is insufficient, the Electric Control Unit (ECU) obtains the supplementary heat required by the electric heating device (18) according to the energy required by cracking the ammonia gas and the exhaust residual heat energy; an electronic control unit ECU (26) sends a heating signal k to control the electric heating device (18) to work;
the electronic control unit ECU (26) outputs a signal e, a signal f and a signal g to respectively control hydrogen, cracked ammonia and ammonia to provide fuel for the internal combustion engine, and the mixed gas in the cylinder outputs an ignition signal h to control the ignition of the spark plug (8) through the electronic control unit ECU (26);
λ＝mair/(mammonia*AFst,ammonia+mhydrogen*AFst,hydrogen) Wherein m isairFor the air mass flow, an electronic control unit ECU (26) receives an air inlet pressure signal b, an air inlet temperature signal c and an air inlet flow signal d to calculate the air mass flow, mammoniaAnd mhydrogenRespectively ammonia mass flow and hydrogen mass flow, AFst,ammoniaAnd AFst,hydrogenAir-fuel ratios of ammonia and hydrogen, respectively; in the starting phase mammoniaIs 0; m after startinghydrogenIs 0, mammoniaAnd the total ammonia mass flow is calculated by the ECU according to the first ammonia volume flow signal and the second ammonia volume flow signal.
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