CN114575996B - 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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- CN114575996B CN114575996B CN202210213698.XA CN202210213698A CN114575996B CN 114575996 B CN114575996 B CN 114575996B CN 202210213698 A CN202210213698 A CN 202210213698A CN 114575996 B CN114575996 B CN 114575996B
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- QGZKDVFQNNGYKY-UHFFFAOYSA-N Ammonia Chemical compound N QGZKDVFQNNGYKY-UHFFFAOYSA-N 0.000 title claims abstract description 419
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 68
- 238000000034 method Methods 0.000 title claims abstract description 10
- 229910021529 ammonia Inorganic materials 0.000 claims abstract description 183
- 239000001257 hydrogen Substances 0.000 claims abstract description 85
- 229910052739 hydrogen Inorganic materials 0.000 claims abstract description 85
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 claims abstract description 76
- 238000005336 cracking Methods 0.000 claims abstract description 33
- 239000000446 fuel Substances 0.000 claims abstract description 31
- 239000007789 gas Substances 0.000 claims abstract description 18
- 150000002431 hydrogen Chemical class 0.000 claims abstract description 9
- 238000005485 electric heating Methods 0.000 claims description 14
- 238000002347 injection Methods 0.000 claims description 10
- 239000007924 injection Substances 0.000 claims description 10
- 238000000197 pyrolysis Methods 0.000 claims description 9
- 238000010438 heat treatment Methods 0.000 claims description 7
- 239000002918 waste heat Substances 0.000 claims description 7
- 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
- 238000005507 spraying Methods 0.000 claims description 2
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 abstract description 7
- 229910052799 carbon Inorganic materials 0.000 abstract description 7
- 230000009257 reactivity Effects 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
- 230000000694 effects Effects 0.000 description 3
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 2
- 230000009471 action Effects 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
- 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
- 230000008569 process Effects 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
- 230000009466 transformation 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
Classifications
-
- 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
Landscapes
- 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, and provide a carbon emission-free internal combustion engine device, and a main strategy of taking ammonia gas as fuel is adopted 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, and the hydrogen generated by the ammonia cracking promotes the reactivity of the gas in the cylinder, so that the stable operation of the whole internal combustion engine can be realized. The hydrogen is only used for starting the internal combustion engine, the consumption is small, and the problem of difficult carrying of the hydrogen can be avoided. According to the invention, the fuel supply strategy is selected according to the working condition, so that the high-efficiency operation of the ammonia internal combustion engine is realized. The designed ammonia internal combustion engine is started with pure hydrogen, and after starting, pure ammonia is used as the only fuel to supply the internal combustion engine.
Description
Technical Field
The invention provides an ammonia gas internal combustion engine system and a control method thereof, in particular relates to an internal combustion engine fuel supply system design 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 that people are currently focusing on. The greenhouse effect causes environmental problems such as global warming, rising sea level, etc., and carbon dioxide is the largest contributor to the greenhouse effect. How to reduce carbon emissions is a great problem currently faced. The automotive industry is one of the main sources of carbon emissions, and conventional automobiles mainly burn on gasoline and diesel as fuel, which causes a large amount of carbon emission problems. Therefore, the transformation of energy sources for vehicles 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 as a clean and reasonable energy carrier, can be used as fuel for combustion and can also be used for fuel cells and the like, 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 an energy source. Ammonia is an ideal energy storage substance, and can also be used as a potential alternative energy source, the molecule of the ammonia does not contain carbon element, and the complete combustion product only comprises water and nitrogen. And compared with most of gas fuels, the fuel has the characteristic of being easily compressed into liquid, so that the fuel is convenient for storage and transportation. As a second large chemical product worldwide, the related storage and transportation facilities of ammonia gas are relatively complete. Ammonia has the potential to be an alternative fuel for internal combustion engines.
The problem with ammonia as a fuel for internal combustion engines is its low reactivity, so that it tends to occur in the field of internal combustion engines in a co-combustion with hydrogen, which again faces the problem that hydrogen is difficult to carry in large quantities on board the vehicle. However, ammonia gas can crack at high temperatures and catalysts can promote this process. In view of the above problems, the present invention provides an ammonia gas internal combustion engine and a control method thereof, and in particular relates to a system device design of an internal combustion engine using ammonia gas as fuel and a control method of the overall operation of the internal combustion engine. According to the invention, the exhaust waste heat of the ammonia internal combustion engine is used as a main heat source, the exhaust gas generated by the internal combustion engine is introduced into the ammonia cracking reactor to provide a high-temperature environment required by ammonia cracking, the ammonia is decomposed into hydrogen and nitrogen under the action of a catalyst in the reactor at high temperature, the cracked product and the ammonia which is not completely cracked can be used as fuel to be sent into a cylinder for combustion, the activity of the mixed gas can be obviously enhanced due to the action of the hydrogen, and the combustion in the cylinder of the internal combustion engine can be more stable. In the research, only a very small amount of pure hydrogen is provided for assisting the starting of the internal combustion engine, almost ammonia is used as the only fuel, and the stable operation of the ammonia internal combustion engine can be realized.
Disclosure of Invention
In order to improve the carbon emission problem of conventional internal combustion engines, the present application provides an ammonia engine fuelled with ammonia to enhance combustion by ammonia cracking.
The invention has the following specific contents:
an ammonia gas internal combustion engine comprising: the air inlet pipeline (P1) is sequentially connected with: an air filter (1), an intake air pressure sensor (2), an intake air temperature sensor (3) and an intake air flow sensor (4); the exhaust pipeline (P2) is sequentially connected with: an exhaust gas flow 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 pyrolysis ammonia gas supply pipeline (P4) is sequentially connected in series with: an ammonia gas cracking reactor (17), an electric heating device (18) and a cracking ammonia gas 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 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); an ammonia internal combustion engine (8), a spark plug (9), a rotation 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 inlet flow sensor (4) and obtains an air inlet flow signal d;
the electronic control unit ECU (26) is connected with the hydrogen nozzle (5) and sends out 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 ammonia cracking nozzle (6) and sends out an ammonia cracking spraying signal f to control the opening and closing of the ammonia cracking nozzle (6);
the electronic control unit ECU (26) is connected with the ammonia gas nozzle (7) and sends out a cracking ammonia gas injection signal g to control the opening and closing of the ammonia gas nozzle (7);
the electronic control unit ECU (26) is connected with the spark plug (9) and sends out an ignition signal h to control the spark plug (8) to discharge;
the electronic control unit ECU (26) is connected with the exhaust flow sensor (11) and obtains an exhaust flow signal i;
the electronic control unit ECU (26) is connected with the exhaust gas temperature sensor (12) and obtains an exhaust gas temperature signal j;
the electronic control unit ECU (26) is connected with the electric heating device (18) and sends out a heating signal k to control the electric heating device (16) to release heat;
the electronic control unit ECU (26) is connected with the rotation speed sensor (10) and obtains an internal combustion engine rotation speed signal l;
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.
The control method of the internal combustion engine taking ammonia gas as fuel comprises the following control steps:
an electronic control unit ECU (26) receives a signal l from a rotation speed sensor (10) and a signal b of an intake pressure sensor (2) to obtain a current rotation speed r (r/min) and an intake pressure P (kPa), respectively.
When r is changed from r=0 to r+.0, the internal combustion engine is in a start stage, and is in a cold state, and pure hydrogen is adopted as an aid to enable the internal combustion engine to be successfully started. Therefore, in this stage, a pure hydrogen mode is adopted, and the electronic control unit ECU (26) supplies hydrogen to the ammonia internal combustion engine (8) through signals a to the hydrogen volume flow controller (23); in the starting step, setting the starting time to be 3 seconds constantly; the excess air ratio λ=1.5 during start-up;
the excess air ratio λ=1 is always maintained after the start is finished;
when r is more than 0 and less than or equal to 3000r/min, P is less than or equal to 70kPa, and is in a low-load state, the power requirement of the internal combustion engine can be met by adopting a pyrolysis ammonia mode, and an electronic control unit ECU (26) outputs a signal m to a first ammonia volume flow controller (15) to provide ammonia for an ammonia pyrolysis 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, in order to ensure sufficient power, a cracking ammonia and ammonia co-supply mode is adopted, and an electronic control unit ECU (26) respectively outputs a signal m to a first ammonia volume flow controller (15) and a signal n to a second ammonia volume flow controller (20) so that the internal combustion engine obtains cracking ammonia and ammonia supply. Wherein the second ammonia gas supply line occupies a total ammonia gas flow ratio of q=0.2×r/3000+0.3×p/100.
When r is more than 3000r/min, in order to ensure dynamic performance, a mode of jointly supplying the cracked ammonia and the ammonia is adopted, and an electronic control unit ECU (26) respectively outputs a signal m to a first ammonia volume flow controller (15) and a signal n to a second ammonia volume flow controller (20) so as to enable the internal combustion engine to obtain the supply of the cracked ammonia and the ammonia. Wherein the second ammonia gas supply line flow rate is q=0.2×r/3000+0.3×p/100 based on the total ammonia gas flow rate.
An electronic control unit ECU (26) calculates the exhaust residual heat energy through an exhaust temperature signal j and an exhaust flow signal i; when the exhaust waste heat energy is insufficient, an Electronic 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 waste heat energy; an electric control unit ECU (26) sends out a heating signal k to control the electric heating device (18) to work.
The electronic control unit ECU (26) outputs signals e, f and g to respectively control hydrogen, cracked ammonia and ammonia to supply fuel for the internal combustion engine, and the in-cylinder mixed gas is ignited by the spark plug (8) under the control of the ignition signal h output by the electronic control unit ECU (26).
λ＝m air /(m ammonia *AF st,ammonia +m hydrogen *AF st,hydrogen ) Wherein m is air For 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 and calculates the air mass flow, m ammonia And m hydrogen The ammonia mass flow and the hydrogen mass flow are respectively AF st,ammonia And AF st,hydrogen The air-fuel ratios of ammonia and hydrogen, respectively; in the starting phase m ammonia Is 0. M after start-up hydrogen Is 0, m ammonia And calculating the total ammonia mass flow for the ECU according to the first ammonia volume flow signal and the second ammonia volume flow signal.
The invention has the advantages that: an internal combustion engine assembly is provided that is free of carbon emissions. And the main strategy of taking ammonia gas as fuel is adopted 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, and the hydrogen generated by the ammonia cracking promotes the reactivity of the gas in the cylinder, so that 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 dosage is small, and the problem of difficult carrying of the hydrogen can be avoided.
Drawings
FIG. 1 is a schematic diagram of an ammonia internal combustion engine system
In the figure: an air inlet pipeline (P1), an air filter (1), an air inlet pressure sensor (2), an air inlet temperature sensor (3), an air inlet flow sensor (4), an exhaust pipeline (P2), an exhaust flow sensor (11), an exhaust temperature sensor (12), an ammonia supply pipeline (P3), an ammonia tank (13), a first ammonia pipeline pressure reducing valve (14), a first ammonia volume flow controller (15), a first ammonia filter (16), a cracking ammonia supply pipeline (P4), an ammonia cracking reactor (17), an electric heating device (18), a cracking ammonia nozzle (6), a second ammonia supply pipeline (P4), 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); 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 rotation speed sensor (10) and an electronic control unit ECU (21);
hydrogen volume flow signal a, inlet pressure signal b, inlet temperature signal c, inlet flow signal d, hydrogen injection signal e, cracking ammonia injection signal f, ammonia injection signal g, ignition signal h, exhaust flow signal i, exhaust temperature signal j, heating signal k, internal combustion engine rotating speed signal l, first ammonia volume flow signal m, second ammonia volume flow signal n.
Detailed Description
The invention is further described with reference to the drawings and detailed description which follow:
an ammonia gas internal combustion engine comprising: the air inlet pipeline (P1) is sequentially connected with: an air filter (1), an intake air pressure sensor (2), an intake air temperature sensor (3) and an intake air flow sensor (4); the exhaust pipeline (P2) is sequentially connected with: an exhaust gas flow 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 pyrolysis ammonia gas supply pipeline (P4) is sequentially connected in series with: an ammonia gas cracking reactor (17), an electric heating device (18) and a cracking ammonia gas 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 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); an ammonia internal combustion engine (8), a spark plug (9), a rotation speed sensor (10) and an electronic control unit ECU (26);
the electronic control unit ECU (21) receives an air inlet pressure signal b, an air inlet temperature signal c, an air inlet flow signal d, an exhaust flow signal i and an exhaust temperature signal j; and sending out a hydrogen volume flow signal a, a hydrogen injection signal e, a cracking 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 volume flow signal n.
An electronic control unit ECU (26) receives a signal l from a rotation speed sensor (10) and a signal b of an intake pressure sensor (2) to obtain a current rotation speed r (r/min) and an intake pressure P (kPa), respectively.
When r is changed from r=0 to r+.0, the internal combustion engine is in a starting stage, and a pure hydrogen mode is adopted at the moment, and the electronic control unit ECU (26) supplies hydrogen to the ammonia internal combustion engine (8) through a signal a to the hydrogen volume flow controller (23); setting the starting time to be 3 seconds constantly; the excess air ratio λ=1.5 during start-up;
the excess air ratio λ=1 is always maintained after the start is finished;
when r is more than 0 and less than or equal to 3000r/min, P is less than or equal to 70kPa, a pyrolysis ammonia mode is adopted, and an electronic control unit ECU (26) outputs a signal m to a first ammonia volume flow controller (15) to provide ammonia for an ammonia pyrolysis reactor (17), and the ammonia is cracked to provide 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, adopting a common supply mode of cracked ammonia and ammonia, an electronic control unit ECU (26) respectively outputs a signal m to a first ammonia volume flow controller (15) and a signal n to a second ammonia volume flow controller (20), so that the internal combustion engine obtains the supply of the cracked ammonia and the ammonia. Wherein the second ammonia gas supply line occupies a total ammonia gas flow ratio of q=0.2×r/3000+0.3×p/100.
When r is more than 3000r/min, adopting a mode of supplying the cracked ammonia and the ammonia together, the electronic control unit ECU (26) respectively outputs a signal m to the first ammonia volume flow controller (15) and a signal n to the second ammonia volume flow controller (20) so as to enable the internal combustion engine to obtain the supply of the cracked ammonia and the ammonia. Wherein the second ammonia gas supply line occupies a total ammonia gas flow ratio of q=0.2×r/3000+0.3×p/100.
An electronic control unit ECU (26) calculates the exhaust residual heat energy through an exhaust temperature signal j and an exhaust flow signal i; when the exhaust waste heat energy is insufficient, an Electronic 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 waste heat energy; an electronic control unit ECU (26) sends out a heating signal k to control the electric heating device (18) to work;
the electronic control unit ECU (26) outputs signals e, f and g to respectively control hydrogen, cracked ammonia and ammonia to supply fuel for the internal combustion engine, and the in-cylinder mixed gas is ignited by the spark plug (8) under the control of the ignition signal h output by the electronic control unit ECU (26).
λ＝m air /(m ammonia *AF st,ammonia +m hydrogen *AF st,hydrogen ) Wherein m is air For 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 and calculates the air mass flow, m ammonia And m hydrogen The ammonia mass flow and the hydrogen mass flow are respectively AF st,ammonia And AF st,hydrogen The air-fuel ratios of ammonia and hydrogen, respectively; in the starting phase m ammonia Is 0. M after start-up hydrogen Is 0, m ammonia For the ECU according to the first ammonia volume flowAnd calculating the total ammonia mass flow by the signal and the second ammonia volume flow signal.
Claims (1)
1. An ammonia gas internal combustion engine comprising: the air inlet pipeline (P1) is sequentially connected with: an air filter (1), an intake air pressure sensor (2), an intake air temperature sensor (3) and an intake air flow sensor (4); the exhaust pipeline (P2) is sequentially connected with: an exhaust gas flow 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 pyrolysis ammonia gas supply pipeline (P4) is sequentially connected in series with: an ammonia gas cracking reactor (17), an electric heating device (18) and a cracking ammonia gas 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 (P5); the hydrogen 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); an ammonia internal combustion engine (8), a spark plug (9), a rotation speed sensor (10) and an electronic control unit ECU (26);
the electronic control unit ECU (26) is connected with the hydrogen volume flow controller (23) 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 inlet flow sensor (4) and obtains an air inlet flow signal d;
the electronic control unit ECU (26) is connected with the hydrogen nozzle (5) and sends out 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 ammonia cracking nozzle (6) and sends out an ammonia cracking spraying signal f to control the opening and closing of the ammonia cracking nozzle (6);
the electronic control unit ECU (26) is connected with the ammonia gas nozzle (7) and sends out a cracking ammonia gas injection signal g to control the opening and closing of the ammonia gas nozzle (7);
the electronic control unit ECU (26) is connected with the spark plug (9) and sends out an ignition signal h to control the spark plug (9) to discharge;
the electronic control unit ECU (26) is connected with the exhaust flow sensor (11) and obtains an exhaust flow signal i;
the electronic control unit ECU (26) is connected with the exhaust gas temperature sensor (12) and obtains an exhaust gas temperature signal j;
the electronic control unit ECU (26) is connected with the electric heating device (18) and sends out a heating signal k to control the electric heating device (18) to release heat;
the electronic control unit ECU (26) is connected with the rotation speed sensor (10) and obtains an internal combustion engine rotation speed signal l;
the electronic control unit ECU (26) is connected with the first ammonia gas volume flow controller (15) and obtains an 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 an ammonia gas volume flow signal n;
the method is characterized in that:
an electronic control unit ECU (26) receives a signal l from a rotation speed sensor (10) and a signal b of an intake pressure sensor (2) to respectively obtain a current rotation speed r (r/min) and an intake pressure P (kPa);
when r is changed from r=0 to r+.0, the internal combustion engine is in a starting stage, and a pure hydrogen mode is adopted at the moment, and the electronic control unit ECU (26) supplies hydrogen to the ammonia internal combustion engine (8) through a signal a to the hydrogen volume flow controller (23); setting the starting time to be 3 seconds constantly; the excess air ratio λ=1.5 during start-up;
the excess air ratio λ=1 is always maintained after the start is finished;
when r is more than 0 and less than or equal to 3000r/min, P is less than or equal to 70kPa, a pyrolysis ammonia 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 pyrolysis reactor (17), and the ammonia is cracked to provide 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, adopting a common supply mode of cracked ammonia and ammonia, an electronic control unit ECU (26) respectively outputs a signal m to a first ammonia volume flow controller (15) and a signal n to a second ammonia volume flow controller (20) so that the internal combustion engine obtains the supply of the cracked ammonia and the ammonia; wherein the second ammonia gas supply line occupies a total ammonia gas flow ratio of q=0.2×r/3000+0.3×p/100;
when r is more than 3000r/min, adopting a mode of supplying cracked ammonia and ammonia together, an electronic control unit ECU (26) respectively outputs a signal m to a first ammonia volume flow controller (15) and a signal n to a second ammonia volume flow controller (20) so as to enable the internal combustion engine to obtain supply of the cracked ammonia and the ammonia; wherein the second ammonia gas supply line occupies a total ammonia gas flow ratio of q=0.2×r/3000+0.3×p/100;
an electronic control unit ECU (26) calculates the exhaust residual heat energy through an exhaust temperature signal j and an exhaust flow signal i; when the exhaust waste heat energy is insufficient, an Electronic 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 waste heat energy; an electronic control unit ECU (26) sends out a heating signal k to control the electric heating device (18) to work;
the electronic control unit ECU (26) outputs signals e, f and g to respectively control hydrogen, cracked ammonia and ammonia to supply fuel for the internal combustion engine, and the in-cylinder mixed gas is ignited by the spark plug (9) under the control of the ignition signal h output by the electronic control unit ECU (26);
λ＝m air /(m ammonia *AF st,ammonia +m hydrogen *AF st,hydrogen ) Wherein m is air For 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 and calculates the air mass flow, m ammonia And m hydrogen The ammonia mass flow and the hydrogen mass flow are respectively AF st,ammonia And AF st,hydrogen The air-fuel ratios of ammonia and hydrogen, respectively; in the starting phase m ammonia Is 0; m after start-up hydrogen Is 0, m ammonia And calculating the total ammonia mass flow for the ECU according to the first ammonia volume flow signal and the second ammonia volume flow signal.
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| CN112594056A (en) * | 2021-01-06 | 2021-04-02 | 张志坚 | Hydrogen-burning engine capable of decomposing hydrogen-containing compound by waste heat |
| EP3859138A1 (en) * | 2020-01-29 | 2021-08-04 | whs Gesellschaft für Energietechnik mbH | Method for operating a diesel engine as a two-fluid engine with diesel oil or mixtures of ammonia and hydrogen |
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| CN113586261A (en) * | 2021-08-02 | 2021-11-02 | 北京工业大学 | Hydrogen/ammonia dual-fuel engine and control method |
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| CN111255560A (en) * | 2020-01-15 | 2020-06-09 | 北京工业大学 | Hydrogen-ammonia dual-fuel piston machine and control method |
| EP3859138A1 (en) * | 2020-01-29 | 2021-08-04 | whs Gesellschaft für Energietechnik mbH | Method for operating a diesel engine as a two-fluid engine with diesel oil or mixtures of ammonia and hydrogen |
| CN112594056A (en) * | 2021-01-06 | 2021-04-02 | 张志坚 | Hydrogen-burning engine capable of decomposing hydrogen-containing compound by waste heat |
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