CN114837826A - Air inlet channel hydrogen injection engine based on bifido tube absolute pressure sensor and backfire monitoring method - Google Patents

Air inlet channel hydrogen injection engine based on bifido tube absolute pressure sensor and backfire monitoring method Download PDF

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Publication number
CN114837826A
CN114837826A CN202210481945.4A CN202210481945A CN114837826A CN 114837826 A CN114837826 A CN 114837826A CN 202210481945 A CN202210481945 A CN 202210481945A CN 114837826 A CN114837826 A CN 114837826A
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cylinder
hydrogen
sensor
absolute pressure
engine
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CN114837826B (en
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纪常伟
辛固
汪硕峰
常珂
孟昊
洪琛
杨金鑫
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Beijing University of Technology
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Beijing University of Technology
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/02—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
    • F02D19/021—Control of components of the fuel supply system
    • 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
    • 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
    • F02D41/0002—Controlling intake air
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • 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
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • 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
    • F02D41/30—Controlling fuel injection
    • 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
    • F02M21/0203—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels characterised by the type of gaseous fuel
    • F02M21/0206—Non-hydrocarbon fuels, e.g. hydrogen, ammonia or carbon monoxide
    • 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
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/045—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions combined with electronic control of other engine functions, e.g. fuel injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/152—Digital data processing dependent on pinking
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • 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)
  • Signal Processing (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

The invention relates to an air inlet channel hydrogen injection engine based on pressure monitoring and a backfire monitoring method, aiming at accurately judging the backfire position of the hydrogen engine in real time. The system mainly comprises an air inlet system, a hydrogen supply system, a tempering and knocking monitoring system and a control system. The ECU judges the position and the rotating speed of the crankshaft through the crankshaft position sensor and the rotating speed sensor, judges knocking according to the knock sensor, and judges the position of backfire according to the abnormal pressure peak value phase and the pressure difference monitored by the two manifold absolute pressure sensors. The tempering problem of the air inlet channel hydrogen fuel injection engine is one of main obstacles restricting the application and popularization of the engine, once tempering occurs, fire catching or even stopping can be caused, the tempering position is accurately judged, and a targeted control measure is adopted, so that the stable operation of the engine is very important. The engine and the backfire monitoring method can accurately judge the backfire position of the hydrogen engine in real time and provide reference for accurately controlling the backfire of the hydrogen engine.

Description

Air inlet channel hydrogen injection engine based on bifido tube absolute pressure sensor and backfire monitoring method
Technical Field
An air inlet channel hydrogen injection engine based on a bifidus tube absolute pressure sensor and a backfire monitoring method, in particular to an air inlet channel hydrogen injection engine and a control method thereof, and belongs to the field of internal combustion engines.
Background
The use of fossil energy leads to CO 2 Are discharged in large quantities, causing climate change and environmental problems. China is relatively deficient in petroleum resources, high in external dependence degree and increasingly prominent in energy safety. The ever-increasing energy demand and the non-sustainable demand for fossil energy has revolutionized internal combustion engine technology. At the same time, facing CO 2 The huge pressure of emission reduction, reduction of fossil energy consumption and improvement of renewable energy consumption ratio have important significance.
The hydrogen is a renewable fuel, can be used only by simply modifying the ignition type internal combustion engine, and only generates H when used in the internal combustion engine 2 O and NO x And (5) discharging. Due to the combustion characteristics of low ignition energy, wide combustible limit and the like of hydrogen, tempering is easily caused, and most of fuel is combusted in an intake manifold during tempering, so that the temperature and the pressure in the intake manifold are causedThe rapid rise of force is easy to cause the damage of parts of an intake manifold, and the engine is in fire or even stopped in serious cases, so the rapid monitoring of the occurrence of backfire and the adoption of targeted control measures are key technologies for protecting the service life and the running performance of the engine.
The patents disclosed so far mainly address the backfire problem of natural gas engines, and mainly focus on backfire control measures, and suppress the occurrence of backfire by providing check valves, flame-retardant nets, and the like, but have less backfire monitoring for engines.
Therefore, the invention designs the double-manifold absolute pressure sensor-based air inlet channel hydrogen injection engine and the backfire monitoring method, abnormal peak pressure is monitored according to the two manifold absolute pressure sensors, and the backfire position is judged according to the phase and the pressure difference of the peak pressure. The invention closes the gap between research and practical application, provides a new method for accurately monitoring tempering in real time, has simple deployment and low cost, is suitable for being used on the existing engine, and has stronger universality.
Disclosure of Invention
The invention aims at solving the technical problem of backfire of a hydrogen engine with air inlet channel injection, and provides an air inlet channel injection hydrogen engine based on a double-pipe absolute pressure sensor and a backfire monitoring method.
The technical scheme adopted by the invention for solving the technical problems is as follows:
a port injection hydrogen engine based on a dual manifold absolute pressure sensor comprises: the air intake system is sequentially connected with an air flow sensor, a throttle valve and an air filter in series; the hydrogen supply system is sequentially connected with a hydrogen bottle, a hydrogen pressure reducing valve, a hydrogen flow sensor, a flame arrester, a hydrogen pressure stabilizing rail and a hydrogen ejector in series; the backfire monitoring system is respectively arranged on an absolute pressure sensor of an air inlet manifold of the first cylinder and an absolute pressure sensor of an air inlet manifold of the fourth cylinder; the control system comprises an ECU, a spark plug, a crankshaft position sensor, a rotating speed sensor, a knock sensor and an oxygen sensor.
The ECU is in signal interaction with a hydrogen pressure reducing valve, a hydrogen flow sensor, a first cylinder hydrogen injector, a second cylinder hydrogen injector, a third cylinder hydrogen injector, a fourth cylinder hydrogen injector, a first cylinder manifold absolute pressure sensor, a fourth cylinder manifold absolute pressure sensor, a first cylinder spark plug, a second cylinder spark plug, a third cylinder spark plug, a fourth cylinder spark plug, a crankshaft position sensor, a rotating speed sensor, a first knock sensor, a second knock sensor and an oxygen sensor respectively;
the ECU is connected with the throttle valve and the air flow sensor through a conducting wire, the opening of the throttle valve is controlled by sending out a throttle valve control signal, and the air flow sensor monitors the air flow and feeds back the signal to the ECU so as to monitor the air inflow entering an engine cylinder;
the ECU is connected with a rotating speed sensor and a crankshaft position sensor through leads so as to judge the rotating speed of the engine and the position of the top dead center of the compression stroke and provide reference data for controlling the fuel injection time and the pulse width;
the ECU is connected with the hydrogen pressure reducing valve through a lead and adjusts the hydrogen pressure reducing valve according to the throttle control signal so as to adjust the pressure of the hydrogen pressure stabilizing rail;
the ECU is respectively connected with the hydrogen flow sensor, the first cylinder hydrogen injector, the second cylinder hydrogen injector, the third cylinder hydrogen injector and the fourth cylinder hydrogen injector through leads, the ECU adjusts the injection time and the injection pulse width of the hydrogen injectors according to the throttle control signal and the crankshaft position signal, and corrects the injection time and the injection pulse width through the feedback signal of the oxygen sensor, when the excess air coefficient is larger than a calibration value, the injection pulse width is increased, otherwise, the injection pulse width is reduced, so that the excess air coefficient is stable;
the ECU is connected with the first knock sensor and the second knock sensor through leads, and judges whether knocking occurs or not according to output signals of the knock sensors;
the ECU is respectively connected with a first cylinder spark plug, a second cylinder spark plug, a third cylinder spark plug and a fourth cylinder spark plug through leads, and adjusts the ignition time according to a throttle opening signal, a crankshaft position sensor signal, a rotating speed sensor signal and a knock sensor signal;
the ECU is respectively connected with the first cylinder manifold absolute pressure sensor and the fourth cylinder manifold absolute pressure sensor through leads, and the tempering occurrence position is judged according to the output signal of the manifold absolute pressure sensor;
the ignition type four-stroke hydrogen engine is characterized in that a crankshaft rotates for 720 degrees to form a cycle, each cycle comprises an air inlet stroke, a compression stroke, an expansion stroke and an exhaust stroke, the crank angle of each stroke is 180 degrees, the top dead center of the compression stroke is taken as an origin, the crank angle corresponding to the air inlet stroke is-360 degrees to-180 degrees, the crank angle corresponding to the compression stroke is-180 degrees to 0 degrees, the crank angle corresponding to the expansion stroke is 0 degree to 180 degrees, and the crank angle corresponding to the exhaust stroke is 180 degrees to 360 degrees.
A backfire monitoring method of an air inlet channel hydrogen injection engine based on a bifido-tube absolute pressure sensor mainly comprises abnormal peak pressure monitoring, abnormal peak phase judgment and backfire position judgment, and is characterized in that:
(1) engine operating condition control
The ECU receives a signal of a rotating speed sensor, when the rotating speed of an engine is changed from n & lt 0 & gt to n & lt 0 & gt, the engine is in a starting working condition at the moment, a hydrogen enrichment strategy is adopted for smooth starting, the ECU controls a hydrogen pressure reducing valve, a first cylinder hydrogen injector, a second cylinder hydrogen injector, a third cylinder hydrogen injector, a fourth cylinder hydrogen injector and a throttle valve, the hydrogen supply amount is adjusted by adjusting the injection pulse width of the hydrogen injector, the air supply amount is controlled by adjusting the opening of the throttle valve, and correction is carried out according to a feedback signal of an oxygen sensor so as to ensure that the excess air coefficient lambda & lt 1 & gt;
the ECU receives the signal of the rotating speed sensor when the rotating speed n of the engine Idling speed -50＜n＜n Idling speed At +50, the idling working condition is at this moment, in order to save fuel, a lean combustion strategy is adopted, the ECU controls the hydrogen pressure reducing valve, the first cylinder hydrogen injector, the second cylinder hydrogen injector, the third cylinder hydrogen injector, the fourth cylinder hydrogen injector and the throttle valve, the supply amount of hydrogen is adjusted by adjusting the injection pulse width of the hydrogen injectors, and the opening of the throttle valve is adjustedControlling the air supply amount, and correcting according to a feedback signal of an oxygen sensor to ensure that the excess air coefficient lambda is 1.5;
the ECU receives the signal of the rotating speed sensor when the rotating speed n of the engine Idling speed When n is more than or equal to +50 and less than or equal to 6000, the normal working condition is adopted, a throttle-free lean combustion strategy is adopted, the ECU controls the hydrogen pressure reducing valve, the first cylinder hydrogen injector, the second cylinder hydrogen injector, the third cylinder hydrogen injector, the fourth cylinder hydrogen injector and the throttle, the hydrogen supply amount is adjusted by adjusting the injection pulse width of the hydrogen injectors, the throttle is controlled to keep a fully open state, and the feedback signal of the oxygen sensor is used for correcting the injection pulse width of the injectors so as to ensure the stability of the excess air coefficient;
(2) flashback location determination
The invention is suitable for a four-stroke ignition type internal combustion engine, the engine completes a working cycle through four strokes of air intake, compression, work application and air exhaust, a crankshaft rotates 180 degrees in each stroke, and a crankshaft rotates 720 degrees in one working cycle. The crank angles all use the compression top dead center of each cylinder as the origin, wherein the air inlet stroke is-360 degrees to-180 degrees, the compression stroke is-180 degrees to-0 degrees, the power stroke is 0 degree to 180 degrees, and the exhaust stroke is 180 degrees to 360 degrees.
Defining the pressure of the intake manifold in normal engine operation as P Calibration Defining the abnormal peak pressure monitored by the absolute pressure sensor installed on the first cylinder manifold as P 1-peak value Defining the crank angle corresponding to the peak pressure monitored by the first cylinder manifold absolute pressure sensor as theta 1-P Defining the abnormal peak pressure monitored by the absolute pressure sensor installed on the fourth cylinder manifold as P 4-peak value Defining the crank angle corresponding to the peak pressure monitored by the fourth cylinder manifold absolute pressure sensor as theta 4-P ；
Abnormal peak pressure P monitored by the first cylinder manifold absolute pressure sensor when the engine is operating normally Calibration ＜P 1-peak value ≤1.2P Calibration And abnormal peak pressure P monitored by the fourth cylinder manifold absolute pressure sensor Calibration ＜P 4-peak value ≤1.2P Calibration In the meantime, the engine can be judged to be running stably without backfire;
when the engine works normally, the abnormal peak pressure monitored by the first cylinder manifold absolute pressure sensor is 1.2P Calibration ≤P 1-peak value And abnormal peak pressure 1.2P monitored by the fourth cylinder manifold absolute pressure sensor Calibration ≤P 4-peak value Then, the tempering can be judged to occur at the moment;
when backfire occurs, if the crank angle range corresponding to the abnormal peak pressure monitored by the first cylinder manifold absolute pressure sensor is more than or equal to theta of minus 360 degrees 1-P Less than-180 degrees, and the range of the crank angle corresponding to the abnormal peak pressure monitored by the fourth cylinder manifold absolute pressure sensor is more than or equal to 0 degrees and more than or equal to theta 4-P < 180 DEG and the relative magnitude of the abnormal peak pressure monitored by the first cylinder manifold absolute pressure sensor and the abnormal peak pressure monitored by the fourth cylinder manifold absolute pressure sensor is P 1-peak value ＞P 4-peak value When the engine is started, the intake manifold of the first cylinder is considered to be tempered;
when backfire occurs, if the crank angle range corresponding to the abnormal peak pressure monitored by the first cylinder manifold absolute pressure sensor is theta larger than or equal to minus 180 degrees 1-P Less than 0 degree, and the crank angle range corresponding to the abnormal peak pressure monitored by the absolute pressure sensor of the fourth cylinder manifold is more than or equal to 180 degrees theta 4-P Is less than 360 DEG, and the relative magnitude of the abnormal peak pressure monitored by the first cylinder manifold absolute pressure sensor and the abnormal peak pressure monitored by the fourth cylinder manifold absolute pressure sensor is P 1-peak value ≥P 4-peak value When the engine is started, the intake manifold of the second cylinder is considered to be tempered;
when the backfire occurs, if the crank angle range corresponding to the abnormal peak pressure monitored by the first cylinder manifold absolute pressure sensor is more than or equal to 180 degrees theta 1-P Less than 360 degrees, and meanwhile, the crank angle range corresponding to the abnormal peak pressure monitored by the fourth cylinder manifold absolute pressure sensor is theta more than or equal to minus 180 degrees 4-P < 0 DEG and the abnormal peak pressure monitored by the first cylinder manifold absolute pressure sensor is monitored by the fourth cylinder manifold absolute pressure sensorHas a relative magnitude of P 1-peak value ≤P 4-peak value When the engine is started, the intake manifold of the third cylinder is considered to be tempered;
when backfire occurs, if the crank angle range corresponding to the abnormal peak pressure monitored by the first cylinder manifold absolute pressure sensor is more than or equal to 0 degrees and more than or equal to theta 1-P Less than 180 degrees, and the range of the crank angle corresponding to the abnormal peak pressure monitored by the absolute pressure sensor of the fourth cylinder manifold is theta more than or equal to 360 degrees 4-P < -180 °, and the relative magnitude of the anomalous peak pressure monitored by the first cylinder manifold absolute pressure sensor to the anomalous peak pressure monitored by the fourth cylinder manifold absolute pressure sensor is P 1-peak value ＜P 4-peak value When the engine is started, the intake manifold of the fourth cylinder is considered to be in a backfire state.
The invention has the advantages that aiming at the backfire problem of the hydrogen engine when more fuel is supplied, two absolute pressure sensors are arranged on the intake manifold, the backfire position is accurately judged by monitoring the abnormal peak pressure phase and the relative magnitude of the two peak pressures in real time, and reference is provided for adopting a targeted backfire suppression strategy. The invention makes up the gap between research and application and provides a basic reference for controlling the hydrogen engine tempering.
Drawings
The above and other features of the present invention will become more apparent by describing in detail embodiments thereof which are illustrated in the accompanying drawings.
FIG. 1 is a schematic diagram of an air inlet channel hydrogen injection engine based on a bifido-tube absolute pressure sensor and a backfire monitoring method according to the present invention.
In the figure, the intake system: an air cleaner (22), an air flow sensor (24), and a throttle valve (23); hydrogen gas supply system: the device comprises a hydrogen cylinder (1), a hydrogen pressure reducing valve (2), a hydrogen flow sensor (3), a flame arrester (4), a hydrogen pressure stabilizing rail (5), a first cylinder hydrogen ejector (7), a second cylinder hydrogen ejector (8), a third cylinder hydrogen ejector (9) and a fourth cylinder hydrogen ejector (10); a tempering monitoring system: a first cylinder manifold absolute pressure sensor (20), a fourth cylinder manifold absolute pressure sensor (11); the control system comprises: the engine control device comprises an ECU (6), a first cylinder spark plug (19), a second cylinder spark plug (17), a third cylinder spark plug (16), a fourth cylinder spark plug (14), a crankshaft position sensor (21), a rotating speed sensor (12), a first knock sensor (18), a second knock sensor (15) and an oxygen sensor (13).
Detailed Description
The present invention is further explained with reference to the following examples and drawings, but the scope of the present invention is not limited thereto.
The ECU (6) is in signal interaction with a hydrogen pressure reducing valve (2), a hydrogen flow sensor (3), a first cylinder hydrogen injector (7), a second cylinder hydrogen injector (8), a third cylinder hydrogen injector (9), a fourth cylinder hydrogen injector (10), a first cylinder manifold absolute pressure sensor (20), a fourth cylinder manifold absolute pressure sensor (11), a first cylinder spark plug (19), a second cylinder spark plug (17), a third cylinder spark plug (16), a fourth cylinder spark plug (14), a crankshaft position sensor (21), a rotating speed sensor (12), a first knock sensor (18), a second knock sensor (15) and an oxygen sensor (13) respectively;
the ECU (6) is connected with a throttle valve (23) and an air flow sensor (24) through a lead, and controls the opening of the throttle valve by sending out a throttle valve control signal, and the air flow sensor (24) monitors the air flow and feeds back the signal to the ECU (6) so as to monitor the air inflow entering an engine cylinder;
the ECU (6) is connected with a rotating speed sensor (12) and a crankshaft position sensor (21) through leads to judge the rotating speed of the engine and the position of the top dead center of a compression stroke and provide reference data for controlling the fuel injection time and the pulse width;
the ECU (6) is connected with the hydrogen pressure reducing valve (2) through a lead and adjusts the hydrogen pressure reducing valve (2) according to the throttle control signal so as to adjust the pressure of the hydrogen pressure stabilizing rail (5);
the ECU (6) is respectively connected with the hydrogen flow sensor (3), the first cylinder hydrogen injector (7), the second cylinder hydrogen injector (8), the third cylinder hydrogen injector (9) and the fourth cylinder hydrogen injector (10) through leads, the ECU (6) adjusts the injection time and the injection pulse width of the hydrogen injectors according to a throttle control signal and a crankshaft position signal, and corrects the injection time and the injection pulse width through a feedback signal of an oxygen sensor (13), when the excess air coefficient is larger than a calibration value, the injection pulse width is increased, otherwise, the injection pulse width is reduced, so that the excess air coefficient is stable;
the ECU (6) is connected with the first knock sensor (18) and the second knock sensor (15) through leads, and judges whether knocking occurs or not according to output signals of the knock sensors;
the ECU is respectively connected with a first cylinder spark plug (19), a second cylinder spark plug (17), a third cylinder spark plug (16) and a fourth cylinder spark plug (14) through leads, and adjusts the ignition time according to a throttle opening degree signal, a crankshaft position sensor signal, a rotating speed sensor signal and a knock sensor signal.
The ECU (6) is respectively connected with a first cylinder manifold absolute pressure sensor (20) and a fourth cylinder manifold absolute pressure sensor (11) through leads, and the tempering occurrence position is judged according to the output signal of the manifold absolute pressure sensor;
a backfire monitoring method of an air inlet channel hydrogen injection engine based on a bifido-tube absolute pressure sensor mainly comprises an engine working condition control strategy and a backfire position judgment strategy, and is characterized in that:
(1) engine operating condition control strategy
The ECU (6) receives a signal of a rotating speed sensor (12), when the rotating speed of an engine is changed from n-0 to n-0, the starting working condition is adopted, in order to smoothly start, a hydrogen enrichment strategy is adopted, the ECU (6) controls a hydrogen pressure reducing valve (2), a first cylinder hydrogen injector (7), a second cylinder hydrogen injector (8), a third cylinder hydrogen injector (9), a fourth cylinder hydrogen injector (10) and a throttle valve (23), the hydrogen supply amount is adjusted by adjusting the injection pulse width of the hydrogen injectors, the air supply amount is controlled by adjusting the opening degree of the throttle valve, and correction is carried out according to a feedback signal of an oxygen sensor (13) so as to ensure that the excess air coefficient lambda is 1;
the ECU (6) receives a signal from a rotational speed sensor (12) and determines the engine rotational speed n Idling speed -50＜n＜n Idling speed At +50, the idling working condition is at the moment, in order to save fuel, a lean combustion strategy is adopted, and the ECU (6) controls the hydrogen pressure reducing valve (2), the first cylinder hydrogen injector (7), the second cylinder hydrogen injector (8), the third cylinder hydrogen injector (9) and the fourth cylinder hydrogen injectorA four-cylinder hydrogen injector (10) and a throttle valve (23), wherein the hydrogen supply amount is adjusted by adjusting the injection pulse width of the hydrogen injector, the air supply amount is controlled by adjusting the opening degree of the throttle valve, and correction is carried out according to a feedback signal of an oxygen sensor (13) so as to ensure that the excess air coefficient lambda is 1.5;
the ECU (6) receives a signal from a rotational speed sensor (12) and determines the engine rotational speed n Idling speed When n is more than or equal to +50, the normal working condition is adopted at the moment, a throttle-free lean-burn strategy is adopted, the ECU (6) controls the hydrogen pressure reducing valve (2), the first cylinder hydrogen injector (7), the second cylinder hydrogen injector (8), the third cylinder hydrogen injector (9), the fourth cylinder hydrogen injector (10) and the throttle valve (23), the hydrogen supply amount is adjusted by adjusting the injection pulse width of the hydrogen injectors, the throttle valve is controlled to keep a full-open state, and the injection pulse width of the injectors is corrected according to the feedback signal of the oxygen sensor (13) so as to ensure the stability of the excess air coefficient;
(2) tempering position judgment strategy
The invention is suitable for a four-stroke ignition type internal combustion engine, the engine completes a working cycle through four strokes of air intake, compression, work application and air exhaust, a crankshaft rotates 180 degrees in each stroke, and a crankshaft rotates 720 degrees in one working cycle. The crank angles all use the compression top dead center of each cylinder as the origin, wherein the air inlet stroke is-360 degrees to-180 degrees, the compression stroke is-180 degrees to-0 degrees, the power stroke is 0 degree to 180 degrees, and the exhaust stroke is 180 degrees to 360 degrees.
Defining the pressure of the intake manifold in normal engine operation as P Calibration The abnormal peak pressure detected by the absolute pressure sensor (20) installed on the first cylinder manifold is defined as P 1-peak value The crank angle corresponding to the peak pressure monitored by the first cylinder manifold absolute pressure sensor (20) is defined as theta 1-P P is defined as the abnormal peak pressure detected by the absolute pressure sensor (11) installed on the fourth cylinder manifold 4-peak value The crank angle corresponding to the peak pressure monitored by the fourth cylinder manifold absolute pressure sensor (11) is defined as theta 4-P 。
Abnormal peak pressure P monitored by the first cylinder manifold absolute pressure sensor 20 when the engine is operating normally Calibration ＜P 1-peak value ≤1.2P Calibration And abnormal peak pressure p monitored by the fourth cylinder manifold absolute pressure sensor (11) Calibration ＜P 4-peak value ≤1.2P Calibration In the meantime, the engine can be judged to be running stably without backfire;
when the engine is normally operated, the abnormal peak pressure 1.2P monitored by the first cylinder manifold absolute pressure sensor (20) Calibration ≤P 1-peak value And abnormal peak pressure 1.2P monitored by the fourth cylinder manifold absolute pressure sensor (11) Calibration ≤P 4-peak value Then, the tempering can be judged to occur at the moment;
when backfire occurs, if the crank angle range corresponding to the abnormal peak pressure monitored by the first cylinder manifold absolute pressure sensor (20) is-360 degrees ≦ theta 1-P Less than-180 DEG, and the range of the crank angle corresponding to the abnormal peak pressure detected by the fourth cylinder manifold absolute pressure sensor (11) is more than or equal to 0 DEG theta 4-P < 180 DEG and the relative magnitude of the abnormal peak pressure monitored by the first cylinder manifold absolute pressure sensor (20) and the abnormal peak pressure monitored by the fourth cylinder manifold absolute pressure sensor (11) is p 1-peak value ＞P 4-peak value When the engine is started, the intake manifold of the first cylinder is considered to be tempered;
when the backfire occurs, if the crank angle range corresponding to the abnormal peak pressure monitored by the first cylinder manifold absolute pressure sensor (20) is minus 180 degrees theta or less 1-p Less than 0 DEG, and the range of the crank angle corresponding to the abnormal peak pressure detected by the fourth cylinder manifold absolute pressure sensor (11) is more than or equal to 180 DEG theta 4-P Is less than 360 DEG, and the relative magnitude of the abnormal peak pressure monitored by the first cylinder manifold absolute pressure sensor (20) and the abnormal peak pressure monitored by the fourth cylinder manifold absolute pressure sensor (11) is P 1-peak value ≥P 4-peak value When the engine is started, the intake manifold of the second cylinder is considered to be tempered;
when the backfire occurs, if the crank angle range corresponding to the abnormal peak pressure detected by the first cylinder manifold absolute pressure sensor (20) is more than or equal to 180 DEG theta 1-p < 360 DEG while at the same time being the fourthThe crank angle range corresponding to abnormal peak pressure monitored by the cylinder manifold absolute pressure sensor (11) is theta more than or equal to minus 180 degrees 4-P Is less than 0 DEG, and the relative magnitude of the abnormal peak pressure monitored by the first cylinder manifold absolute pressure sensor (20) and the abnormal peak pressure monitored by the fourth cylinder manifold absolute pressure sensor (11) is P 1-peak value ≤P 4-peak value When the engine is started, the intake manifold of the third cylinder is considered to be tempered;
when the backfire occurs, if the crank angle range corresponding to the abnormal peak pressure monitored by the first cylinder manifold absolute pressure sensor (20) is more than or equal to 0 degrees and more than or equal to theta 1-P Less than 180 DEG, and the range of the crank angle corresponding to the abnormal peak pressure monitored by the fourth cylinder manifold absolute pressure sensor (11) is more than or equal to theta and is more than or equal to minus 360 DEG 4-P < -180 DEG, and the relative magnitude of the abnormal peak pressure monitored by the first cylinder manifold absolute pressure sensor (20) and the abnormal peak pressure monitored by the fourth cylinder manifold absolute pressure sensor (11) is P 1-peak value ＜P 4-peak value When the engine is started, the intake manifold of the fourth cylinder is considered to be in a backfire state.
Nothing in this specification is said to apply to the prior art.

Claims (2)

1. A hydrogen engine is sprayed to intake duct based on bifidobacterium pipe absolute pressure sensor which characterized in that: comprises an air inlet system, a hydrogen supply system, a tempering monitoring system and a control system;
an air filter (22), a throttle valve (23) and an air flow sensor (24) are sequentially connected in series on the air intake system;
the hydrogen supply system is sequentially connected with a hydrogen bottle (1), a hydrogen pressure reducing valve (2), a hydrogen flow sensor (3), a flame arrester (4), a hydrogen pressure stabilizing rail (5), a first cylinder hydrogen ejector (7), a second cylinder hydrogen ejector (8), a third cylinder hydrogen ejector (9) and a fourth cylinder hydrogen ejector (10);
the tempering monitoring system is sequentially connected with a first cylinder manifold absolute pressure sensor (20) and a fourth cylinder manifold absolute pressure sensor (11);
the control system is connected with an ECU (6), a first cylinder spark plug (19), a second cylinder spark plug (17), a third cylinder spark plug (16), a fourth cylinder spark plug (14), a crankshaft position sensor (21), a rotating speed sensor (12), a first knock sensor (18), a second knock sensor (15) and an oxygen sensor (13);
the ECU (6) is in signal interaction with a hydrogen pressure reducing valve (2), a hydrogen flow sensor (3), a first cylinder hydrogen injector (7), a second cylinder hydrogen injector (8), a third cylinder hydrogen injector (9), a fourth cylinder hydrogen injector (10), a first cylinder manifold absolute pressure sensor (20), a fourth cylinder manifold absolute pressure sensor (11), a first cylinder spark plug (19), a second cylinder spark plug (17), a third cylinder spark plug (16), a fourth cylinder spark plug (14), a crankshaft position sensor (21), a rotating speed sensor (12), a first knock sensor (18), a second knock sensor (15) and an oxygen sensor (13) respectively;
the ECU (6) is connected with a throttle valve (23) and an air flow sensor (24) through a lead, and controls the opening of the throttle valve by sending out a throttle valve control signal, and the air flow sensor (24) monitors the air flow and feeds back the signal to the ECU (6) so as to monitor the air inflow entering an engine cylinder;
the ECU (6) is connected with a rotating speed sensor (12) and a crankshaft position sensor (21) through leads to judge the rotating speed of the engine and the position of the top dead center of a compression stroke and provide reference data for controlling the fuel injection time and the pulse width;
the ECU (6) is connected with the hydrogen pressure reducing valve (2) through a lead and adjusts the hydrogen pressure reducing valve (2) according to the throttle control signal so as to adjust the pressure of the hydrogen pressure stabilizing rail (5);
the ECU (6) is respectively connected with the hydrogen flow sensor (3), the first cylinder hydrogen injector (7), the second cylinder hydrogen injector (8), the third cylinder hydrogen injector (9) and the fourth cylinder hydrogen injector (10) through leads, the ECU (6) adjusts the injection time and the injection pulse width of the hydrogen injectors according to a throttle control signal and a crankshaft position signal, and corrects the injection time and the injection pulse width through a feedback signal of an oxygen sensor (13), when the excess air coefficient is larger than a calibration value, the injection pulse width is increased, otherwise, the injection pulse width is reduced;
the ECU (6) is connected with the first knock sensor (18) and the second knock sensor (15) through leads, and judges whether knocking occurs or not according to output signals of the knock sensors;
the ECU is respectively connected with a first cylinder spark plug (19), a second cylinder spark plug (17), a third cylinder spark plug (16) and a fourth cylinder spark plug (14) through leads, and adjusts the ignition time according to a throttle opening signal, a crankshaft position sensor signal, a rotating speed sensor signal and a knock sensor signal;
the ECU (6) is respectively connected with the first cylinder manifold absolute pressure sensor (20) and the fourth cylinder manifold absolute pressure sensor (11) through leads, and the backfire occurrence position is judged according to the output signal of the manifold absolute pressure sensors.
2. The application of the method as claimed in claim 1, wherein the method for monitoring flashback of a port injection hydrogen engine based on a bifido-tube absolute pressure sensor comprises the following steps: the method comprises an engine working condition control strategy and a tempering position judgment strategy:
the air inlet channel hydrogen injection engine is a spark-ignition four-stroke four-cylinder engine: the crankshaft rotates for 720 degrees to form a cycle, each cycle comprises an air inlet stroke, a compression stroke, an expansion stroke and an exhaust stroke, the crank angle of each stroke is 180 degrees, the top dead center of the compression stroke is taken as an origin, the crank angle corresponding to the air inlet stroke is-360 degrees to-180 degrees, the crank angle corresponding to the compression stroke is-180 degrees to-0 degrees, the crank angle corresponding to the expansion stroke is 0 degree to 180 degrees, and the crank angle corresponding to the exhaust stroke is 180 degrees to 360 degrees;
the engine working condition control strategy is as follows:
the ECU (6) receives a signal of a rotating speed sensor (12), when the rotating speed of an engine is changed from n-0 to n-0, the starting working condition is adopted, in order to smoothly start, a hydrogen enrichment strategy is adopted, the ECU (6) controls a hydrogen pressure reducing valve (2), a first cylinder hydrogen injector (7), a second cylinder hydrogen injector (8), a third cylinder hydrogen injector (9), a fourth cylinder hydrogen injector (10) and a throttle valve (23), the hydrogen supply amount is adjusted by adjusting the injection pulse width of the hydrogen injectors, the air supply amount is controlled by adjusting the opening degree of the throttle valve, and correction is carried out according to a feedback signal of an oxygen sensor (13) so as to ensure that the excess air coefficient lambda is 1;
the ECU (6) receives a signal from a rotational speed sensor (12) and determines the engine rotational speed n Idling speed -50＜n＜n Idling speed At +50, the idling working condition is at the moment, in order to save fuel, a lean combustion strategy is adopted, an ECU (6) controls a hydrogen pressure reducing valve (2), a first cylinder hydrogen injector (7), a second cylinder hydrogen injector (8), a third cylinder hydrogen injector (9), a fourth cylinder hydrogen injector (10) and a throttle valve (23), adjusts the hydrogen supply amount by adjusting the injection pulse width of the hydrogen injectors, controls the air supply amount by adjusting the opening degree of the throttle valve, and corrects according to a feedback signal of an oxygen sensor (13) to ensure that the excess air coefficient lambda is 1.5;
the ECU (6) receives a signal from a rotational speed sensor (12) and determines the engine rotational speed n Idling speed When n is more than or equal to +50 and less than or equal to 6000, the normal working condition is adopted, a throttle-free lean-burn strategy is adopted, the ECU (6) controls the hydrogen pressure reducing valve (2), the first cylinder hydrogen injector (7), the second cylinder hydrogen injector (8), the third cylinder hydrogen injector (9), the fourth cylinder hydrogen injector (10) and the throttle valve (23), the hydrogen supply amount is adjusted by adjusting the injection pulse width of the hydrogen injectors, the throttle valve is controlled to keep a full-open state, and the injection pulse width of the injectors is corrected according to the feedback signal of the oxygen sensor (13);
the tempering judgment strategy is as follows:
defining the pressure of the intake manifold in normal engine operation as P Calibration The abnormal peak pressure detected by the absolute pressure sensor (20) installed on the first cylinder manifold is defined as P 1-peak value The crank angle corresponding to the peak pressure monitored by the first cylinder manifold absolute pressure sensor (20) is defined as theta 1-P P is defined as the abnormal peak pressure detected by the absolute pressure sensor (11) installed on the fourth cylinder manifold 4-peak value The crank angle corresponding to the peak pressure monitored by the fourth cylinder manifold absolute pressure sensor (11) is defined as theta 4-P ；
Abnormal peak pressure P monitored by the first cylinder manifold absolute pressure sensor 20 when the engine is operating normally Calibration ＜P 1-peak value ≤1.2P Calibration And abnormal peak pressure P monitored by the fourth cylinder manifold absolute pressure sensor (11) Calibration ＜P 4-peak value ≤1.2P Calibration If so, judging that the engine runs stably and no backfire occurs;
when the engine is normally operated, the abnormal peak pressure 1.2P monitored by the first cylinder manifold absolute pressure sensor (20) Calibration ≤P 1-peak value And abnormal peak pressure 1.2P monitored by the fourth cylinder manifold absolute pressure sensor (11) Calibration ≤P 4-peak value Judging that tempering occurs at the moment;
when the backfire occurs, if the crank angle range corresponding to the abnormal peak pressure monitored by the first cylinder manifold absolute pressure sensor (20) is minus 360 degrees theta or more 1-P Less than-180 DEG, and the range of the crank angle corresponding to the abnormal peak pressure detected by the fourth cylinder manifold absolute pressure sensor (11) is more than or equal to 0 DEG theta 4-P < 180 DEG and the relative magnitude of the abnormal peak pressure monitored by the first cylinder manifold absolute pressure sensor (20) and the abnormal peak pressure monitored by the fourth cylinder manifold absolute pressure sensor (11) is P 1-peak value ＞P 4-peak value When the engine is started, the intake manifold of the first cylinder is considered to be tempered;
when the backfire occurs, if the crank angle range corresponding to the abnormal peak pressure monitored by the first cylinder manifold absolute pressure sensor (20) is-180 DEG & lt alpha & gt 1-P Less than 0 DEG, and the range of the crank angle corresponding to the abnormal peak pressure detected by the fourth cylinder manifold absolute pressure sensor (11) is more than or equal to 180 DEG theta 4-P Is less than 360 DEG, and the relative magnitude of the abnormal peak pressure monitored by the first cylinder manifold absolute pressure sensor (20) and the abnormal peak pressure monitored by the fourth cylinder manifold absolute pressure sensor (11) is P 1-peak value ≥P 4-peak value When the engine is started, the intake manifold of the second cylinder is considered to be tempered;
when the backfire occurs, if the crank angle range corresponding to the abnormal peak pressure detected by the first cylinder manifold absolute pressure sensor (20) is more than or equal to 180 DEG theta 1-P Less than 360 degrees, and meanwhile, the crank angle range corresponding to the abnormal peak pressure monitored by the fourth cylinder manifold absolute pressure sensor (11) is theta more than or equal to minus 180 degrees 4-P < 0 DEG and first cylinder manifold absolute pressure sensor(20) The relative magnitude of the abnormal peak pressure monitored and the abnormal peak pressure monitored by the fourth cylinder manifold absolute pressure sensor (11) is P 1-peak value ≤P 4-peak value When the engine is started, the intake manifold of the third cylinder is considered to be tempered;
when the backfire occurs, if the crank angle range corresponding to the abnormal peak pressure monitored by the first cylinder manifold absolute pressure sensor (20) is more than or equal to 0 degrees and more than or equal to theta 1-P Less than 180 DEG, and the range of the crank angle corresponding to the abnormal peak pressure monitored by the fourth cylinder manifold absolute pressure sensor (11) is more than or equal to theta and is more than or equal to minus 360 DEG 4-P < -180 DEG, and the relative magnitude of the abnormal peak pressure monitored by the first cylinder manifold absolute pressure sensor (20) and the abnormal peak pressure monitored by the fourth cylinder manifold absolute pressure sensor (11) is P 1-peak value ＜P 4-peak value When the engine is started, the intake manifold of the fourth cylinder is considered to be in a backfire state.
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CN1800617A (en) * 2006-01-13 2006-07-12 镇江江奎科技有限公司 Apparatus and method for controlling internal combustion engine with hydrogen fuel
JP2007040189A (en) * 2005-08-03 2007-02-15 Mazda Motor Corp Fuel control device for hydrogen engine
CN102518531A (en) * 2011-12-05 2012-06-27 北京理工大学 Fuel supply device of internal-combustion engine injecting hydrogen in gas inlet channel and control strategy thereof
CN107143421A (en) * 2017-06-27 2017-09-08 北京工业大学 A kind of automatically controlled in-cylinder direct-jet two-stroke hydrogen internal combustion engine and control method
CN114183262A (en) * 2021-12-08 2022-03-15 北京工业大学 Direct-injection hydrogen internal combustion engine in jet ignition cylinder of pre-combustion chamber and control method

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007040189A (en) * 2005-08-03 2007-02-15 Mazda Motor Corp Fuel control device for hydrogen engine
CN1800617A (en) * 2006-01-13 2006-07-12 镇江江奎科技有限公司 Apparatus and method for controlling internal combustion engine with hydrogen fuel
CN102518531A (en) * 2011-12-05 2012-06-27 北京理工大学 Fuel supply device of internal-combustion engine injecting hydrogen in gas inlet channel and control strategy thereof
CN107143421A (en) * 2017-06-27 2017-09-08 北京工业大学 A kind of automatically controlled in-cylinder direct-jet two-stroke hydrogen internal combustion engine and control method
CN114183262A (en) * 2021-12-08 2022-03-15 北京工业大学 Direct-injection hydrogen internal combustion engine in jet ignition cylinder of pre-combustion chamber and control method

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