CN114837828B - Compound injection ammonia-hydrogen engine and control method - Google Patents

Compound injection ammonia-hydrogen engine and control method Download PDF

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Publication number
CN114837828B
CN114837828B CN202210497568.3A CN202210497568A CN114837828B CN 114837828 B CN114837828 B CN 114837828B CN 202210497568 A CN202210497568 A CN 202210497568A CN 114837828 B CN114837828 B CN 114837828B
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hydrogen
ecu
ammonia
pressure
injection
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CN114837828A (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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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0694—Injectors operating with a plurality of fuels
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    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0644—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being hydrogen, ammonia or carbon monoxide
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    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0689—Injectors for in-cylinder direct injection
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    • 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
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
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    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
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    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
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    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401—Controlling injection timing
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    • 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
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    • 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
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    • 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
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    • 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
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    • 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
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    • 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
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    • F02D2200/06—Fuel or fuel supply system parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • 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

Abstract

The application relates to a compound injection ammonia-hydrogen engine and a control method, in particular to a control method for adjusting injection modes and injection parameters of hydrogen and ammonia according to engine working conditions, aiming at realizing high power output of the engine and avoiding abnormal combustion such as pre-combustion, tempering, knocking and the like. Mainly comprises an air inlet system, a hydrogen supply system, an ammonia supply system and a control system. The ECU judges the position and the rotating speed of the crankshaft through a crankshaft position sensor and a rotating speed sensor, judges knocking and backfire according to the knocking and an intake manifold pressure sensor, and adjusts high-pressure hydrogen decompression valves and low-pressure decompression valves of the hydrogen supply system according to power requirements and abnormal combustion control requirements, so that high-pressure hydrogen direct injection and low-pressure hydrogen air inlet channel injection are realized, and meanwhile, the injection pulse width of the ammonia supply system is adjusted. The compound injection ammonia-hydrogen engine can eliminate abnormal combustion problems such as backfire, knocking and the like of the hydrogen engine, and can improve the output power and the driving range of the engine.

Description

Compound injection ammonia-hydrogen engine and control method
Technical Field
A compound injection ammonia-hydrogen engine and a control method thereof, in particular to an ammonia-hydrogen engine with combination of air inlet channel injection and direct injection in a cylinder and a control method thereof, which belong to the field of internal combustion engines.
Background
With the continuous development of the economic society in China, the energy demand is continuously increased, and the consumption of fossil energy is gradually increased. In the transportation field, fossil energy consumption will remain a mainstream for a long time as the amount of automobile conservation increases. The petroleum resources in China are relatively deficient, so that the import ratio is extremely high, and the energy safety problem is increasingly serious. For many years, china is the country with the largest global carbon emission and faces extremely severe emission reduction pressure.
The alternative energy source becomes a key technology for reducing carbon and emission. Hydrogen can be produced using renewable energy and is therefore a renewable fuel that, when combusted, produces only water and reacts with air in the high temperature environment of the internal combustion engine to produce NOx. Hydrogen is of increasing interest as a renewable energy carrier in the future. When the engine is used in the current engine, the hydrogen can be injected by adopting the air inlet channel, and only the air injector is required to be arranged on the air inlet manifold, so that the engine is convenient and reliable. However, the hydrogen has lower volumetric energy density, and more air volume is occupied in the air inlet process, so that the charge loss is increased, and the output power of the engine is reduced. Therefore, the high-pressure direct injection supply mode is considered to be adopted, high-pressure hydrogen is supplied into the cylinder in the compression stroke, so that the fresh air is prevented from being squeezed, the charging efficiency is improved, and the power output is improved, but the gas storage bottle is required to have higher storage pressure, and the effective driving range is greatly influenced. The ignition energy of the hydrogen is small, and the flammability limit is wide, so that tempering is easy to occur in the intake stroke, and abnormal combustion problems such as pre-combustion, knocking and the like are easy to occur under the condition of higher load. Increasing the output power of a hydrogen engine and avoiding abnormal problems is a critical issue that is currently in urgent need.
Ammonia is the main raw material for producing chemical fertilizer and is also a good hydrogen storage medium. The combustion characteristics of ammonia are diametrically opposed to hydrogen, which has a higher ignition energy and a narrower flammability limit, but a higher volumetric energy density than hydrogen. Therefore, the ammonia gas and the hydrogen gas are matched for use, zero carbon emission can be realized, the output power of the engine can be ensured, and abnormal combustion problems such as pre-combustion, tempering, knocking and the like are avoided.
Aiming at the ammonia-hydrogen engine, the prior application has fewer patents, is used as the technical expansion of applying ammonia-hydrogen to the internal combustion engine, and aims at the technical obstacle existing in the existing hydrogen engine, the application designs a compound injection ammonia-hydrogen engine and a control method, properly adjusts the hydrogen injection mode and injection parameters according to the engine operation condition, and simultaneously controls the injection quantity of ammonia. The technology that this patent demonstrates can improve the output of hydrogen engine, expands steady operation's operating mode interval, avoids appearing abnormal combustion problem, finally realizes engine zero carbon emission.
Disclosure of Invention
Aiming at a plurality of technical barriers existing in a hydrogen engine, the application provides a compound injection ammonia hydrogen engine and a control method thereof, and the engine and the control method can realize the full-working condition operation of the engine without abnormal combustion phenomenon.
The technical scheme adopted for solving the technical problems is as follows:
a compound injection ammonia-hydrogen engine comprising: the air inlet system is sequentially connected with an air flow sensor, an electronic throttle valve, an air filter and a manifold pressure sensor in series; the hydrogen supply system is characterized in that hydrogen is supplied by a high-pressure gas cylinder, the gas supply is divided into a high-pressure pipeline and a low-pressure pipeline, the high-pressure pipeline is sequentially connected with a high-pressure hydrogen pressure reducing valve, a high-pressure hydrogen flow sensor, a high-pressure gas pipeline flame arrester and an in-cylinder direct-injection hydrogen injector in series, and the low-pressure pipeline is sequentially connected with a low-pressure hydrogen pressure reducing valve, a low-pressure hydrogen flow sensor, a low-pressure gas pipeline flame arrester and a manifold hydrogen injector in series; the ammonia gas supply system is sequentially connected with an ammonia gas cylinder, an ammonia gas pressure reducing valve, an ammonia gas flow sensor and an ammonia gas injector in series; the control system comprises an ECU, a spark plug, a crankshaft position sensor, a rotating speed sensor, a knocking sensor and an oxygen sensor.
The ECU is respectively in signal interaction with an air flow sensor, an electronic throttle valve, a manifold pressure sensor, a high-pressure hydrogen pressure reducing valve, a high-pressure hydrogen flow sensor, an in-cylinder direct injection hydrogen injector, a low-pressure hydrogen pressure reducing valve, a low-pressure hydrogen flow sensor, a manifold hydrogen injector, an ammonia pressure reducing valve, an ammonia flow sensor, an ammonia injector, a spark plug, a crankshaft position sensor, a rotating speed sensor, a knock sensor and an oxygen sensor;
the ECU is connected with the electronic throttle valve and the air flow sensor through wires, the air flow sensor monitors the air flow and feeds signals back to the ECU, the ECU judges the size between the current air flow and the required air flow, and the opening of the electronic throttle valve is controlled by sending out an electronic throttle valve control signal so as to realize the adjustment of the air inflow entering an engine cylinder;
the ECU is connected with the rotating speed sensor and the crankshaft position sensor to judge the rotating speed of the engine and the position of the compression top dead center, and provides reference data for controlling the injection starting time and pulse width of the hydrogen and the ammonia;
the ECU is connected with the high-pressure hydrogen pressure reducing valve through a wire, and the high-pressure hydrogen pressure reducing valve is regulated according to the running condition of the engine so as to regulate the injection pressure of the direct injection hydrogen injector in the cylinder;
the ECU is connected with the low-pressure hydrogen pressure reducing valve through a wire, and the low-pressure hydrogen pressure reducing valve is regulated according to the operation condition of the engine so as to regulate the injection pressure at the position of the manifold hydrogen injector;
the ECU is connected with the high-pressure hydrogen flow sensor and the low-pressure hydrogen flow sensor through wires, adjusts the injection time and the injection pulse width of the hydrogen injector according to the electronic throttle control signal and the crankshaft position signal, corrects the injection pulse width through the feedback signal of the oxygen sensor, and ensures the stability of the flow of hydrogen entering the cylinder, thereby ensuring the stability of the excess air coefficient;
the ECU is connected with the knocking sensor through a wire, and judges whether knocking occurs or not according to an output signal of the knocking sensor;
the ECU is connected with the manifold pressure sensor through a wire, and judges whether tempering occurs according to an output signal of the manifold pressure sensor;
the ECU is connected with the ammonia pressure reducing valve through a wire, and adjusts the ammonia pressure reducing valve according to the control signal of the electronic throttle valve and the knocking signal so as to adjust the injection pressure at the ammonia injector;
the ECU is connected with the ammonia flow sensor and the ammonia injector through wires, adjusts the injection time and the injection pulse width of the ammonia injector according to the control signal of the electronic throttle valve and the position signal of the crankshaft, corrects the injection pulse width of the ammonia injector through the feedback signal of the ammonia flow sensor, and ensures the stability of the flow of the ammonia entering the cylinder so as to ensure the stability of the excess air coefficient;
the ECU is connected with the spark plug through a wire, and adjusts the ignition time according to the electronic throttle opening signal, the crankshaft position sensor signal, the rotation speed sensor signal and the knock sensor signal.
The control method of the compound injection ammonia-hydrogen engine mainly comprises a fuel supply strategy, an electronic throttle control strategy and an abnormal combustion control strategy of the engine, and is characterized in that:
(1) Electronic throttle control strategy
The ECU adjusts the electronic throttle opening K according to the electronic throttle opening signal;
the K controlled by the ECU should meet the following conditions:
when the rotating speed is changed from n=0 to n+.0, the ECU controls the electronic throttle valve K=100% for the starting working condition so as to ensure the rapid starting of the engine;
when the rotation speed n Idle speed -50<n<n Idle speed When the engine is in +50, the engine is in idle working condition, and the ECU controls the electronic throttle valve 0 to be less than K to be less than 10;
when the rotation speed n Idle speed When +50 is less than or equal to n is less than or equal to 6000, and the ECU controls the electronic throttle valve 90 to be less than or equal to K and less than or equal to 100 under normal working conditions;
when the rotation speed is changed from n.noteq.0 to n=0, the engine stops, and k=0%.
(2) Fuel supply strategy
(a) Starting condition of
The ECU receives signals of a rotation speed sensor, when the rotation speed n=0 is changed into n=0, a starting working condition is adopted at the moment, a pure hydrogen enrichment strategy is adopted for smooth starting, the ECU controls a low-pressure hydrogen pressure reducing valve, a manifold hydrogen injector and an electronic throttle valve, the hydrogen supply quantity and the air quantity are adjusted by adjusting the injection pulse width of the manifold hydrogen injector and the opening of the electronic throttle valve, and the injection pulse width of the hydrogen injector and the opening of the electronic throttle valve are corrected according to feedback signals of an oxygen sensor so as to ensure the excess air coefficient lambda=1;
at the same time, the ECU controls the high-pressure hydrogen pressure reducing valve and the in-cylinder direct injection hydrogen injector to be kept closed, and the ECU controls the ammonia pressure reducing valve to be closed;
(b) Idle speed condition
The ECU receives the signal of the rotation speed sensor, when the rotation speed n Idle speed -50<n<n Idle speed When +50, the engine is in idle working condition, in order to save fuel, a pure hydrogen lean combustion strategy is adopted, the ECU controls a low-pressure hydrogen pressure reducing valve, a manifold hydrogen injector and an electronic throttle valve, and adjusts the hydrogen supply quantity and the air quantity by adjusting the injection pulse width of the manifold hydrogen injector and the opening of the electronic throttle valve, and corrects according to the feedback signal of an oxygen sensor so as to ensure that the excess air coefficient lambda=2.5;
at the same time, the ECU controls the high-pressure hydrogen pressure reducing valve and the in-cylinder direct injection hydrogen injector to be kept closed, and the ECU controls the ammonia pressure reducing valve to be closed;
(c) Low speed low load condition
The ECU receives the signal of the rotation speed sensor, when the rotation speed n Idle speed +50≤n<1500&0≤P Demand for ＜30％×P Rated for At the moment, under the low-speed and low-load working condition, the ECU controls the electronic throttle valve to open K=100%, the ECU controls the low-pressure hydrogen pressure reducing valve and the manifold hydrogen injector, and controls the excessive air coefficient to be 1 by controlling the injection pulse width of the manifold hydrogen injector to regulate the hydrogen injection quantity<λ<2.5;
at the same time, the ECU controls the high-pressure hydrogen pressure reducing valve and the in-cylinder direct injection hydrogen injector to be kept closed, and the ECU controls the ammonia pressure reducing valve to be closed;
(d) Low speed medium and high load
The ECU receives the signal of the rotation speed sensor, when the rotation speed n Idle speed +50≤n<1500&30％×P Rated for ≤P Demand for <80％×P Rated for At the moment, under the working condition of low speed, medium and high load, the ECU controls the electronic throttle valve to open K=100%, the ECU controls the high-pressure hydrogen pressure reducing valve and the in-cylinder direct injection hydrogen injector, and the injection pulse width of the in-cylinder direct injection hydrogen injector is controlled to adjust the hydrogen injection quantity, so that the excess air coefficient is controlled to be 1<λ<2.5, and adjusting the engine output power by adjusting the excess air ratio;
at the same time, the ECU controls the low-pressure hydrogen pressure reducing valve and the manifold hydrogen injector to be kept closed, and the ECU controls the ammonia gas pressure reducing valve to be closed;
(e) Low speed full load
The ECU receives the signal of the rotation speed sensor, when the rotation speed n Idle speed +50≤n<1500&80％×P Rated for <P Demand for ≤P Rated for At the moment, the electronic throttle valve is controlled by the ECU to have the opening K=100% under the low-speed full-load working condition, the high-pressure hydrogen pressure reducing valve and the in-cylinder direct injection hydrogen injector are controlled by the ECU, the injection pulse width of the in-cylinder direct injection hydrogen injector is controlled to regulate the hydrogen injection quantity, the ammonia pressure reducing valve is controlled by the ECU, the ammonia supply quantity is controlled by regulating the injection pulse width of the ammonia injector, and the excess air coefficient is controlled to be lambda=1;
at this time, the ECU controls the energy ratio provided by the hydrogen and the ammonia to adjust the output power of the engine, and increases with the increase of the output power along with the increase of the energy ratio of the ammonia, and under the low-speed full-load working condition, the ECU controls the functional ratio of the hydrogen and the ammonia to be 75% × (E Hydrogen gas +E Ammonia )<E Hydrogen gas <100％×(E Hydrogen gas +E Ammonia ) The rest of the required energy is supplied by ammonia;
at the same time, the ECU controls the low-pressure hydrogen pressure reducing valve and the manifold hydrogen injector to be kept closed;
(f) Medium speed, medium and high load
The ECU receives the signal of the rotation speed sensor, when the rotation speed is 1500-n<3000&50％×P Rated for <P Demand for ≤P Rated for At the moment, for medium speed, medium and high load working conditions, the ECU controls the electronic throttle valve to open K=100%, and the ECU controls the high-pressure hydrogen pressure reducing valve and the in-cylinder direct injection hydrogen injector to inject through controlling the in-cylinder direct injection hydrogenThe injection pulse width of the device regulates the hydrogen injection quantity and controls the excess air coefficient to be 1<λ<2.5, and adjusting the engine output power by adjusting the excess air ratio;
at this time, the ECU controls the ratio of the energy supplied by the hydrogen gas to the energy supplied by the ammonia gas to be 50% × (E Hydrogen gas +E Ammonia )< Hydrogen gas <75％×(E Hydrogen gas +E Ammonia ) The rest of the required energy is supplied by ammonia;
at the same time, the ECU controls the low-pressure hydrogen pressure reducing valve and the manifold hydrogen injector to be kept closed;
(g) High speed and high load
The ECU receives the signal of the rotation speed sensor, when the rotation speed is 3000-6000&80％×P Rated for <P Demand for ≤P Rated for At the moment, for a high-speed high-load working condition, the ECU controls the opening K=100% of the electronic throttle valve, the ECU controls the high-pressure hydrogen pressure reducing valve and the in-cylinder direct-injection hydrogen injector, and the injection pulse width of the in-cylinder direct-injection hydrogen injector is controlled to adjust the hydrogen injection quantity, so that the excess air coefficient is controlled to be lambda=1;
at this time, the ECU controls the energy ratio of the hydrogen to the ammonia to adjust the output power of the engine, and increases the output power as the energy ratio of the ammonia increases, and in the high-speed and high-load working condition, the ECU controls the energy ratio of the hydrogen to the ammonia to be 25% × (E Hydrogen gas +E Ammonia )<E Hydrogen gas <50％×(E Hydrogen gas +E Ammonia ) The rest of the required energy is supplied by ammonia;
at the same time, the ECU controls the low-pressure hydrogen pressure reducing valve and the manifold hydrogen injector to be kept closed;
wherein n is Idle speed Calibrating idle speed for engine, P Demand for For engine demand power, P Rated for Rated for engine power, E Hydrogen gas Energy supplied to hydrogen, E Ammonia Energy supplied to ammonia;
air ratio of combustion process mixture excessWherein m is air 、Respectively, intake mass flow, ammonia mass flow and hydrogen mass flow, +>The stoichiometric air-fuel ratios of ammonia and hydrogen, respectively.
(3) Combustion control strategy
The ECU receives signals of a knock sensor and a manifold pressure sensor, and if the ECU judges that no knock and backfire occur, the ECU controls the ignition of the spark plug according to the torque requirement so as to keep the ignition moment at an optimal ignition angle under the calibration condition;
the ECU receives signals of the knocking sensor, and if the ECU judges that knocking occurs, the ECU controls the spark plug to delay the ignition time until the ignition time is delayed to a compression top dead center;
the ECU receives signals of a knock sensor, if knocking cannot be eliminated by retarding the ignition timing to the upper dead center, the ECU controls an ammonia pressure reducing valve and an ammonia injector, and controls the ammonia injection quantity to be gradually increased until knocking is eliminated, and the current ammonia injection quantity is maintained unchanged under the working condition;
the ECU receives signals of the manifold pressure sensor, if the ECU judges that backfire occurs, the ECU controls the ammonia pressure reducing valve and the ammonia injector, and controls the ammonia injection quantity to be gradually increased until backfire is eliminated, and then the current ammonia injection quantity is maintained unchanged under the working condition;
the application has the advantages that the aim of eliminating abnormal combustion is fulfilled by injecting ammonia gas in the air inlet passage aiming at the problem of abnormal combustion of the hydrogen engine when more fuel is supplied, the power output of the engine can be improved, and the working condition range of stable operation of the engine is expanded.
Drawings
The above and other features of the application will be more apparent from the detailed description of the embodiments shown in the drawings.
FIG. 1 is a schematic diagram of the operation of a compound injection ammonia-hydrogen engine and control method according to the present application.
In the figure, an air intake system (P1) is connected with an air flow sensor (17), an electronic throttle valve (16), an air filter (15) and a manifold pressure sensor (5) in series in sequence; the hydrogen supply system comprises a high-pressure gas cylinder (6) for supplying hydrogen, wherein the gas supply is divided into a high-pressure pipeline and a low-pressure pipeline, the high-pressure pipeline is sequentially connected with a high-pressure hydrogen pressure reducing valve (9), a high-pressure hydrogen flow sensor (10), a high-pressure gas circuit flame arrester (12) and an in-cylinder direct-injection hydrogen injector (14) in series, and the low-pressure pipeline is sequentially connected with a low-pressure hydrogen pressure reducing valve (7), a low-pressure hydrogen flow sensor (8), a low-pressure gas circuit flame arrester (11) and a manifold hydrogen injector (13) in series; an ammonia gas supply system is sequentially connected with an ammonia gas bottle (1), an ammonia gas pressure reducing valve (2), an ammonia gas flow sensor (3) and an ammonia gas injector (4) in series; the control system comprises an ECU (22), a spark plug (20), a crankshaft position sensor (18), a rotational speed sensor (19), a knock sensor (21) and an oxygen sensor (23).
Detailed Description
The present application is further explained below with reference to examples and drawings, but is not limited thereto.
The ECU (22) is respectively in signal interaction with an air flow sensor (17), an electronic throttle valve (16), a manifold pressure sensor (5), a high-pressure hydrogen pressure reducing valve (6), a high-pressure hydrogen flow sensor (10), an in-cylinder direct injection hydrogen injector (14), a low-pressure hydrogen pressure reducing valve (7), a low-pressure hydrogen flow sensor (8), a manifold hydrogen injector (13), an ammonia pressure reducing valve (2), an ammonia flow sensor (3), an ammonia injector (4), a spark plug (20), a crankshaft position sensor (18), a rotating speed sensor (19), a knock sensor (21) and an oxygen sensor (23);
the ECU (22) is connected with the electronic throttle valve (16) and the air flow sensor (17) through wires, the air flow sensor (17) monitors the air flow and feeds signals back to the ECU (22), and the ECU (22) judges the size between the current air flow and the required air flow and controls the opening of the electronic throttle valve (16) by sending out a control signal of the electronic throttle valve (16) so as to adjust the air inflow entering the cylinders of the engine;
the ECU (22) is connected with the rotating speed sensor (19) and the crank shaft position sensor (18) to judge the rotating speed of the engine and the position of the compression top dead center, and provides reference data for controlling the injection starting time and the pulse width of the hydrogen and the ammonia;
the ECU (22) is connected with the high-pressure hydrogen pressure reducing valve (6) through a wire, and the high-pressure hydrogen pressure reducing valve (6) is regulated according to the running condition of the engine so as to regulate the injection pressure of the in-cylinder direct injection hydrogen injector (14);
the ECU (22) is connected with the low-pressure hydrogen pressure reducing valve (7) through a wire, and the low-pressure hydrogen pressure reducing valve (7) is regulated according to the running condition of the engine so as to regulate the injection pressure at the manifold hydrogen injector (13);
the ECU (22) is connected with the high-pressure hydrogen flow sensor (10) and the low-pressure hydrogen flow sensor (8) through wires, the ECU (22) adjusts the injection time and the injection pulse width of the hydrogen injector according to the electronic throttle control signal and the crankshaft position signal, and corrects the injection pulse width through the feedback signal of the oxygen sensor (23) to ensure the flow stability of the hydrogen entering the cylinder, thereby ensuring the stability of the excess air coefficient;
the ECU (22) is connected with the knocking sensor (21) through a wire, and judges whether knocking occurs or not according to an output signal of the knocking sensor (21);
the ECU (22) is connected with the manifold pressure sensor (5) through a wire, and judges whether tempering occurs or not according to an output signal of the manifold pressure sensor (5);
the ECU (22) is connected with the ammonia gas pressure reducing valve (2) through a wire, and adjusts the ammonia gas pressure reducing valve (2) according to an electronic throttle control signal and a knocking signal so as to adjust the injection pressure at the ammonia gas injector (4);
the ECU (22) is connected with the ammonia flow sensor (3) and the ammonia injector (4) through wires, the ECU (22) adjusts the injection time and the injection pulse width of the ammonia injector (4) according to the electronic throttle control signal and the crankshaft position signal, and corrects the injection pulse width of the ammonia injector through the feedback signal of the ammonia flow sensor (3), so that the flow of the ammonia entering the cylinder is stable, and the stability of the excess air coefficient is ensured;
the ECU (22) is connected to the spark plug (20) by a wire, and adjusts the ignition timing based on the electronic throttle opening signal, the crank position sensor signal, the rotational speed sensor signal, and the knock sensor signal.
The control method of the compound injection ammonia-hydrogen engine mainly comprises a fuel supply strategy, an electronic throttle control strategy and an abnormal combustion control strategy of the engine, and is characterized in that:
(1) Electronic throttle control strategy
The ECU (22) adjusts the opening K of the electronic throttle valve (16) according to the opening signal of the electronic throttle valve;
k controlled by the ECU (22) should satisfy the following conditions:
when the rotation speed is changed from n=0 to n+.0, the ECU (22) controls the electronic throttle valve (16) K=100% for the starting working condition so as to ensure the rapid starting of the engine;
when the rotation speed n Idle speed -50<n<n Idle speed When +50, the idle working condition is adopted, and the ECU (22) controls the electronic throttle valve (16) to be more than 0 and less than 10;
when the rotation speed n Idle speed When +50 is less than or equal to n is less than or equal to 6000 and is in normal working condition at the moment, the ECU (22) controls the opening degree of the electronic throttle valve to be more than or equal to 90 and less than or equal to 100;
when the rotation speed is changed from n.noteq.0 to n=0, the engine stops, and k=0%.
(2) Fuel supply strategy
(a) Starting condition of
The ECU (22) receives signals of a rotation speed sensor (19), when the rotation speed n=0 is changed to n not equal to 0, a pure hydrogen enrichment strategy is adopted for smooth starting at the moment, the ECU (22) controls a low-pressure hydrogen pressure reducing valve (7), a manifold hydrogen injector (13) and an electronic throttle valve (16), the hydrogen supply quantity and the air quantity are adjusted by adjusting the injection pulse width of the manifold hydrogen injector (13) and the opening of the electronic throttle valve (16), and the injection pulse width of the hydrogen injector and the opening of the electronic throttle valve are corrected according to the feedback signals of an oxygen sensor (23) so as to ensure the excessive air coefficient lambda=1;
at the same time, the ECU (22) controls the high-pressure hydrogen pressure reducing valve (6) and the in-cylinder direct injection hydrogen injector (14) to be kept closed, and the ECU (22) controls the ammonia pressure reducing valve (2) to be closed;
(b) Idle speed condition
ECU (22) receives a rotation speed sensor (19)When the rotation speed n is Idle speed -50<n<n Idle speed In +50, at this moment, the idle working condition is adopted, in order to save fuel, a pure hydrogen lean combustion strategy is adopted, an ECU (22) low-pressure hydrogen pressure reducing valve (7), a manifold hydrogen injector (13) and an electronic throttle valve (16) are adopted, the hydrogen supply quantity and the air quantity are adjusted by adjusting the injection pulse width of the manifold hydrogen injector (13) and the opening degree of the electronic throttle valve (16), and the correction is carried out according to the feedback signal of an oxygen sensor (23) so as to ensure that the excess air coefficient lambda=2.5;
at the same time, the ECU (22) controls the high-pressure hydrogen pressure reducing valve (6) and the in-cylinder direct injection hydrogen injector (14) to be kept closed, and the ECU (22) controls the ammonia pressure reducing valve (2) to be closed;
(c) Low speed low load condition
The ECU (22) receives the signal of the rotation speed sensor (19) when the rotation speed n is Idle speed +50≤n<1500&P Demand for ≤30％×P Rated for At the moment, under the low-speed and low-load working condition, the ECU (22) controls the electronic throttle valve opening K=100%, the ECU (22) controls the low-pressure hydrogen pressure reducing valve (7) and the manifold hydrogen injector (13), and the injection pulse width of the manifold hydrogen injector (13) is controlled to regulate the hydrogen injection quantity so as to control the excess air coefficient to be 1<λ<2.5;
at the same time, the ECU (22) controls the high-pressure hydrogen pressure reducing valve (6) and the in-cylinder direct injection hydrogen injector (14) to be kept closed, and the ECU (22) controls the ammonia pressure reducing valve (2) to be closed;
(d) Low speed medium and high load
The ECU (22) receives the signal of the rotation speed sensor (19) when the rotation speed n is Idle speed +50≤n<1500&30％×P Rated for ≤P Demand for <80％×P Rated for At the moment, under the working condition of low speed, medium and high load, the ECU (22) controls the opening K=100% of the electronic throttle valve, the ECU (22) controls the high-pressure hydrogen pressure reducing valve (6) and the in-cylinder direct-injection hydrogen injector (14), and the excess air coefficient is controlled to be 1 by controlling the injection pulse width of the in-cylinder direct-injection hydrogen injector (14) to regulate the hydrogen injection quantity<λ<2.5, and adjusting the engine output power by adjusting the excess air ratio;
at the same time, the ECU (22) controls the low-pressure hydrogen pressure reducing valve (7) and the manifold hydrogen injector (13) to be kept closed, and the ECU (22) controls the ammonia gas pressure reducing valve (2) to be closed;
(e) Low speed full load
The ECU (22) receives the signal of the rotation speed sensor (19) when the rotation speed n is Idle speed +50≤n<1500&80％×P Rated for ≤P Demand for ≤P Rated for At the moment, for a low-speed full-load working condition, the ECU (22) controls the electronic throttle valve opening K=100%, the ECU (22) controls the high-pressure hydrogen pressure reducing valve (6) and the in-cylinder direct-injection hydrogen injector (14), the injection pulse width of the in-cylinder direct-injection hydrogen injector (14) is controlled to adjust the hydrogen injection quantity, meanwhile, the ECU (22) controls the ammonia pressure reducing valve (2), the ammonia supply quantity is controlled by adjusting the injection pulse width of the ammonia injector (4), and the excess air coefficient is controlled to be lambda=1;
at the moment, the ECU (22) controls the energy ratio provided by the hydrogen and the ammonia to adjust the output power of the engine, the output power is increased along with the increase of the energy ratio of the ammonia, the hydrogen is mainly used for supplying energy under the low-speed full-load working condition, and the ECU (22) controls the functional ratio of the hydrogen and the ammonia to be 75 percent (E Hydrogen gas +E Ammonia )<E Hydrogen gas <100％×(E Hydrogen gas +E Ammonia ) The rest of the required energy is supplied by ammonia;
at the same time, the ECU (22) controls the low-pressure hydrogen pressure reducing valve (7) and the manifold hydrogen injector (13) to be kept closed;
(f) Medium speed, medium and high load
The ECU (22) receives the signal of the rotation speed sensor (19) when the rotation speed is 1500-n<3000&50％×P Rated for <P Demand for ≤P Rated for At the moment, for medium speed, medium and high load working conditions, the ECU (22) controls the electronic throttle valve opening K=100%, the ECU (22) controls the high-pressure hydrogen pressure reducing valve (6) and the in-cylinder direct-injection hydrogen injector (14), and the excess air coefficient is controlled to be 1 by controlling the injection pulse width of the in-cylinder direct-injection hydrogen injector (14) to adjust the hydrogen injection quantity<λ<2.5, and adjusting the engine output power by adjusting the excess air ratio;
at this time, the ECU (22) controls the ratio of the energy supplied by the hydrogen gas to the energy supplied by the ammonia gas to be 50% × (E Hydrogen gas +E Ammonia )<E Hydrogen gas <75％×(E Hydrogen gas +E Ammonia ) The rest of the required energy is supplied by ammonia;
at the same time, the ECU (22) controls the low-pressure hydrogen pressure reducing valve (7) and the manifold hydrogen injector (13) to be kept closed;
(g) High speed and high load
The ECU (22) receives the signal of the rotation speed sensor (19), when the rotation speed is 3000-6000&80％×P Rated for <P Demand for ≤P Rated for At the moment, for a high-speed high-load working condition, the ECU (22) controls the opening K=100% of the electronic throttle valve (16), the ECU (22) controls the high-pressure hydrogen pressure reducing valve (6) and the in-cylinder direct-injection hydrogen injector (14), and the excessive air coefficient is controlled to be lambda=1 by controlling the injection pulse width of the in-cylinder direct-injection hydrogen injector (14) to adjust the hydrogen injection quantity;
at the moment, the ECU (22) controls the energy ratio provided by the hydrogen and the ammonia to adjust the output power of the engine, the output power is increased along with the increase of the energy ratio of the ammonia, and in the high-speed high-load working condition, the ammonia energy supply is mainly used, the ECU (22) controls the functional ratio of the hydrogen and the ammonia to be 25 percent (E Hydrogen gas +E Ammonia )<E Hydrogen gas <50％×(E Hydrogen gas +E Ammonia ) The rest of the required energy is supplied by ammonia;
at the same time, the ECU (22) controls the low-pressure hydrogen pressure reducing valve (7) and the manifold hydrogen injector (13) to be kept closed;
wherein n is Idle speed Calibrating idle speed for engine, P Demand for For engine demand power, P Rated for Rated for engine power, E Hydrogen gas Energy supplied to hydrogen, E Ammonia Energy supplied to ammonia;
air ratio of combustion process mixture excessWherein m is air 、Respectively, intake mass flow, ammonia mass flow and hydrogen mass flow, +>The stoichiometric air-fuel ratios of ammonia and hydrogen, respectively.
(3) Combustion control strategy
The ECU (22) receives signals of the knocking sensor (21) and the manifold pressure sensor (5), and if the ECU (22) judges that no knocking and backfire occur, the ECU (22) controls the ignition of the spark plug (20) according to the torque demand so as to keep the ignition moment at the optimal ignition angle under the calibration condition;
the ECU (22) receives the signal of the knocking sensor (21), and if the ECU (22) judges that knocking occurs, the ECU (22) controls the spark plug (20) to retard the ignition timing until the ignition timing is retarded to a compression top dead center;
the ECU (22) receives the signal of the knocking sensor (21), if the knocking cannot be eliminated by retarding the ignition timing to the upper dead center, the ECU (22) controls the ammonia pressure reducing valve (2) and the ammonia injector (4) to control the ammonia injection quantity to be gradually increased until the knocking is eliminated, and the current ammonia injection quantity is maintained unchanged under the working condition;
the ECU (22) receives signals of the manifold pressure sensor (5), if the ECU (22) judges that backfire occurs, the ECU (22) controls the ammonia pressure reducing valve (2) and the ammonia injector (4) to control the ammonia injection quantity to be gradually increased until backfire is eliminated, and the current ammonia injection quantity is maintained unchanged under the working condition;
the application is applicable to the prior art where it is not described.

Claims (1)

1. A compound injection ammonia-hydrogen engine comprises an air inlet system (P1), a hydrogen supply system (P2), an ammonia supply system (P3) and an electric control system (P4);
the air inlet system (P1), and the air flow sensor (17), the electronic throttle valve (16), the air filter (15) and the manifold pressure sensor (5) are sequentially connected in series on the air inlet system (P1);
the hydrogen supply system (P2) is characterized in that hydrogen is supplied by a high-pressure gas cylinder (6), the gas supply is divided into a high-pressure pipeline and a low-pressure pipeline, the high-pressure pipeline is sequentially connected with a high-pressure hydrogen pressure reducing valve (9), a high-pressure hydrogen flow sensor (10), a high-pressure gas circuit flame arrester (12) and an in-cylinder direct-injection hydrogen injector (14) in series, and the low-pressure pipeline is sequentially connected with a low-pressure hydrogen pressure reducing valve (7), a low-pressure hydrogen flow sensor (8), a low-pressure gas circuit flame arrester (11) and a manifold hydrogen injector (13) in series;
an ammonia bottle (1), an ammonia pressure reducing valve (2), an ammonia flow sensor (3) and an ammonia injector (4) are sequentially connected in series on the ammonia supply system (P3);
the electric control system comprises an ECU (22), a spark plug (20), a crankshaft position sensor (18), a rotating speed sensor (19), a knock sensor (21) and an oxygen sensor (23);
the electronic control system (P4) is characterized in that an ECU (22) is in signal interaction with an air flow sensor (17), an electronic throttle valve (16), a manifold pressure sensor (5), a high-pressure hydrogen pressure reducing valve (9), a high-pressure hydrogen flow sensor (10), an in-cylinder direct injection hydrogen injector (14), a low-pressure hydrogen pressure reducing valve (7), a low-pressure hydrogen flow sensor (8), a manifold hydrogen injector (13), an ammonia pressure reducing valve (2), an ammonia flow sensor (3), an ammonia injector (4), a spark plug (20), a crankshaft position sensor (18), a rotating speed sensor (19), a knock sensor (21) and an oxygen sensor (23) respectively;
the ECU (22) is connected with the electronic throttle valve (16) and the air flow sensor (17) through wires, and controls the opening of the electronic throttle valve (16) by sending out an electronic throttle valve control signal, and the air flow sensor (17) monitors the air flow and feeds back a signal to the ECU (22) so as to adjust the air inflow entering an engine cylinder;
the ECU (22) is connected with the rotating speed sensor (19) and the crank shaft position sensor (18) to judge the rotating speed of the engine and the position of the compression top dead center, and provides reference data for controlling the injection starting time and the pulse width of the hydrogen and the ammonia;
the ECU (22) is connected with the high-pressure hydrogen pressure reducing valve (9) through a wire, and the high-pressure hydrogen pressure reducing valve (9) is regulated according to the running condition of the engine so as to regulate the injection pressure of the in-cylinder direct injection hydrogen injector (14);
the ECU (22) is connected with the low-pressure hydrogen pressure reducing valve (7) through a wire, and the low-pressure hydrogen pressure reducing valve (7) is regulated according to the running condition of the engine so as to regulate the injection pressure at the manifold hydrogen injector (13);
the ECU (22) is connected with the high-pressure hydrogen flow sensor (10) and the low-pressure hydrogen flow sensor (8) through wires, the ECU (22) adjusts the injection time and the injection pulse width of the hydrogen injector according to the electronic throttle control signal and the crankshaft position signal, and the feedback signal of the oxygen sensor (23) is used for correction so as to ensure the stability of the excess air coefficient;
the ECU (22) is connected with the knocking sensor (21) through a wire, and judges whether knocking occurs or not according to an output signal of the knocking sensor (21);
the ECU (22) is connected with the manifold pressure sensor (5) through a wire, and judges whether tempering occurs or not according to an output signal of the manifold pressure sensor (5);
the ECU (22) is connected with the ammonia gas pressure reducing valve (2) through a wire, and adjusts the ammonia gas pressure reducing valve (2) according to the control signal of the electronic throttle valve (16) and the knocking signal so as to adjust the injection pressure at the ammonia gas injector (4);
the ECU (22) adjusts the injection time and the injection pulse width of the ammonia injector (4) according to the control signal of the electronic throttle valve (16) and the crank shaft position signal, and corrects the injection time and the injection pulse width of the ammonia injector through the feedback signal of the ammonia flow sensor (3) so as to ensure the stability of the excess air coefficient;
the ECU (22) is connected with the spark plug (20) through a wire, and adjusts the ignition moment according to the opening signal of the electronic throttle valve (16), the signal of the crank shaft position sensor (18), the signal of the rotating speed sensor (19) and the signal of the knocking sensor (21);
the method is characterized in that: the control method of the system comprises a fuel supply strategy, an electronic throttle control strategy and an abnormal combustion control strategy of the engine;
(1) Electronic throttle control strategy
The ECU (22) adjusts the opening K of the electronic throttle valve (16) according to the opening signal of the electronic throttle valve;
k controlled by the ECU (22) should satisfy the following conditions:
when the rotation speed is changed from n=0 to n+.0, the ECU (22) controls the electronic throttle valve (16) K=100% for the starting working condition so as to ensure the rapid starting of the engine;
when the rotation speed n Idle speed -50<n<n Idle speed At +50, this is the idle conditionThe ECU (22) controls the electronic throttle valve (16) to be more than 0 and less than 10;
when the rotation speed n Idle speed When +50 < n is less than or equal to 6000, the ECU (22) controls the opening degree of the electronic throttle valve (16) to be more than 90 and less than or equal to 100 under normal working conditions;
when the rotation speed is changed from n not equal to 0 to n=0, the engine stops working, and K=0%;
(2) Fuel supply strategy
(a) Starting condition of
The ECU (22) receives signals of a rotation speed sensor (19), when the rotation speed n=0 is changed to n not equal to 0, a pure hydrogen enrichment strategy is adopted for smooth starting at the moment, the ECU (22) controls a low-pressure hydrogen pressure reducing valve (7), a manifold hydrogen injector (13) and an electronic throttle valve (16), and adjusts the hydrogen supply quantity and the air quantity by adjusting the injection pulse width of the manifold hydrogen injector (13) and the opening of the electronic throttle valve (16) and corrects according to the feedback signals of an oxygen sensor (23) so as to ensure that the excess air coefficient lambda=1;
at the same time, the ECU (22) controls the high-pressure hydrogen pressure reducing valve (9) and the in-cylinder direct injection hydrogen injector (14) to be kept closed, and the ECU (22) controls the ammonia pressure reducing valve (2) to be closed;
(b) Idle speed condition
The ECU (22) receives the signal of the rotation speed sensor (19) when the rotation speed n is Idle speed -50<n<n Idle speed In +50, at this moment, the idle working condition is adopted, in order to save fuel, a pure hydrogen lean combustion strategy is adopted, an ECU (22) low-pressure hydrogen pressure reducing valve (7), a manifold hydrogen injector (13) and an electronic throttle valve (16) are adopted, the hydrogen supply quantity and the air quantity are adjusted by adjusting the injection pulse width of the manifold hydrogen injector (13) and the opening degree of the electronic throttle valve (16), and the correction is carried out according to the feedback signal of an oxygen sensor (23) so as to ensure that the excess air coefficient lambda=2.5;
at the same time, the ECU (22) controls the high-pressure hydrogen pressure reducing valve (9) and the in-cylinder direct injection hydrogen injector (14) to be kept closed, and the ECU (22) controls the ammonia pressure reducing valve (2) to be closed;
(c) Low speed low load condition
The ECU (22) receives the signal of the rotation speed sensor (19) when the rotation speed n is Idle speed +50<n<1500&P Demand for ＜30％×P Rated for At this timeFor the low-speed low-load working condition, the ECU (22) controls the opening K=100% of the electronic throttle valve (16), the ECU (22) controls the low-pressure hydrogen pressure reducing valve (7) and the manifold hydrogen injector (13), and the injection pulse width of the manifold hydrogen injector (13) is controlled to regulate the hydrogen injection quantity so as to control the excess air coefficient to be 1<λ<2.5;
at the same time, the ECU (22) controls the high-pressure hydrogen pressure reducing valve (9) and the in-cylinder direct injection hydrogen injector (14) to be kept closed, and the ECU (22) controls the ammonia pressure reducing valve (2) to be closed;
(d) Low speed medium and high load
The ECU (22) receives the signal of the rotation speed sensor (19) when the rotation speed n is Idle speed +50≤n<1500&30％×P Rated for ≤P Demand for <80％×P Rated for At the moment, under the working condition of low speed, medium and high load, the ECU (22) controls the opening K=100% of the electronic throttle valve (16), the ECU (22) controls the high-pressure hydrogen pressure reducing valve (9) and the in-cylinder direct-injection hydrogen injector (14), and the excess air coefficient is controlled to be 1 by controlling the injection pulse width of the in-cylinder direct-injection hydrogen injector (14) to regulate the hydrogen injection quantity<λ<2.5, and adjusting the engine output power by adjusting the excess air ratio;
at the same time, the ECU (22) controls the low-pressure hydrogen pressure reducing valve (7) and the manifold hydrogen injector (13) to be kept closed, and the ECU (22) controls the ammonia gas pressure reducing valve (2) to be closed;
(e) Low speed full load
The ECU (22) receives the signal of the rotation speed sensor (19) when the rotation speed n is Idle speed +50≤n<1500&80％×P Rated for ≤P Demand for ≤P Rated for At the moment, under the low-speed full-load working condition, the ECU (22) controls the opening K=100% of the electronic throttle valve (16), the ECU (22) controls the high-pressure hydrogen pressure reducing valve (9) and the in-cylinder direct-injection hydrogen injector (14), the injection pulse width of the in-cylinder direct-injection hydrogen injector (14) is controlled to adjust the hydrogen injection quantity, meanwhile, the ECU (22) controls the ammonia pressure reducing valve (2), the ammonia supply quantity is controlled by adjusting the injection pulse width of the ammonia injector (4), and the excess air coefficient is controlled to be lambda=1;
at the moment, the ECU (22) controls the energy proportion provided by the hydrogen and the ammonia to adjust the output power of the engine, and the output power is increased along with the energy proportion of the ammoniaThe rate is increased, the hydrogen energy is mainly used in the low-speed full-load working condition, and the ECU (22) controls the functional ratio of the hydrogen to the ammonia to be 75 percent (E Hydrogen gas +E Ammonia )<E Hydrogen gas <100％×(E Hydrogen gas +E Ammonia ) The rest of the required energy is provided by ammonia;
at the same time, the ECU (22) controls the low-pressure hydrogen pressure reducing valve (7) and the manifold hydrogen injector (13) to be kept closed;
(f) Medium speed, medium and high load
The ECU (22) receives the signal of the rotation speed sensor (19) when the rotation speed is 1500-n<3000&50％×P Rated for <P Demand for ≤P Rated for At the moment, under the medium-speed medium-high load working condition, the ECU (22) controls the opening K=100% of the electronic throttle valve (16), the ECU (22) controls the high-pressure hydrogen pressure reducing valve (9) and the in-cylinder direct-injection hydrogen injector (14), and the excess air coefficient is controlled to be 1 by controlling the injection pulse width of the in-cylinder direct-injection hydrogen injector (14) to adjust the hydrogen injection quantity<λ<2.5, and adjusting the engine output power by adjusting the excess air ratio;
at the moment, the ECU (22) controls the ratio of the energy provided by the hydrogen to the energy provided by the ammonia to be 50 percent x% Hydrogen gas +E Ammonia )<E Hydrogen gas <75％×(E Hydrogen gas +E Ammonia ) The rest of the required energy is provided by ammonia;
at the same time, the ECU (22) controls the low-pressure hydrogen pressure reducing valve (7) and the manifold hydrogen injector (13) to be kept closed;
(g) High speed and high load
The ECU (22) receives the signal of the rotation speed sensor (19), when the rotation speed is 3000-6000&80％×P Rated for <P Demand for ≤P Rated for At the moment, for a high-speed high-load working condition, the ECU (22) controls the opening K=100% of the electronic throttle valve (16), the ECU (22) controls the high-pressure hydrogen pressure reducing valve (9) and the in-cylinder direct-injection hydrogen injector (14), and the excessive air coefficient is controlled to be lambda=1 by controlling the injection pulse width of the in-cylinder direct-injection hydrogen injector (14) to adjust the hydrogen injection quantity;
at the moment, the ECU (22) controls the energy ratio provided by the hydrogen and the ammonia to adjust the output power of the engine, and the output power is increased along with the increase of the energy ratio of the ammonia and is highThe fast high load working condition is mainly ammonia energy supply, the ECU (22) controls the functional ratio of the hydrogen to the ammonia to be 25 percent (E Hydrogen gas +E Ammonia )<E Hydrogen gas <50％×(E Hydrogen gas +E Ammonia ) The rest of the required energy is provided by ammonia;
at the same time, the ECU (22) controls the low-pressure hydrogen pressure reducing valve (7) and the manifold hydrogen injector (13) to be kept closed;
wherein n is Idle speed Calibrating idle speed for engine, P Demand for For engine demand power, P Rated for Rated for engine power, E Hydrogen gas Energy supplied to hydrogen, E Ammonia Energy supplied to ammonia;
air ratio of combustion process mixture excessWherein m is air 、/>Respectively the air inlet mass flow, the ammonia mass flow and the hydrogen mass flow,stoichiometric air-fuel ratios for ammonia and hydrogen, respectively;
(3) Combustion control strategy
The ECU (22) receives signals of the knocking sensor (21) and the manifold pressure sensor (5), and if the ECU (22) judges that no knocking and backfire occur, the ECU (22) controls the ignition of the spark plug (20) to keep the ignition moment at an optimal ignition angle under the calibration condition;
the ECU (22) receives the signal of the knocking sensor (21), and if the ECU (22) judges that knocking occurs, the ECU (22) controls the spark plug (20) to retard the ignition timing until the ignition timing is retarded to a compression top dead center;
the ECU (22) receives the signal of the knocking sensor (21), if the knocking cannot be eliminated by retarding the ignition timing to the upper dead center, the ECU (22) controls the ammonia pressure reducing valve (2) and the ammonia injector (4) to control the ammonia injection quantity to be gradually increased until the knocking is eliminated, and the current ammonia injection quantity is maintained unchanged under the working condition;
the ECU (22) receives signals of the manifold pressure sensor (5), if the ECU (22) judges that backfire occurs, the ECU (22) controls the ammonia pressure reducing valve (2) and the ammonia injector (4) to control the ammonia injection quantity to gradually increase until backfire is eliminated, and the current ammonia injection quantity is maintained unchanged under the working condition.
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