CN115234369B - 基于反应活性调控的氨氢融合燃料扩散燃烧控制系统 - Google Patents

基于反应活性调控的氨氢融合燃料扩散燃烧控制系统 Download PDF

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Publication number
CN115234369B
CN115234369B CN202210830702.7A CN202210830702A CN115234369B CN 115234369 B CN115234369 B CN 115234369B CN 202210830702 A CN202210830702 A CN 202210830702A CN 115234369 B CN115234369 B CN 115234369B
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hydrogen
ammonia
injector
fuel
combustion chamber
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CN115234369A (zh
Inventor
曾志彬
庄敏
江广辉
魏佳雄
周磊
刘宗宽
卫海桥
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Tianjin University
Dongfeng Honda Engine Co Ltd
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Tianjin University
Dongfeng Honda Engine Co Ltd
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Priority to CN202210830702.7A priority Critical patent/CN115234369B/zh
Publication of CN115234369A publication Critical patent/CN115234369A/zh
Priority to US18/120,651 priority patent/US20240018915A1/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B69/00—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types
    • F02B69/02—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types for different fuel types, other than engines indifferent to fuel consumed, e.g. convertible from light to heavy fuel
    • F02B69/04—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types for different fuel types, other than engines indifferent to fuel consumed, e.g. convertible from light to heavy fuel for gaseous and non-gaseous fuels
    • 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
    • F02D19/06—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
    • C—CHEMISTRY; METALLURGY
    • C01—INORGANIC CHEMISTRY
    • C01B—NON-METALLIC ELEMENTS; COMPOUNDS THEREOF; METALLOIDS OR COMPOUNDS THEREOF NOT COVERED BY SUBCLASS C01C
    • C01B3/00—Hydrogen; Gaseous mixtures containing hydrogen; Separation of hydrogen from mixtures containing it; Purification of hydrogen
    • C01B3/02—Production of hydrogen or of gaseous mixtures containing a substantial proportion of hydrogen
    • C01B3/04—Production of hydrogen or of gaseous mixtures containing a substantial proportion of hydrogen by decomposition of inorganic compounds, e.g. ammonia
    • C01B3/047—Decomposition of ammonia
    • 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
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
    • F02B19/1019—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber
    • F02B19/1023—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s)
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
    • F02B19/1019—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber
    • F02B19/108—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber with fuel injection at least into pre-combustion chamber, i.e. injector mounted directly in the pre-combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F02B19/00—Engines characterised by precombustion chambers
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    • F02B19/108—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber with fuel injection at least into pre-combustion chamber, i.e. injector mounted directly in the pre-combustion chamber
    • F02B19/1085—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber with fuel injection at least into pre-combustion chamber, i.e. injector mounted directly in the pre-combustion chamber controlling fuel injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/12—Engines characterised by precombustion chambers with positive ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/16—Chamber shapes or constructions not specific to sub-groups F02B19/02 - F02B19/10
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F02B19/16—Chamber shapes or constructions not specific to sub-groups F02B19/02 - F02B19/10
    • F02B19/18—Transfer passages between chamber and cylinder
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    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F02D19/0602—Control of components of the fuel supply system
    • F02D19/0607—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F02D19/061—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
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    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0665—Tanks, e.g. multiple tanks
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    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0668—Treating or cleaning means; Fuel filters
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    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/02—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to oxygen-fed engines
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    • F02M37/0047—Layout or arrangement of systems for feeding fuel
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    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/14—Arrangements of injectors with respect to engines; Mounting of injectors
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    • F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
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Abstract

本发明公开了一种基于反应活性调控的氨氢融合燃料扩散燃烧控制系统，包括车载氨氢燃料供给系统、氨氢融合燃料扩散燃烧发动机和ECU；所述ECU用于控制预燃室射流火焰强度、控制主燃烧室内氢‑空气混合气的反应活性以及控制氨喷射器的喷射时刻从而在主燃烧室内形成扩散燃烧；所述车载氨氢燃料供给系统包括低压氨燃料供给单元和车载制氢单元，用于向所述氨氢融合燃料扩散燃烧发动机提供制备的低压氨燃料和氢气；在预燃室射流火焰形成之前，所述第一氢喷射器先向主燃烧室喷射ECU调控的氢气，随后ECU控制所述氨喷射器的喷射时刻略早于或与预燃室射流火焰形成同步，使喷入主燃烧室的氨燃料为边喷射边着火燃烧的状态，从而在主燃烧室形成扩散燃烧。

Description

基于反应活性调控的氨氢融合燃料扩散燃烧控制系统
技术领域
本发明属于内燃机技术领域，具体涉及一种基于反应活性调控的氨氢融合燃料扩散燃烧控制系统。
背景技术
全球气候和环境变化对人类的经济、社会发展提出了严峻挑战，低碳化甚至零碳化已成为世界经济发展的必然趋势，低碳技术将成为全球经济发展的新“发动机”。内燃机作为量大面广的道路、非道路移动机械和国防装备主导动力，其燃烧产生的碳排放占比达到我国的10％，在近中期肩负节能减排重要使命的同时，也面临着未来如何实现碳中和的巨大挑战和重要机遇。上海交通大学黄震院士评价从近中期看，要不断提升内燃动力热效率，达到节能减碳目的。从中长期看，利用富余的可再生电力低成本制取可再生燃料，内燃机将成为零碳动力。中国内燃机工业协会《内燃机产业高质量发展规划(2021-2035)》阐明：2025年，开展氨、氢等可再生燃料发动机关键技术研究，开发新一代天然气和甲醇燃料发动机技术，低碳与碳中和燃料发动机有效热效率达到45％以上。到2030年，低碳与碳中和燃料的市场推广应用，推动醇、醚、氨、氢为代表的可再生燃料和生物燃料的生产和推广应用，低碳与碳中和燃料替代率达到10％以上。
内燃机零碳技术的本质是燃烧碳中和燃料实现全生命周期的零碳排放。氢能由于良好的燃烧性能、近零的污染物排放以及可由可再生能源生产的性质而备受关注，发展氢能产业是实施“双碳”战略的重要抓手，然而氢气储运难和安全性差等问题制约了其产业化发展。研究发现，氨作为高效储氢介质，具有高能量密度、易液化储运、安全性高和无碳排放等优势，可以用可再生能源生产氢，再将氢转换为氨，运输到目的地，可以极大降低氢的运输成本，并且提高运输的安全性能。氨既是氢能载体，又是零碳燃料，对一定体积的液氨，其含氢量和能量密度分别为相同体积液态氢的1.7和1.5倍。此外，氨还可以通过可再生能源太阳能、电能等利用空气和水合成，整个制备过程无碳排放。我国幅员辽阔，有着十分丰富的太阳能资源、风能等可再生能源。良好的工业生产基础有利于逐步实现化石能源向可再生氨能源的转型。目前国内已有多家科研单位以及企业开始谋划布局氢氨产业链，国内福建、宁夏等地以及国家能源集团纷纷成立相关联盟组织研讨会，抢占先机。因此，发展氨氢融合燃料动力切合我国能源格局现状以及未来的战略调整。
与传统运输燃料相比，氨燃料具有一定特殊性：无碳燃料，燃烧不产生CO2和HC，只需考虑NOx；辛烷值高、抗爆性好，可适应高压缩比发动机运行。氨燃料应用于重型卡车/船机，氨燃料重型内燃机的效率和扭矩都高于同排量柴油机。但是，氨燃料着火温度和点火能量高、火焰传播速度慢以及着火浓度极限窄等特点，使其稳定快速燃烧控制非常困难，是限制氨燃料应用的瓶颈难题。由于氨容易制备氢气，氢气的燃烧速度快(3m/s)，通过车载制氢与氨气形成氢氨融合燃料，根据发动机负荷和转速的变化，实时调控燃料比例，可实现高效清洁燃烧。
为此，氨氢燃料混合比控制技术是氨燃料重型内燃机性能的关键技术，需要一种氨氢燃料反应活性可调控的氨氢融合燃料扩散燃烧控制系统。
发明内容
本发明的目的在于提供一种基于反应活性调控的氨氢融合燃料扩散燃烧控制系统，采用紧凑型扫气式预燃室的射流点火装置，为主燃烧室氨燃料扩散燃烧提供高温高压的热力学环境，保障氨燃料喷射扩散燃烧的可行性；本发明在发动机运行过程中，在形成预燃室射流火焰之前，向主燃烧室喷射氢气形成可控的高反应活性环境；根据发动机负荷变化，氨喷射器于上止点附近喷射，喷射时刻略早于预燃室射流火焰形成，或与预燃室射流火焰形成同步，形成主燃烧室内氨燃料为边喷射边着火燃烧的状态，从而主燃烧室形成扩散燃烧模式。
本发明的目的是通过以下技术方案实现的：
本发明公开了一种基于反应活性调控的氨氢融合燃料扩散燃烧控制系统，包括车载氨氢燃料供给系统、氨氢融合燃料扩散燃烧发动机和ECU；
所述氨氢融合燃料扩散燃烧发动机采用向发动机的主燃烧室内直喷氨燃料和氢气的方式，喷入主燃烧室的氢气与主燃烧室内的空气首先形成氢-空气混合气，随后再与喷入的氨燃料形成氨氢融合燃料；所述氢-空气混合气反应活性的调节方式包括：改变所述氨氢融合燃料扩散燃烧发动机的第一氢喷射器的喷氢量，和/或改变所述第一氢喷射器喷嘴的喷射角度；所述氨氢融合燃料扩散燃烧发动机中所需氢气由所述车载氨氢燃料供给系统制备。
具体的，所述车载氨氢燃料供给系统包括低压氨燃料供给单元和车载制氢单元，用于向所述氨氢融合燃料扩散燃烧发动机提供制备的低压氨燃料和氢气；其中所述低压氨燃料供给单元用于提供压力范围为0.5～1.0MPa的氨燃料，所述车载制氢单元用于提供压力范围为1.0～2.0MPa的氢气；
所述氨氢融合燃料扩散燃烧发动机包括发动机缸盖、缸套、活塞、主燃烧室、进气通道、排气通道，还包括设置在缸盖上的第一氢喷射器、氨喷射器以及带有预燃室的湍流射流点火装置；其中，所述湍流射流点火装置、第一氢喷射器和氨喷射器的喷嘴均伸入主燃烧室中，用于向发动机的主燃烧室内直喷氨燃料和氢气，喷入主燃烧室的氢气与主燃烧室内的空气首先形成氢-空气混合气，随后再与喷入的氨燃料形成氨氢融合燃料；
所述ECU用于控制氨氢融合燃料扩散燃烧发动机和车载氨氢燃料供给系统，从而控制预燃室射流火焰强度、控制主燃烧室内氢-空气混合气的反应活性以及控制氨喷射器的喷射时刻从而在主燃烧室内形成扩散燃烧；
所述控制系统的工作过程包括：低压氨燃料供给单元提供的氨燃料分为两路，一部分经管道进入氨喷射器，用于喷入主燃烧室，一部分进入车载制氢单元参与制取氢气；所述车载制氢单元制备的氢气分为两路，一部分由所述第一氢气喷射器喷入主燃烧室，另一部分供给至湍流射流点火装置，并在预燃室内腔中被火花塞点燃，在主燃烧室中形成预燃室射流火焰，在预燃室射流火焰形成之前，所述第一氢喷射器先向主燃烧室喷射一定量的氢气，其喷氢量由ECU调控，从而在主燃烧室内形成反应活性可调节的氢-空气混合气；随后根据发动机负荷变化，ECU控制所述氨喷射器于上止点附近喷射，喷射时刻略早于预燃室射流火焰形成，或与预燃室射流火焰形成同步，使喷入主燃烧室的氨燃料为边喷射边着火燃烧的状态，从而在主燃烧室形成扩散燃烧，完成燃烧做功。
进一步的，所述低压氨燃料供给单元包括依次连接的氨存储罐、加热器、稳压罐和压力控制器，所述氨存储罐中装有液氨；所述车载制氢单元包括依次连接的车载制氢装置、高压储氢罐和压力控制器。
进一步的，一进气阀设置在进气通道内，一排气阀设置在排气通道内，且进气阀和排气阀分别设置在缸盖的左右两侧，所述进气阀和排气阀用于结合发动机的节气门装置，改变进气量。
进一步的，所述湍流射流点火装置包括预燃室内腔、火花塞、空气喷射器和第二氢气喷射器；所述空气喷射器的喷嘴伸入预燃室内腔用于向预燃室内腔喷射空气，所述第二氢气喷射器的喷嘴伸入预燃室内腔用于向预燃室内腔喷射氢气；所述火花塞、所述空气喷射器的喷嘴和第二氢气喷射器的喷嘴设置在所述预燃室的同一侧；所述第二氢气喷射器的喷氢量由ECU调控用于控制预燃室射流火焰的强度；所述湍流射流点火装置底部开有射流孔，所述预燃室内腔与主燃烧室通过射流孔相通；所述湍流射流点火装置具有两种工作模式，分别是双喷射模式和扫气模式；
当所述ECU控制所述湍流射流点火装置为双喷射模式时，所述空气喷射器和第二氢气喷射器分别向所述预燃室内腔喷射新鲜空气和氢气，用于在预燃室内部形成当量混合气；
当所述ECU控制所述湍流射流点火装置为扫气模式时，只有所述空气喷射器向预燃室内腔喷射新鲜空气，对预燃室进行扫气，而后喷射氢气，并再次喷射空气，形成氢-空气混合气。
进一步的，所述湍流射流点火装置包括预燃室内腔、火花塞、第二氢气喷射器；所述第二氢气喷射器向下依次安装有高压预混腔和电磁阀，所述电磁阀底部的喷嘴伸入预燃室内腔用于向预燃室内腔喷射氢气-空气混合气；所述高压预混腔侧壁连通一进气口，用于将高压空气与来自第二氢气喷射器的氢气在其中进行预混；所述火花塞的喷嘴伸入所述预燃室内腔中；所述第二氢气喷射器的喷氢量由ECU调控用于控制预燃室射流火焰的强度；所述湍流射流点火装置底部开有射流孔，所述预燃室内腔与主燃烧室通过射流孔相通；所述湍流射流点火装置具有两种工作模式，分别是夹气喷射模式和扫气模式；
所述ECU控制所述湍流射流点火装置为夹气喷射模式时，所述第二氢气喷射器中氢气和高压空气在高压预混腔内混合后由电磁阀喷射氢-空气的混合气，用于在预燃室内部形成当量混合气；
所述ECU控制所述湍流射流点火装置为扫气模式时，所述电磁阀喷射两次，第一次向预燃室内腔喷射新鲜空气，对预燃室进行扫气；而后，第二氢气喷射器中氢气和高压空气在高压预混腔内混合后形成氢-空气混合气，并由电磁阀第二次喷射进入预燃室。
进一步的，所述预燃室射流火焰产生时刻由湍流射流点火装置5的火花塞12的点火时刻控制。
进一步的，所述氨喷射器为液氨低压喷射器，所述第一氢气喷射器具有一氢气低压喷嘴。
进一步的，所述车载氨制氢装置由所述氨氢融合燃料扩散燃烧发动机的发动机余热加热用于促进车载制氢进程，或是单独安装电加热装置进行热量供给。
与现有技术相比，本发明的技术方案所带来的有益效果是：
1.预燃室喷氢量与主燃烧室喷氢量协同控制发动机的反应活性及扩散燃烧过程，通过预燃室喷氢量控制射流火焰强度，主燃烧室喷氢控制混合气反应活性，通过缸内低压喷射氢气实现燃烧室内反应活性可控，进一步提高扩散燃烧能力，最终实现纯氨发动机在多工况、宽负荷条件下的高效稳定燃烧；
2.通过调整喷入主燃烧室氢气的喷氢量和/或喷射角度，调整主燃烧室内混合气的反应活性，再使喷氨时刻略早于或与射流火焰产生时间同时，从而解决氨气难点火和燃烧速度慢的问题。
附图说明
图1是一种基于反应活性调控的氨氢融合燃料扩散燃烧控制系统的示意图；
图2是实施例1的氨氢融合燃料发动机的结构示意图；
图3是实施例1的射流点火装置剖面图；
图4是实施例2的射流点火装置剖面图。
图中：
1：活塞 2：主燃烧室 3：进气阀
4：第一氢喷射器 5：湍流射流点火装置 6：射流火焰
7：氨喷射器 8：排气阀 9：缸盖
10：缸套 11，21：预燃室内腔 12，16：火花塞
13：空气喷射器 14：压紧螺栓15， 17：第二氢喷射器
18：高压预混腔 19：进气口 20：电磁阀
具体实施方式
为使本发明实施例的目的、技术方案、有益效果及显著进步更加清楚，下面结合本发明实例中所提供的附图，对本发明实施例中的技术方案进行清楚、完整的描述，显然，所有描述的这些实施例仅是本发明的部分实施例，而不是全部的实施例；基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
本发明提出的一种基于反应活性调控的氨氢融合燃料扩散燃烧控制系统中所需的氢气来源于车载制氢装置，由氨气制备；通过缸内直喷氨燃料和氢气，形成反应活性可调控的氨氢融合燃料。同时，所制备的氢气可供给预燃室，作为预燃室燃料，配合湍流射流点火装置，产生射流火焰，提升发动机点火性能。发动机工作过程中，通过控制氢气缸内喷射量调控主燃烧室内反应活性，通过控制预燃室射流火焰和主燃烧室氨燃料喷射时刻，在主燃烧室形成扩散燃烧模式。预燃室射流火焰强度由预燃室喷氢量控制，而预燃室射流火焰产生时刻由预燃室内火花塞点火时刻控制。下面结合附图对该装置的工作过程作进一步说明。
如图1所示，一种基于反应活性调控的氨氢融合燃料扩散燃烧控制系统，包括车载氨氢燃料供给系统、氨氢融合燃料扩散燃烧发动机和ECU；
所述车载氨氢燃料供给系统包括低压氨燃料供给单元和车载制氢单元，其中所述低压氨燃料供给单元用于提供压力范围为0.5～1.0MPa的低压氨燃料，包括依次连接的氨存储罐、加热器、稳压罐和压力控制器，所述氨存储罐中装有氨燃料，所述压力控制器用于调整来自稳压罐中的氨燃料，所述氨燃料可以是氨气也可以是液氨。所述车载制氢单元用于提供压力范围为1.0～2.0MPa的低压氢气，包括依次连接的车载制氢装置、高压储氢罐和压力控制器；车载制氢装置制备的氢气先由所述高压储氢罐储存，随后进入所述压力控制器控制氨燃料/氢气的压力，优选低压氨燃料供给单元输出的压力值为0.8MPa，优选车载制氢单元输出的压力值为1.0MPa。低压氨燃料一路供给至所述氨氢融合燃料扩散燃烧发动机的氨喷射器7，另一路供给车载制氢单元；制备的低压氢气分为两路送入所述氨氢融合燃料扩散燃烧发动机中，一路送入第一氢喷射器4参与燃烧做功，另一路送入湍流射流点火装置5用于预燃室中参与射流火焰形成。其中，发动机的余热可供给车载氨制氢装置用于加速氢的制备，所述车载氨制氢装置也可通过安装电加热装置进行热量供给。
所述ECU用于控制氨氢融合燃料扩散燃烧发动机、车载制氢装置和压力控制器，调控待进入氨氢融合燃料扩散燃烧发动机的氨燃料和氢气的喷气量及压力值，以及调控所述氨氢融合燃料扩散燃烧发动机内氨喷射器7的喷射时刻从而在主燃烧室2内形成扩散燃烧。
如图2所示，所述氨氢融合燃料扩散燃烧发动机包括缸套10和设置在缸套10顶部的发动机缸盖9，所述发动机缸盖9顶部设置有进气阀3、排气阀8、第一氢喷射器4、氨喷射器7以及湍流射流点火装置5；所述进气阀3设置在进气通道内，所述排气阀8设置在排气通道内，且进气阀3和排气阀8分别设置在缸盖的左右两侧；所述缸套10内设置有活塞1；所述进气阀3和排气阀8用于结合氨氢融合燃料扩散燃烧发动机的节气门装置，改变进气量。发动机缸盖与湍流射流点火装置5和活塞1共同组成主燃烧室2，且所述湍流射流点火装置5位于主燃烧室正上方。其中，第一氢喷射器4和氨喷射器7安装角度可灵活布置，优选第一氢喷射器4与所述湍流射流点火装置5的喷嘴形成45度夹角，通过改变所述第一氢喷射器4喷嘴的喷射角度能够在主燃烧室射流点火方向和氨燃料喷射方向形成不同反应活性氢-空气混合气；所述湍流射流点火装置5、第一氢喷射器4和氨喷射器7的喷嘴均伸入主燃烧室2中，喷入主燃烧室的氢气与主燃烧室内的空气首先形成氢-空气混合气，随后再与喷入的氨燃料形成氨氢融合燃料；在主燃室2入射氨燃料之前，该氢-空气混合气的反应活性可以通过改变所述第一氢喷射器4的喷氢量实现。当喷氢量增加，氢-空气混合气反应活性提高，反之，氢-空气混合气反应活性降低。所述第一氢喷射器4由ECU和发动机燃料喷射系统配合控制调控。
其中，所述氨喷射器7为液氨低压喷射器，所述第一氢喷射器4具有一氢气低压喷嘴。
如图3所示，所述湍流射流点火装置5为配置双喷式预燃室形成带有扫气功能的湍流射流点火装置，包括一壳体，所述壳体底部通过螺纹安装于发动机缸盖9上；所述壳体内部安装有竖直设置的空气喷射器13和第二氢喷射器15，所述空气喷射器13和第二氢喷射器15分别通过一个压紧螺栓14固定于所述壳体上，所述压紧螺栓具有通孔且两端均具有螺纹，一端通过螺纹与壳体连接，用于固定空气喷射器13或第二氢喷射器15，另一端用于连接气路，所述压紧螺栓的通孔用于将空气送入空气喷射器13或是将氢气送入第二氢喷射器15。所述壳体下部形成一预燃室内腔11，一火花塞12安装在所述预燃室内腔顶部且火花塞12的电极伸入预燃室中，通过控制火花塞12点火时刻可控制射流火焰6产生的时刻；所述火花塞、所述空气喷射器的喷嘴和第二氢喷射器的喷嘴设置在所述预燃室的同一侧；所述壳体底部开有射流孔，且所述预燃室与主燃烧室通过射流孔相通。所述空气喷射器和第二氢喷射器通过ECU和发动机燃料喷射系统配合控制调控。所述射流孔用于实现火焰加速传播，提高燃烧速率，进而提高发动机的经济性。
结合图1，其工作过程为：
所述ECU控制所述湍流射流点火装置5为双喷射模式时，氨存储罐中的氨燃料依次流经加热器、稳压罐和压力控制器，ECU用于调控压力控制器中氨燃料的压力为0.5～1.0MPa，随后氨燃料分为两路，一部分经管道进入氨喷射器7随后根据ECU控制其直喷入主燃烧室2的时刻，一部分进入车载制氢单元中的车载制氢装置。车载制氢装置制备的氢气依次流经高压储氢罐和压力控制器，ECU调控压力控制器中氢气的压力为1.0～2.0MPa，随后氢气分为两路，一部分由所述第一氢喷射器4直喷入主燃烧室2，另一部分供给至湍流射流点火装置5，即由第二氢喷射器15喷入预燃室内腔11，空气喷射器13也向预燃室内腔11中喷射新鲜空气，配合喷入预燃室内腔11的氢气可形成当量混合气，而后由火花塞12点燃，在主燃烧室2中形成预燃室射流火焰6；所述预燃室射流火焰6产生时刻由预燃室内火花塞12的点火时刻控制，在预燃室射流火焰6形成之前，所述第一氢喷射器4先向主燃烧室喷射一定量的氢气，ECU调控所述第一氢喷射器4的喷氢量控制主燃烧室氢-空气混合气的反应活性，随后根据发动机负荷变化，ECU控制所述氨喷射器7于上止点附近喷射，喷射时刻略早于预燃室射流火焰6形成，或与预燃室射流火焰6形成同步，使主燃烧室氨燃料边喷射边着火燃烧的状态，从而在主燃烧室2形成扩散燃烧模式，完成燃烧做功。其中，预燃室射流火焰6的强度由ECU调控第二氢喷射器15的喷氢量实现。在发动机运行过程中根据发动机运行工况、工作负荷等，调控第一氢喷射器从而调控缸内工质反应活性。
所述ECU控制所述湍流射流点火装置5为扫气模式时，空气喷射器13在双喷射模式的基础上提前进行一次空气喷射，对预燃室内腔11进行扫气。在主燃烧室2混合气过浓或者发动机工作在高EGR率工况时，该扫气过程可消除主燃烧室2中氨气或废气对预燃室氢-空气混合气着火及燃烧的影响，进而保证射流点火强度，最终实现发动机稳定着火。
同时发动机余热用于向车载氨制氢装置供热，所述车载氨制氢装置也可以通过安装的电加热装置进行热量供给。图1中虚线表示ECU接收或发出的信号的传递路线。
实施例2
与实施例1结构类似，只是所述湍流射流点火装置5结构略有不同，然而本实施例的区别之处在于，向预燃室内腔中喷射的是提前预混好的当量氢-空气混合气，进而使射流点火更加稳定。以下只描述其区别特征。
所述湍流射流点火装置5配置夹气喷射预燃室形成具有扫气过程的湍流射流点火装置，包括火花塞16，第二氢喷射器17，高压预混腔18，进气口19，电磁阀20，和预燃室内腔21。如图4所示，包括一壳体，所述壳体底部通过螺纹安装于发动机缸盖9上；所述壳体内部从上至下依次安装有第二氢喷射器17、高压预混腔18和电磁阀20；所述高压预混腔18侧壁连通一进气口19，用于将高压空气与来自第二氢喷射器17的氢气在其中进行预混；所述壳体下部形成一预燃室内腔21，一火花塞16安装在壳体内，所述火花塞16的电极及所述电磁阀20底部的出口伸入预燃室内腔中；所述壳体底部开有射流孔，所述射流孔用于实现火焰加速传播，提高燃烧速率，进而提高发动机的经济性。
其工作过程为：所述ECU控制所述湍流射流点火装置为夹气喷射模式时，所述低压氨燃料供给单元制备的氨燃料分为两路，一部分经管道进入氨喷射器7随后根据ECU控制其直喷入主燃烧室2的时刻，一部分进入车载制氢单元中的车载制氢装置。车载制氢装置制备的氢气分为两路，一部分由所述第一氢喷射器4直喷入主燃烧室2，另一部分供给至湍流射流点火装置5的第二氢气喷射器17，来自所述第二氢气喷射器17的氢气与来自进气口19的高压空气在所述高压预混腔18内进行预混，形成当量均质预混气，而后均质预混气由电磁阀20喷入预燃室内腔21，而后由火花塞16点燃，在主燃烧室2中形成预燃室射流火焰6；所述预燃室射流火焰6产生时刻由预燃室内火花塞12的点火时刻控制，在预燃室射流火焰6形成之前，所述第一氢喷射器4先向主燃烧室喷射一定量的氢气，从而在主燃烧室内形成反应活性可调节的氢-空气混合气；ECU调控所述第一氢喷射器4的喷氢量控制主燃烧室氢-空气混合气反应活性，根据发动机负荷变化，ECU控制所述氨喷射器7于上止点附近喷射，喷射时刻略早于预燃室射流火焰6形成，或与预燃室射流火焰6形成同步，使主燃烧室氨燃料边喷射边着火燃烧的状态，从而在主燃烧室2形成扩散燃烧模式，完成燃烧做功。其中，预燃室射流火焰6的强度由ECU调控第二氢喷射器15的喷氢量实现。在发动机运行过程中根据发动机运行工况、工作负荷等，调控第一氢喷射器从而调控缸内工质反应活性。
所述ECU控制所述湍流射流点火装置为扫气模式时，(除湍流射流点火装置5工作过程不同外，其余过程与夹气喷射模式相同，因此不再赘述。)所述电磁阀喷射两次，第一次向预燃室内腔21喷射新鲜空气，对预燃室内腔21进行扫气；而后，第二氢气喷射器17中氢气和高压空气在高压预混腔18内混合后形成氢-空气混合气，由电磁阀第二次喷射进入预燃室内腔21。
以上实施例仅用以说明本发明的技术方案，而非是对其的限制，尽管参照前述各实施例对本发明进行了详细的说明，本领域的普通技术人员应当理解，其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分或者全部技术特征进行等同替换，而这些修改或者替换，并不使相应技术方案的本质脱离本发明各实施例技术方案的范围，本领域技术人员根据本说明书内容所做出的非本质改进和调整或者替换，均属本发明所要求保护的范围。

Claims (6)

1.基于反应活性调控的氨氢融合燃料扩散燃烧控制系统，其特征在于，包括车载氨氢燃料供给系统、氨氢融合燃料扩散燃烧发动机和ECU；
所述车载氨氢燃料供给系统包括低压氨燃料供给单元和车载制氢单元，所述车载氨氢燃料供给系统用于向所述氨氢融合燃料扩散燃烧发动机提供制备的低压氨燃料和氢气；其中所述低压氨燃料供给单元用于提供压力范围为0.5～1.0MPa的氨燃料，所述车载制氢单元用于提供压力范围为1.0～2.0MPa的氢气；
所述氨氢融合燃料扩散燃烧发动机包括发动机缸盖(9)、缸套(10)、活塞(1)、主燃烧室(2)、进气通道、排气通道，还包括设置在缸盖上的第一氢喷射器(4)、氨喷射器(7)以及带有预燃室的湍流射流点火装置(5)；其中，所述湍流射流点火装置(5)、第一氢喷射器(4)和氨喷射器(7)的喷嘴均伸入主燃烧室(2)中，用于向发动机的主燃烧室内直喷氨燃料和氢气，喷入主燃烧室的氢气与主燃烧室内的空气首先形成氢-空气混合气，随后再与喷入的氨燃料形成氨氢融合燃料；所述氢-空气混合气反应活性的调节方式包括：改变所述氨氢融合燃料扩散燃烧发动机的第一氢喷射器的喷氢量，和/或改变所述第一氢喷射器喷嘴的喷射角度；
所述ECU用于控制氨氢融合燃料扩散燃烧发动机和车载氨氢燃料供给系统，从而控制预燃室射流火焰强度、控制主燃烧室内氢-空气混合气的反应活性以及控制氨喷射器(7)的喷射时刻从而在主燃烧室(2)内形成扩散燃烧；
所述控制系统的工作过程包括：低压氨燃料供给单元提供的氨燃料分为两路，一部分经管道进入氨喷射器(7)用于喷入主燃烧室，一部分进入车载制氢单元参与制取氢气；所述车载制氢单元制备的氢气分为两路，一部分由所述第一氢喷射器(4)喷入主燃烧室，另一部分供给至湍流射流点火装置(5)，并在预燃室内腔中被火花塞点燃，在主燃烧室中形成预燃室射流火焰(6)，在预燃室射流火焰(6)形成之前，所述第一氢喷射器(4)先向主燃烧室喷射一定量的氢气，其喷氢量由ECU调控，从而在主燃烧室(2)内形成反应活性可调节的氢-空气混合气；随后根据发动机负荷变化，ECU控制所述氨喷射器(7)于上止点附近喷射，喷射时刻略早于预燃室射流火焰(6)形成，或与预燃室射流火焰(6)形成同步，使喷入主燃烧室(2)的氨燃料为边喷射边着火燃烧的状态，从而在主燃烧室(2)形成扩散燃烧，完成燃烧做功；
其中，所述湍流射流点火装置(5)包括预燃室内腔(21)、火花塞(12,16)、第二氢喷射器(17)；所述第二氢喷射器(17)向下依次安装有高压预混腔(18)和电磁阀(20)，所述电磁阀(20)底部的喷嘴伸入预燃室内腔(21)用于向预燃室内腔(21)喷射氢-空气混合气；所述高压预混腔(18)侧壁连通一进气口(19)，用于将高压空气与来自第二氢喷射器的氢气在其中进行预混；所述火花塞(12,16)的喷嘴伸入所述预燃室内腔中；所述第二氢喷射器(17)的喷氢量由ECU调控用于控制预燃室射流火焰的强度；所述湍流射流点火装置(5)底部开有射流孔，所述预燃室内腔与主燃烧室通过射流孔相通；所述湍流射流点火装置具有两种工作模式，分别是夹气喷射模式和扫气模式；
所述ECU控制所述湍流射流点火装置为夹气喷射模式时，所述第二氢喷射器(17)中氢气和高压空气在高压预混腔内混合后由电磁阀(20)喷射氢-空气混合气，用于在预燃室内部形成当量混合气；
所述ECU控制所述湍流射流点火装置为扫气模式时，所述电磁阀(20)喷射两次，第一次向预燃室内腔喷射新鲜空气，对预燃室进行扫气；而后，第二氢喷射器(17)中氢气和高压空气在高压预混腔内混合后形成氢-空气混合气，并由电磁阀第二次喷射进入预燃室。
2.根据权利要求1所述的基于反应活性调控的氨氢融合燃料扩散燃烧控制系统，其特征在于，所述低压氨燃料供给单元包括依次连接的氨存储罐、加热器、稳压罐和压力控制器，所述氨存储罐中装有液氨；所述车载制氢单元包括依次连接的车载制氢装置、高压储氢罐和压力控制器。
3.根据权利要求1所述的基于反应活性调控的氨氢融合燃料扩散燃烧控制系统，其特征在于，一进气阀(3)设置在进气通道内，一排气阀(8)设置在排气通道内，且进气阀和排气阀分别设置在缸盖的左右两侧，所述进气阀和排气阀用于结合发动机的节气门装置，改变进气量。
4.根据权利要求1所述的基于反应活性调控的氨氢融合燃料扩散燃烧控制系统，其特征在于，所述预燃室射流火焰(6)产生时刻由湍流射流点火装置(5)的火花塞(12,16)的点火时刻控制。
5.根据权利要求1所述的基于反应活性调控的氨氢融合燃料扩散燃烧控制系统，其特征在于，所述氨喷射器(7)为液氨低压喷射器，所述第一氢喷射器(4)具有一氢气低压喷嘴。
6.根据权利要求2所述的基于反应活性调控的氨氢融合燃料扩散燃烧控制系统，其特征在于，所述车载制氢装置由所述氨氢融合燃料扩散燃烧发动机的发动机余热加热用于促进车载制氢进程，或是单独安装电加热装置进行热量供给。
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