CN117231357A - In-cylinder direct injection ammonia-hydrogen internal combustion engine and control method thereof - Google Patents
In-cylinder direct injection ammonia-hydrogen internal combustion engine and control method thereof Download PDFInfo
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- CN117231357A CN117231357A CN202311048511.6A CN202311048511A CN117231357A CN 117231357 A CN117231357 A CN 117231357A CN 202311048511 A CN202311048511 A CN 202311048511A CN 117231357 A CN117231357 A CN 117231357A
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- 239000001257 hydrogen Substances 0.000 title claims abstract description 245
- 229910052739 hydrogen Inorganic materials 0.000 title claims abstract description 245
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 203
- 238000002347 injection Methods 0.000 title claims abstract description 165
- 239000007924 injection Substances 0.000 title claims abstract description 165
- 238000000034 method Methods 0.000 title claims abstract description 31
- QGZKDVFQNNGYKY-UHFFFAOYSA-N Ammonia Chemical compound N QGZKDVFQNNGYKY-UHFFFAOYSA-N 0.000 claims abstract description 239
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 claims abstract description 167
- 230000006835 compression Effects 0.000 claims description 59
- 238000007906 compression Methods 0.000 claims description 59
- 238000003860 storage Methods 0.000 claims description 24
- 229910021529 ammonia Inorganic materials 0.000 abstract description 54
- 229910052799 carbon Inorganic materials 0.000 abstract description 10
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 abstract description 9
- 150000002431 hydrogen Chemical class 0.000 abstract description 9
- 238000006243 chemical reaction Methods 0.000 abstract description 6
- 230000000694 effects Effects 0.000 abstract description 6
- 238000005265 energy consumption Methods 0.000 abstract description 6
- 239000007789 gas Substances 0.000 abstract description 6
- 239000000446 fuel Substances 0.000 description 17
- 230000001276 controlling effect Effects 0.000 description 11
- 239000000203 mixture Substances 0.000 description 10
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 9
- 239000000243 solution Substances 0.000 description 5
- 230000009286 beneficial effect Effects 0.000 description 4
- 238000010304 firing Methods 0.000 description 3
- 239000008240 homogeneous mixture Substances 0.000 description 3
- 238000003421 catalytic decomposition reaction Methods 0.000 description 2
- 230000005611 electricity Effects 0.000 description 2
- 239000002803 fossil fuel Substances 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 238000004080 punching Methods 0.000 description 2
- 229910001220 stainless steel Inorganic materials 0.000 description 2
- 239000010935 stainless steel Substances 0.000 description 2
- 238000010521 absorption reaction Methods 0.000 description 1
- 230000003197 catalytic effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 238000009826 distribution Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 238000002156 mixing Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- TVMXDCGIABBOFY-UHFFFAOYSA-N octane Chemical compound CCCCCCCC TVMXDCGIABBOFY-UHFFFAOYSA-N 0.000 description 1
- 238000013486 operation strategy Methods 0.000 description 1
- 238000006722 reduction reaction Methods 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 238000005507 spraying Methods 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 238000009834 vaporization Methods 0.000 description 1
- 230000008016 vaporization Effects 0.000 description 1
Classifications
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- 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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- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
The invention provides an in-cylinder direct injection ammonia-hydrogen internal combustion engine and a control method thereof. An in-cylinder direct injection ammonia-hydrogen internal combustion engine comprising: a cylinder in which a combustion chamber is formed; the hydrogen injector is arranged on the cylinder and the injection direction faces the combustion chamber; the liquid ammonia injector is arranged on the cylinder and the injection direction faces the combustion chamber; the spark plug is arranged in the cylinder, and an ignition electrode of the spark plug is positioned in the combustion chamber; and the controller is electrically connected with the hydrogen injector, the liquid ammonia injector and the spark plug respectively. According to the in-cylinder direct injection ammonia-hydrogen internal combustion engine and the control method thereof, different operation modes and injection strategies are selected according to different working conditions, so that stable operation under small load, high-efficiency operation under medium load and operation under large load without knocking are ensured, carbon emission is not caused by combustion of ammonia/hydrogen mixed gas, the combustion effect is obviously improved compared with that of pure ammonia combustion, and the energy consumption is reduced. On the other hand, the high-temperature hydrogen flame excites ammonia rich combustion to pyrolyze hydrogen, so that the combustion of ammonia can be further accelerated, and the energy conversion rate is improved.
Description
Technical Field
The invention relates to the technical field of internal combustion engines, in particular to an in-cylinder direct-injection ammonia-hydrogen internal combustion engine and a control method thereof.
Background
The use of low-carbon and even carbon-free fuels in engines to replace traditional fossil fuels to reduce carbon emissions is an important trend. The hydrogen is a common carbon-free fuel, and has low ignition energy and high combustion speed, thereby being beneficial to improving the performance of the engine. However, the liquefying difficulty of hydrogen is high, the storage and transportation cost is high, and the use restriction is many.
Ammonia also has attracted considerable attention in the international energy field as an excellent carrier of hydrogen. Compared with hydrogen, ammonia has higher popularization feasibility: the liquefying pressure is low, and the storage and the transportation are convenient; the method is applied to agriculture and industry on a large scale, and the matched infrastructure is perfect. In addition, the popularization value of ammonia fuel is also very high: the production and use processes can achieve carbon-free emission; the dependence on fossil fuel is reduced, and the energy crisis is dealt with.
However, ammonia has the disadvantages of high ignition energy, slow combustion speed, narrow flammable range, etc. as a fuel. The direct application of ammonia to engines has poor combustion efficiency and low energy conversion efficiency.
Disclosure of Invention
The present invention is directed to solving at least one of the technical problems existing in the related art. Therefore, the invention provides an in-cylinder direct injection ammonia-hydrogen internal combustion engine and a control method thereof.
The invention provides an in-cylinder direct injection ammonia-hydrogen internal combustion engine, comprising:
a cylinder in which a combustion chamber is formed;
a hydrogen injector which is arranged in the cylinder and the injection direction of which faces the combustion chamber;
the liquid ammonia injector is arranged on the cylinder and the injection direction faces the combustion chamber;
a spark plug provided in the cylinder, an ignition electrode of the spark plug being located in the combustion chamber;
and the controller is respectively and electrically connected with the hydrogen injector, the liquid ammonia injector and the spark plug.
The invention provides an in-cylinder direct injection ammonia-hydrogen internal combustion engine, which further comprises:
a hydrogen storage tank;
the input end of the hydrogen pressure reducing valve is connected with the hydrogen storage tank, and the output end of the hydrogen pressure reducing valve is connected with the hydrogen injector.
The invention provides an in-cylinder direct injection ammonia-hydrogen internal combustion engine, which further comprises:
a liquid ammonia storage tank;
the liquid ammonia pressure reducing valve, the input of liquid ammonia pressure reducing valve connect in the liquid ammonia storage tank, the output of liquid ammonia pressure reducing valve connect in the liquid ammonia sprayer.
The invention provides a control method of an in-cylinder direct injection ammonia-hydrogen internal combustion engine, which comprises the following steps:
determining the working condition of the in-cylinder direct injection ammonia-hydrogen internal combustion engine;
determining an operation mode of the in-cylinder direct injection ammonia-hydrogen internal combustion engine based on the working condition;
and controlling the operation of the hydrogen injector and the liquid ammonia injector based on the operation mode.
The invention provides a control method of an in-cylinder direct injection ammonia-hydrogen internal combustion engine, which comprises the following steps:
determining that the in-cylinder direct injection ammonia-hydrogen internal combustion engine is in a starting working condition or a small load working condition or a working condition without liquid ammonia;
determining the running mode of the in-cylinder direct injection ammonia-hydrogen internal combustion engine to be a small-load pure hydrogen mode;
controlling the hydrogen injector to perform single injection in an air inlet stroke or a compression stroke, wherein the liquid ammonia injector does not perform injection;
the small load working condition is a working condition that the actual power of the internal combustion engine is not more than 30% of rated power.
According to the control method of the in-cylinder direct injection ammonia-hydrogen internal combustion engine provided by the invention, when a crankshaft of the in-cylinder direct injection ammonia-hydrogen internal combustion engine runs 90-360 degrees before the top dead center of a compression stroke, single injection of the hydrogen injector is controlled.
The invention provides a control method of an in-cylinder direct injection ammonia-hydrogen internal combustion engine, which comprises the following steps:
determining that the in-cylinder direct injection ammonia-hydrogen internal combustion engine is in a medium load working condition;
determining the running mode of the in-cylinder direct injection ammonia-hydrogen internal combustion engine as a medium-load high-efficiency mode;
controlling the hydrogen injector to perform single injection in an air inlet stroke or a compression stroke, wherein the liquid ammonia injector performs single injection in the compression stroke and the injection time is later than that of the hydrogen injector;
the medium load working condition is a working condition that the actual power of the internal combustion engine is more than 30% of rated power and not more than 70% of rated power.
According to the control method of the in-cylinder direct injection ammonia-hydrogen internal combustion engine, when a crankshaft of the in-cylinder direct injection ammonia-hydrogen internal combustion engine runs 90-360 degrees before the top dead center of a compression stroke, single injection of the hydrogen injector is controlled; and controlling the liquid ammonia injector to perform single injection when the crankshaft runs to 10-40 degrees before the compression stroke top dead center.
The invention provides a control method of an in-cylinder direct injection ammonia-hydrogen internal combustion engine, which comprises the following steps:
determining that the in-cylinder direct injection ammonia-hydrogen internal combustion engine is in a large load working condition;
determining that the running mode of the in-cylinder direct injection ammonia-hydrogen internal combustion engine is a large load performance mode;
controlling the hydrogen injector to perform single injection in an air inlet stroke or a compression stroke, wherein the liquid ammonia injector performs first injection in the compression stroke and injection time is later than that of the hydrogen injector, and the liquid ammonia injector performs second injection in a working stroke;
the high-load working condition is a working condition that the actual power of the internal combustion engine is more than 70% of rated power.
According to the control method of the in-cylinder direct injection ammonia-hydrogen internal combustion engine, when a crankshaft of the in-cylinder direct injection ammonia-hydrogen internal combustion engine runs 90-360 degrees before the top dead center of a compression stroke, single injection of the hydrogen injector is controlled; when the crankshaft runs to 10-40 degrees before the compression stroke top dead center, controlling the liquid ammonia injector to inject for the first time; and controlling the liquid ammonia injector to jet for the second time when the crankshaft runs to 0-10 degrees after the compression stroke top dead center.
According to the in-cylinder direct injection ammonia-hydrogen internal combustion engine and the control method thereof, the two fuel injectors are arranged, so that the injection of ammonia and hydrogen can be controlled respectively; through setting up the controller and being connected with hydrogen injector, liquid ammonia injector and spark plug electricity respectively, can select different operation modes and injection strategies according to different operating modes, ensure that little load steady operation, medium load high efficiency operation and heavy load do not have the knock operation, the burning of ammonia/hydrogen gas mixture can not cause the carbon emission simultaneously, and the combustion effect is obviously promoted than pure ammonia burning, has reduced the energy consumption. On the other hand, the high-temperature hydrogen flame excites ammonia rich combustion to pyrolyze hydrogen, so that the combustion of ammonia can be further accelerated, and the energy conversion rate is improved.
Drawings
In order to more clearly illustrate the invention or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic structural diagram of an in-cylinder direct injection ammonia-hydrogen internal combustion engine provided by an embodiment of the invention.
Fig. 2 is a schematic flow chart of a control method of an in-cylinder direct injection ammonia-hydrogen internal combustion engine according to an embodiment of the invention.
Reference numerals:
1. a hydrogen storage tank; 2. a hydrogen pressure reducing valve; 3. a hydrogen pipeline; 4. a hydrogen injector; 5. a liquid ammonia injector; 6. a liquid ammonia pipeline; 7. a liquid ammonia pressure reducing valve; 8. a liquid ammonia storage tank; 9. an exhaust passage; 10. a cylinder cover; 11. a spark plug; 12. a combustion chamber; 13. and (5) an air inlet channel.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The in-cylinder direct injection ammonia-hydrogen internal combustion engine of the present invention is described below with reference to fig. 1.
As shown in fig. 1, an in-cylinder direct injection ammonia-hydrogen internal combustion engine provided by an embodiment of the present invention includes: a cylinder, a hydrogen injector 4, a liquid ammonia injector 5, a spark plug 11 and a controller. Wherein a combustion chamber 12 is formed inside the cylinder; the hydrogen injector 4 is provided to the cylinder with the injection direction toward the combustion chamber 12; the liquid ammonia injector 5 is arranged on the cylinder and the injection direction is towards the combustion chamber 12; a spark plug 11 is provided in the cylinder, and an ignition electrode of the spark plug 11 is located in the combustion chamber 12; the controller is electrically connected to the hydrogen injector 4, the liquid ammonia injector 5 and the spark plug 11, respectively.
According to the in-cylinder direct injection ammonia-hydrogen internal combustion engine provided by the embodiment of the invention, the injection of ammonia and hydrogen can be controlled respectively by arranging the two fuel injectors; through setting up the controller and being connected with hydrogen injector 4, liquid ammonia injector 5 and spark plug 11 electricity respectively, can select different operation modes and injection strategies according to different operating modes, ensure that little load steady operation, medium load high efficiency operation and heavy load do not have the knock operation, the burning of ammonia/hydrogen gas mixture can not cause the carbon emission simultaneously, and combustion effect is obviously promoted than pure ammonia burning, has reduced the energy consumption. On the other hand, the high-temperature hydrogen flame excites ammonia rich combustion to pyrolyze hydrogen, so that the combustion of ammonia can be further accelerated, and the energy conversion rate is improved.
Specifically, referring to fig. 1, a combustion chamber 12 is formed inside the cylinder. The combustion chamber 12 is where the combustion process occurs. That is, the hydrogen gas injected from the hydrogen injector 4 and the liquid ammonia injected from the liquid ammonia injector 5 are combusted in the combustion chamber 12 to push the piston to move, thereby converting chemical energy into mechanical energy.
The hydrogen injector 4 is provided to the cylinder with an injection direction toward the combustion chamber 12 for injecting hydrogen into the combustion chamber 12. The liquid ammonia injector 5 is provided in the cylinder with an injection direction toward the combustion chamber 12 for injecting liquid ammonia into the combustion chamber 12.
By providing two fuel injectors, the injection of both ammonia and hydrogen can be controlled separately. Ammonia and hydrogen are carbon-free fuels with wide sources, can be prepared by a carbon-free process, and are beneficial to reducing the carbon emission in the whole life cycle. Compared with hydrogen, ammonia has more mature and low-cost storage and transportation technology, and ammonia can be used as main fuel to reduce the use cost of the whole life cycle; the hydrogen is helpful for exciting and accelerating the combustion of ammonia, improving the combustion performance of the ammonia and improving the thermal efficiency of the internal combustion engine. In addition, the ammonia hydrogen combustion process does not generate carbon emission, and the problems that carbon deposit adheres to the surface of a combustion system to deteriorate energy consumption and emission are solved. On the other hand, the high-temperature hydrogen flame excites ammonia rich combustion to pyrolyze hydrogen, so that the combustion of ammonia can be further accelerated, and the energy conversion rate is improved.
The arrangement manner of the hydrogen injector 4 and the liquid ammonia injector 5 may be any manner that can achieve a fixed connection, and the embodiment of the present invention is not limited in this respect, for example: the hydrogen injector 4 and the liquid ammonia injector 5 are fixedly arranged in a combustion chamber 12 of the in-cylinder direct injection ammonia-hydrogen internal combustion engine through screws.
A spark plug 11 is provided in the cylinder, and an ignition electrode of the spark plug 11 is located in the combustion chamber 12 for igniting and starting combustion of the mixed fuel.
In this embodiment, the cylinder includes a cylinder head 10, and the above-described hydrogen injector 4, liquid ammonia injector 5, and spark plug 11 are all fixed by the cylinder head 10. That is, openings for mounting the hydrogen injector 4, the liquid ammonia injector 5 and the spark plug 11 are formed on the top surface of the cylinder head 10, and the punching positions and the punching angles of the three openings may be arbitrarily combined. The hydrogen injector 4, the liquid ammonia injector 5, and the spark plug 11 may be detachably attached to the opening by fasteners such as screws. The advantage of setting up like this is easy dismounting, and later stage can independently maintain, changes, use cost is low.
Alternatively, the fixing hole of the ignition plug 11 may be opened perpendicularly to the surface of the cylinder head 10, and the ignition plug 11 may be disposed at the geometric center of the combustion chamber 12. The fixing holes of the hydrogen injector 4 and the liquid ammonia injector 5 can be arranged at two sides of the spark plug 11 and are opened at an angle with the surface of the cylinder cover 10, and the injection direction is inclined towards the direction approaching the spark plug 11. The effect of this arrangement is that the injection of fuel is closer to the centre of the combustion chamber 12 and the ignition electrode of the spark plug 11, facilitating even distribution of fuel and rapid ignition.
The controller is respectively and electrically connected with the hydrogen injector 4, the liquid ammonia injector 5 and the spark plug 11 and is used for regulating and controlling the injection and ignition process of the mixed fuel. It can be understood that in order to realize control based on the actual working condition of the internal combustion engine, a crankshaft position sensor, a rotating speed sensor and the like are correspondingly arranged in the working system of the in-cylinder direct injection ammonia-hydrogen internal combustion engine and are used for judging the power and the load of the internal combustion engine, so that different operation modes and injection strategies are selected according to different working conditions.
It will be appreciated that in order to achieve intake and exhaust of an internal combustion engine, it is also necessary to provide an intake duct 13 and an exhaust duct 9, respectively, for supplying air to the combustion process and for discharging exhaust gases after the end of the combustion. The combustion chamber 12 communicates with the intake passage 13 and the exhaust passage 9, respectively. The intake duct 13 and the exhaust duct 9 may be provided on the head 10 of the cylinder. Specifically, openings for mounting the intake duct 13 and the exhaust duct 9 are optionally opened on the top surface or side of the cylinder head 10. The present embodiment is not particularly limited thereto.
According to various embodiments, the in-cylinder direct injection ammonia-hydrogen internal combustion engine provided by the invention may further include: a hydrogen storage tank 1, a hydrogen pressure reducing valve 2, a liquid ammonia storage tank 8 and a liquid ammonia pressure reducing valve 7.
The hydrogen pressure reducing valve 2 is used to reduce the pressure of the stored high-pressure hydrogen gas and supply it to the hydrogen injector 4. The input end of the hydrogen pressure reducing valve 2 is connected with the hydrogen storage tank 1, and the output end of the hydrogen pressure reducing valve 2 is connected with the hydrogen injector 4. That is, the outlet of the hydrogen tank 1 is connected to the hydrogen pressure reducing valve 2, the outlet of the hydrogen pressure reducing valve 2 is connected to the hydrogen injector 4, and the outlet of the hydrogen injector 4 is connected to the combustion chamber 12.
The hydrogen pipeline 3 is used for communicating the hydrogen storage tank 1, the hydrogen pressure reducing valve 2 and the hydrogen injector 4 in sequence. The hydrogen line 3 may be a stainless steel pipe.
In actual use, the hydrogen in the hydrogen tank 1 is depressurized by the hydrogen depressurization valve 2 and then directly injected into the combustion chamber 12 through the hydrogen injector 4.
The liquid ammonia pressure reducing valve 7 is for depressurizing the stored high-pressure liquid ammonia and supplying the depressurized liquid ammonia to the liquid ammonia ejector 5. The input of liquid ammonia relief valve 7 is connected in liquid ammonia storage tank 8, and the output of liquid ammonia relief valve 7 is connected in liquid ammonia injector 5. That is, the outlet of the liquid ammonia tank 8 is connected to the liquid ammonia pressure reducing valve 7, the outlet of the liquid ammonia pressure reducing valve 7 is connected to the liquid ammonia ejector 5, and the outlet of the liquid ammonia ejector 5 is connected to the combustion chamber 12.
The liquid ammonia pipeline 6 is used for sequentially communicating the liquid ammonia storage tank 8, the liquid ammonia pressure reducing valve 7 and the liquid ammonia injector 5. The liquid ammonia line 6 may be a stainless steel tube.
In actual use, the liquid ammonia in the liquid ammonia storage tank 8 is depressurized through the liquid ammonia depressurization valve 7 and then directly injected into the combustion chamber 12 through the liquid ammonia injector 5.
The engine compression ratio of the in-cylinder direct injection ammonia-hydrogen internal combustion engine system is 15 to 22. The hydrogen gas injection pressure of the hydrogen gas injector 4 is 5-15 megapascals, and the liquid ammonia injection pressure of the liquid ammonia injector 5 is 10-50 megapascals. The energy ratio of hydrogen in the ammonia hydrogen fuel is 10-50%, wherein the hydrogen can be produced by the catalytic decomposition of liquid ammonia through an external catalytic device besides being supplied by the hydrogen injector 4, so that the requirement on a hydrogen storage device is reduced, and the flexibility of fuel supply is enhanced.
The control method of the in-cylinder direct injection ammonia-hydrogen internal combustion engine of the invention is described below with reference to fig. 2.
As shown in fig. 2, the embodiment of the invention further provides a control method of the in-cylinder direct injection ammonia-hydrogen internal combustion engine, which comprises the following steps:
s100: determining the working condition of the in-cylinder direct injection ammonia-hydrogen internal combustion engine;
s200: determining an operation mode of the in-cylinder direct injection ammonia-hydrogen internal combustion engine based on the working condition;
s300: the operation of the hydrogen injector 4 and the liquid ammonia injector 5 is controlled based on the operation mode.
According to the control method for the in-cylinder direct injection ammonia-hydrogen internal combustion engine, different operation modes and injection strategies can be selected according to different working conditions, so that stable operation under small load, high-efficiency operation under medium load and operation under large load without knocking are ensured, carbon emission is not caused by combustion of ammonia/hydrogen mixed gas, combustion effect is obviously improved compared with that of pure ammonia combustion, and energy consumption is reduced. On the other hand, the high-temperature hydrogen flame excites ammonia rich combustion to pyrolyze hydrogen, so that the combustion of ammonia can be further accelerated, and the energy conversion rate is improved.
Specifically, in step S100, the controller determines the operating condition of the in-cylinder direct injection ammonia-hydrogen internal combustion engine by a crank position sensor, a rotation speed sensor, or the like. The working condition is at least one of a starting working condition, a liquid ammonia-free working condition, a small-load working condition, a medium-load working condition and a large-load working condition. The starting working condition is a working condition when the engine rotating speed n is changed from n=0 to n noteq 0; the working condition without liquid ammonia is the working condition when the liquid ammonia injector 5 cannot normally inject or the reserve of the liquid ammonia storage tank 8 is 0; the small load working condition is the working condition that the actual power of the internal combustion engine is not more than 30% of rated power; the medium load working condition is the working condition that the actual power of the internal combustion engine is more than 30% of rated power and not more than 70% of rated power; the large load working condition is the working condition that the actual power of the internal combustion engine is more than 70% of rated power.
In step S200, an operation mode of the in-cylinder direct injection ammonia-hydrogen internal combustion engine is determined based on the operating condition. Specifically, the engine is operated in a small-load pure hydrogen mode with early hydrogen injection and no ammonia injection under a starting working condition or a small-load working condition or a working condition without liquid ammonia; the engine is operated in a medium-load high-efficiency mode of hydrogen early injection and ammonia single late injection under a medium-load working condition; the engine is operated in a large load working condition by adopting a large load performance mode of early hydrogen injection and twice late ammonia injection.
In step S300, the operation of the hydrogen injector 4 and the liquid ammonia injector 5 is controlled based on the operation mode. In the small-load pure hydrogen mode, the hydrogen is injected in the early stage of an air inlet stroke or a compression stroke; in the medium-load high-efficiency mode, hydrogen is injected in the early stage of an air inlet stroke or a compression stroke, and liquid ammonia is injected in the later stage of the compression stroke; in the large load performance mode, the hydrogen is injected in the early stage of an air inlet stroke or a compression stroke, the liquid ammonia is injected for the first time in the later stage of the compression stroke, and the liquid ammonia is injected for the second time after the top dead center.
The operation of the hydrogen injector 4 and the liquid ammonia injector 5 is controlled based on the operation modes, so that stable operation in the low-load pure hydrogen mode, high-efficiency operation in the medium-load high-efficiency mode and knock-free operation in the high-load performance mode can be ensured. Meanwhile, the combustion of the ammonia/hydrogen mixed gas can not cause carbon emission, the combustion effect is obviously improved compared with that of pure ammonia, and the energy consumption is reduced. In this process, the high-temperature hydrogen flame excites ammonia rich combustion to pyrolyze hydrogen, that is, the hydrogen can be generated by catalytic decomposition of liquid ammonia in a cylinder in addition to being supplied by the hydrogen injector 4, thereby reducing the requirement for an external hydrogen storage device or a hydrogen production device, simplifying the complexity of the system and reducing the cost of the system.
The control method of the in-cylinder direct injection ammonia-hydrogen internal combustion engine will be specifically described below by way of three-way examples.
In an embodiment of the first aspect, determining that the in-cylinder direct injection ammonia-hydrogen internal combustion engine is in a starting working condition or a small load working condition or a working condition without liquid ammonia; determining the running mode of the in-cylinder direct injection ammonia-hydrogen internal combustion engine to be a small-load pure hydrogen mode; controlling the hydrogen injector 4 to perform single injection in an air inlet stroke or a compression stroke, wherein the liquid ammonia injector 5 does not perform injection; the small load working condition is a working condition that the actual power of the internal combustion engine is not more than 30% of rated power.
Specifically, the engine is operated in a small-load pure hydrogen mode with early hydrogen injection and no ammonia injection under a starting working condition or a small-load working condition or a working condition without liquid ammonia. The starting working condition is a working condition when the engine rotating speed n is changed from n=0 to n noteq 0; the working condition without liquid ammonia is the working condition when the liquid ammonia injector 5 cannot normally inject or the reserve of the liquid ammonia storage tank 8 is 0; the small load working condition is the working condition that the actual power of the internal combustion engine is not more than 30% of rated power.
The controller controls the hydrogen injector 4 to inject hydrogen into the combustion chamber 12 in the early stage of the intake stroke or the compression stroke so that the mixture in the combustion chamber 12 is burned in a stoichiometric ratio (the excess air ratio is 1), and the controller controls the liquid ammonia injector 5 not to inject liquid ammonia. Since the injection timing is early, the hydrogen gas and the air can be mixed uniformly in the combustion chamber 12, a homogeneous mixture is formed near the compression top dead center, and then the spark plug 11 provided in the combustion chamber 12 is discharged and ignited.
That is, the hydrogen injection strategy is injection in the early stage of the intake stroke or the compression stroke, so that the excess air ratio in the combustion chamber 12 is 1, and the liquid ammonia is not injected.
In this case, the minimum ignition energy of hydrogen is low, the flame speed is high, and the limit range of combustibility is wide, so that the hydrogen/air equivalent ratio homogeneous mixture in the combustion chamber 12 can be rapidly ignited and stably combusted by the spark plug 11, and the stable operation of the engine with small load is ensured.
More specifically, the controller controls the hydrogen injector 4 to inject hydrogen into the combustion chamber 12 in the early stage of the intake stroke or the compression stroke, and may control the hydrogen injector 4 to inject hydrogen in a single time when the crankshaft of the in-cylinder direct injection ammonia-hydrogen internal combustion engine is operated 90 to 360 degrees before the top dead center of the compression stroke. It will be appreciated that the controller is electrically connected to the crank position sensor to obtain engine crank angle data to determine the timing of injection and spark plug 11 discharge firing.
In a second aspect of embodiments, determining that the in-cylinder direct injection ammonia-hydrogen internal combustion engine is in a medium load condition; determining the running mode of the in-cylinder direct injection ammonia-hydrogen internal combustion engine as a medium-load high-efficiency mode; controlling the hydrogen injector 4 to perform single injection in an air inlet stroke or a compression stroke, wherein the liquid ammonia injector 5 performs single injection in the compression stroke and injection time is later than that of the hydrogen injector 4; the medium load working condition is a working condition that the actual power of the internal combustion engine is more than 30% of rated power and not more than 70% of rated power.
Specifically, the engine is operated in a medium-load high-efficiency mode of early hydrogen injection and single late ammonia injection under a medium-load working condition. The medium load working condition is the working condition that the actual power of the internal combustion engine is more than 30% of rated power and not more than 70% of rated power.
The controller controls the hydrogen injector 4 to inject hydrogen into the combustion chamber 12 in the early stage of the intake stroke or the compression stroke so that the mixture in the combustion chamber 12 is lean (the excess air ratio is 3 to 4). Because the injection timing is early, the hydrogen and air can be mixed uniformly in the combustion chamber 12, and a homogeneous mixture is formed near the compression top dead center. The controller controls the liquid ammonia injector 5 to inject liquid ammonia into the combustion chamber 12 in the latter stage of the compression stroke so that the mixture gas in the combustion chamber 12 is lean (the excess air ratio is 2 to 3). Because the injection time is very late, the liquid ammonia forms strong layering in the combustion chamber 12, is highly enriched in a small part of areas, and the other areas have low ammonia concentration and are little influenced by the vaporization heat absorption of the liquid ammonia, so that the hydrogen has high purity and high temperature, can quickly form high-temperature high-speed hydrogen flame, and is more beneficial to exciting the combustion of the ammonia. The spark plug 11 near the compression top dead center discharges and ignites, so as to ignite the ammonia/hydrogen/air combustible mixture in the combustion chamber 12, the initial flame is mainly hydrogen flame, and surrounds the surface of the ammonia enrichment area, so that the ammonia enrichment combustion is excited to produce hydrogen, and hydrogen flame with higher hydrogen concentration and larger area is generated, the combustion of ammonia in the combustion chamber 12 is further accelerated, and the combustion duration is shortened.
That is, the hydrogen injection strategy is the intake stroke or the early injection of the compression stroke, so that the excess air ratio in the combustion chamber 12 is 3 to 4, and the liquid ammonia injection strategy is the late injection of the compression stroke, so that the excess air ratio in the combustion chamber 12 is 2 to 3.
Under the condition, the hydrogen mixing into the ammonia fuel and the late spraying of the liquid ammonia to prepare the hydrogen strategy can obviously improve the combustion performance of the ammonia, and the lean-burning strategy is beneficial to further improving the thermal efficiency of the engine, so that the ammonia/hydrogen/air combustible mixture in the combustion chamber 12 can be quickly ignited by the spark plug 11 and realize the efficient clean burning of the ammonia fuel, thereby ensuring the high-efficiency operation of the engine under the common medium-load working condition.
More specifically, the controller controls the hydrogen injector 4 to inject hydrogen into the combustion chamber 12 in the early stage of the intake stroke or the compression stroke, and may control the hydrogen injector 4 to inject hydrogen in a single time when the crankshaft of the in-cylinder direct injection ammonia-hydrogen internal combustion engine is operated 90 to 360 degrees before the top dead center of the compression stroke. The controller may control the liquid ammonia injector 5 to inject liquid ammonia into the combustion chamber 12 in the late stage of the compression stroke, or may control the liquid ammonia injector 5 to inject liquid ammonia once when the crankshaft is operated 10 to 40 degrees before the top dead center of the compression stroke. It will be appreciated that the controller is electrically connected to the crank position sensor to obtain engine crank angle data to determine the timing of injection and spark plug 11 discharge firing.
In a third aspect of embodiments, determining that the in-cylinder direct injection ammonia-hydrogen internal combustion engine is in a heavy load condition; determining that the running mode of the in-cylinder direct injection ammonia-hydrogen internal combustion engine is a large load performance mode; controlling the hydrogen injector 4 to perform single injection in an air inlet stroke or a compression stroke, wherein the liquid ammonia injector 5 performs first injection in the compression stroke and injection time is later than that of the hydrogen injector 4, and the liquid ammonia injector 5 performs second injection in a power stroke; the high-load working condition is a working condition that the actual power of the internal combustion engine is more than 70% of rated power.
Specifically, the engine is operated in a large load working condition by adopting a large load performance mode of early hydrogen injection and twice late ammonia injection. The large load working condition is the working condition that the actual power of the internal combustion engine is more than 70% of rated power.
The controller controls the hydrogen injector 4 to inject hydrogen into the combustion chamber 12 in the early stage of the intake stroke or the compression stroke so that the mixture in the combustion chamber 12 is lean (the excess air ratio is 3 to 4). The controller controls the liquid ammonia injector 5 to inject liquid ammonia into the combustion chamber 12 for the first time in the later stage of the compression stroke, so that the mixed gas in the combustion chamber 12 is lean-burn (the air excess factor is 1.2-1.6). The spark plug 11 near the compression top dead center discharges and ignites the ammonia/hydrogen/air combustible mixture in the combustion chamber 12, and the controller controls the liquid ammonia injector 5 to inject liquid ammonia into the combustion chamber 12 for the second time after the top dead center so that the mixture in the combustion chamber 12 is burnt in a stoichiometric ratio (the excess air ratio is 1).
That is, the hydrogen injection strategy is the injection in the early stage of the intake stroke or the compression stroke, so that the excess air ratio in the combustion chamber 12 is 3 to 4, the liquid ammonia injection strategy is the first injection in the later stage of the compression stroke, so that the excess air ratio in the combustion chamber 12 is 1.2 to 1.6, and the second injection after the top dead center, so that the excess air ratio in the combustion chamber 12 is 1.
Under the condition, compared with a lean burn strategy, the stoichiometric ratio operation strategy further improves the power density of the engine, and can meet larger load requirements; meanwhile, the average temperature of the whole combustion process in the combustion chamber 12 is reduced by adopting a liquid ammonia two-time late injection strategy, the generation of nitrogen oxides is directly inhibited, and the nitrogen oxides generated in the combustion process are subjected to reduction reaction by utilizing the second liquid ammonia injection, so that the emission of nitrogen oxides of the engine can be further reduced; in addition, the ammonia has high octane number and good antiknock performance, and can realize the detonation-free operation under the working condition of high compression ratio and large load.
More specifically, the controller controls the hydrogen injector 4 to inject hydrogen into the combustion chamber 12 in the early stage of the intake stroke or the compression stroke, and may control the hydrogen injector 4 to inject hydrogen in a single time when the crankshaft of the in-cylinder direct injection ammonia-hydrogen internal combustion engine is operated 90 to 360 degrees before the top dead center of the compression stroke. The controller controls the liquid ammonia injector 5 to inject liquid ammonia into the combustion chamber 12 for the first time in the late stage of the compression stroke, and may control the liquid ammonia injector 5 to inject liquid ammonia for the first time when the crankshaft is operated 10 to 40 degrees before the top dead center of the compression stroke. The controller controls the liquid ammonia injector 5 to inject liquid ammonia into the combustion chamber 12 for the second time after the top dead center, and may control the liquid ammonia injector 5 to inject liquid ammonia for the second time when the crankshaft is operated to 0 to 10 degrees after the top dead center of the compression stroke. It will be appreciated that the controller is electrically connected to the crank position sensor to obtain engine crank angle data to determine the timing of injection and spark plug 11 discharge firing.
In the embodiments of the above three aspects, the controller acquires engine crank angle data and controls the spark plug 11 to discharge when the piston moves near the top dead center. The specific time of discharge can be adjusted according to the actual working condition to obtain the best combustion performance. Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and are not limiting; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims (10)
1. An in-cylinder direct injection ammonia-hydrogen internal combustion engine, comprising:
a cylinder in which a combustion chamber is formed;
a hydrogen injector which is arranged in the cylinder and the injection direction of which faces the combustion chamber;
the liquid ammonia injector is arranged on the cylinder and the injection direction faces the combustion chamber;
a spark plug provided in the cylinder, an ignition electrode of the spark plug being located in the combustion chamber;
and the controller is respectively and electrically connected with the hydrogen injector, the liquid ammonia injector and the spark plug.
2. The in-cylinder direct injection ammonia-hydrogen internal combustion engine according to claim 1, characterized by further comprising:
a hydrogen storage tank;
the input end of the hydrogen pressure reducing valve is connected with the hydrogen storage tank, and the output end of the hydrogen pressure reducing valve is connected with the hydrogen injector.
3. The in-cylinder direct injection ammonia-hydrogen internal combustion engine according to claim 1, characterized by further comprising:
a liquid ammonia storage tank;
the liquid ammonia pressure reducing valve, the input of liquid ammonia pressure reducing valve connect in the liquid ammonia storage tank, the output of liquid ammonia pressure reducing valve connect in the liquid ammonia sprayer.
4. A control method of the in-cylinder direct injection ammonia-hydrogen internal combustion engine according to any one of claims 1 to 3, characterized by comprising:
determining the working condition of the in-cylinder direct injection ammonia-hydrogen internal combustion engine;
determining an operation mode of the in-cylinder direct injection ammonia-hydrogen internal combustion engine based on the working condition;
and controlling the operation of the hydrogen injector and the liquid ammonia injector based on the operation mode.
5. The method for controlling an in-cylinder direct injection ammonia-hydrogen internal combustion engine according to claim 4, characterized by comprising:
determining that the in-cylinder direct injection ammonia-hydrogen internal combustion engine is in a starting working condition or a small load working condition or a working condition without liquid ammonia;
determining the running mode of the in-cylinder direct injection ammonia-hydrogen internal combustion engine to be a small-load pure hydrogen mode;
controlling the hydrogen injector to perform single injection in an air inlet stroke or a compression stroke, wherein the liquid ammonia injector does not perform injection;
the small load working condition is a working condition that the actual power of the internal combustion engine is not more than 30% of rated power.
6. The method for controlling an in-cylinder direct injection ammonia-hydrogen internal combustion engine according to claim 5, wherein the hydrogen injector is controlled to inject a single injection when a crankshaft of the in-cylinder direct injection ammonia-hydrogen internal combustion engine is running 90 to 360 degrees before a compression stroke top dead center.
7. The method for controlling an in-cylinder direct injection ammonia-hydrogen internal combustion engine according to claim 4, characterized by comprising:
determining that the in-cylinder direct injection ammonia-hydrogen internal combustion engine is in a medium load working condition;
determining the running mode of the in-cylinder direct injection ammonia-hydrogen internal combustion engine as a medium-load high-efficiency mode;
controlling the hydrogen injector to perform single injection in an air inlet stroke or a compression stroke, wherein the liquid ammonia injector performs single injection in the compression stroke and the injection time is later than that of the hydrogen injector;
the medium load working condition is a working condition that the actual power of the internal combustion engine is more than 30% of rated power and not more than 70% of rated power.
8. The method for controlling an in-cylinder direct injection ammonia-hydrogen internal combustion engine according to claim 7, characterized in that the hydrogen injector is controlled to inject a single injection when a crankshaft of the in-cylinder direct injection ammonia-hydrogen internal combustion engine is running 90 to 360 degrees before a compression stroke top dead center; and controlling the liquid ammonia injector to perform single injection when the crankshaft runs to 10-40 degrees before the compression stroke top dead center.
9. The method for controlling an in-cylinder direct injection ammonia-hydrogen internal combustion engine according to claim 4, characterized by comprising:
determining that the in-cylinder direct injection ammonia-hydrogen internal combustion engine is in a large load working condition;
determining that the running mode of the in-cylinder direct injection ammonia-hydrogen internal combustion engine is a large load performance mode;
controlling the hydrogen injector to perform single injection in an air inlet stroke or a compression stroke, wherein the liquid ammonia injector performs first injection in the compression stroke and injection time is later than that of the hydrogen injector, and the liquid ammonia injector performs second injection in a working stroke;
the high-load working condition is a working condition that the actual power of the internal combustion engine is more than 70% of rated power.
10. The control method of an in-cylinder direct injection ammonia-hydrogen internal combustion engine according to claim 9, characterized in that the hydrogen injector is controlled to inject a single injection when a crankshaft of the in-cylinder direct injection ammonia-hydrogen internal combustion engine is running 90 to 360 degrees before a compression stroke top dead center; when the crankshaft runs to 10-40 degrees before the compression stroke top dead center, controlling the liquid ammonia injector to inject for the first time; and controlling the liquid ammonia injector to jet for the second time when the crankshaft runs to 0-10 degrees after the compression stroke top dead center.
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| CN117780523A (en) * | 2024-02-27 | 2024-03-29 | 潍柴动力股份有限公司 | Control method, device, equipment and medium for hydrogen engine combustion system |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN117780523A (en) * | 2024-02-27 | 2024-03-29 | 潍柴动力股份有限公司 | Control method, device, equipment and medium for hydrogen engine combustion system |
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