CN214464592U - Natural gas and hydrogen double-injection device - Google Patents
Natural gas and hydrogen double-injection device Download PDFInfo
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- CN214464592U CN214464592U CN202120428603.7U CN202120428603U CN214464592U CN 214464592 U CN214464592 U CN 214464592U CN 202120428603 U CN202120428603 U CN 202120428603U CN 214464592 U CN214464592 U CN 214464592U
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- Y02T10/10—Internal combustion engine [ICE] based vehicles
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Abstract
The utility model discloses a natural gas and hydrogen double-injection device, wherein a natural gas supply system comprises a high-pressure natural gas bottle, a first electromagnetic valve, a first pressure reducing regulator and a natural gas rail nozzle body which are connected through pipelines; the hydrogen gas supply system comprises a high-pressure hydrogen cylinder, a second electromagnetic valve, a second pressure reducing regulator and a hydrogen gas rail nozzle body which are connected through pipelines, wherein the natural gas rail nozzle body and the hydrogen gas rail nozzle body are respectively composed of a gas rail and a plurality of nozzles, and the nozzles correspond to the number and the positions of the engine gas inlet branch pipes; the control system comprises a controller, an electronic throttle valve, an air inlet pressure and temperature sensor, a rotating speed sensor, a camshaft position sensor, a water temperature sensor, an oxygen sensor, a first electromagnetic valve, a second electromagnetic valve, a natural gas air rail nozzle body and a hydrogen air rail nozzle body. Can improve the performance of the engine and reduce the emission of pollutants.
Description
Technical Field
The utility model relates to an automobile engine technical field, concretely relates to two injection apparatus of natural gas hydrogen.
Background
Natural gas resources in China are rich, and the main component is methane CH4. Compared with gasoline and diesel oil, the ratio of hydrogen atoms to carbon atoms in methane molecules is large (4:1), namely, the methane fuel has large hydrogen content and small carbon content, and generates more water H after combustion2O, less carbon dioxide CO2. Meanwhile, because methane is gas, the methane is easy to mix with air in an engine, the combustion is sufficient, and the quantity PN and the mass PM of particulate matters in exhaust are less. Therefore, the natural gas automobile is called a clean fuel automobile and is a kind of automobile promoted by the nation. However, natural gas vehicles also have disadvantages, namely, the combustion speed of natural gas is low, which causes the thermal efficiency of the engine to be low, and unburned methane in exhaust gas is not easy to catalyze, which has high requirements on a three-way catalyst, and needs to adopt more precious metals (such as platinum Pt and palladium Pd).
Carbon dioxide CO2Increased emissions can cause elevated atmospheric temperatures with catastrophic consequences to the global ecological environment. Therefore, the development direction of the future automobiles is to reduce the carbonization of fuel and the pollution of automobile emission. Hydrogen H2The molecular structure is simple and does not contain carbon element. The engine using hydrogen as fuel has high combustion speed and high heat efficiency, and the product after combustion is only water H2O, does not generate harmful substances such as carbon monoxide CO, hydrocarbon HC, particulate matters (PN and PM) and the like, and does not generate carbon dioxide to discharge CO2(greenhouse gases). In recent years, the power generation by renewable energy sources (wind energy and solar energy) is greatly developed, the installed capacity is continuously expanded, and an energy basis is provided for hydrogen production by water electrolysis. The hydrogen produced by the electrolysis of water can be used as fuel for a fuel cell, and the surplus can be used on a natural gas engine, so that the performance and the emission of the engine are improved.
Although hydrogen has many advantages for use as a fuel for an engine, it has significant disadvantages, one being that the density of hydrogen is small (about one-thirteen times the density of air), and when the mass of hydrogen entering the engine is large, the hydrogen occupies a large cylinder volume, which limits the amount of air entering the engine, reducing the engine dynamics (power and torque) too much; secondly, the combustion speed of hydrogen is high, the temperature during combustion is high, and high nitrogen oxide NO can be generatedXAnd (5) discharging.
After being mixed with partial hydrogen in natural gas, the natural gas is used as engine fuel, and the combustion speed is accelerated, so that the combustion is more sufficient, the thermal efficiency of the engine is improved, and the emission of hydrocarbon HC is reduced. Because the hydrogen replaces partial natural gas, the total hydrogen content and the carbon content in the fuel are higher, and the mixed fuel can generate more water and less carbon dioxide CO after combustion2. Engines fueled by natural gas and hydrogen are therefore receiving increasing attention.
The natural gas and the hydrogen with one volume ratio are taken as fuels, so that the performance and the emission of the engine under different loads are difficult to be considered. The better mode is that under the working condition of small load of the engine, the fuel with high hydrogen content is used; under the condition of large load of the engine, the fuel with low hydrogen content is used. This requires that the fuel supply system be capable of supplying at least two natural gas and hydrogen mixed fuels in different proportions. At present, natural gas and hydrogen are mixed mainly in two ways: one is that in a natural gas filling station, a certain proportion of hydrogen (for example, 20%) is mixed in natural gas, and then the mixture is pressurized to 20MPa and filled into a high-pressure gas cylinder; the other is to use a hydrogen cylinder and a natural gas cylinder, a gas flow meter and a regulating valve are respectively arranged on the gas outlet pipeline of each gas cylinder, and the two gases are mixed and then used as fuel of an engine. The volume flow of the natural gas and the volume flow of the hydrogen are enabled to reach a certain proportion by adjusting the opening degree of the two regulating valves, for example, the volume of the natural gas in the mixed gas is 80%, and the volume of the hydrogen is 20%. The first mixing mode of natural gas and hydrogen only corresponds to a fixed ratio of natural gas and hydrogen. The second mixing method of natural gas and hydrogen requires two flow meters and manual or automatic control (a control mechanism needs to be added), is only suitable for being used in a laboratory or a fixed place and is not suitable for being used on a natural gas automobile.
SUMMERY OF THE UTILITY MODEL
In order to overcome the defect that above-mentioned prior art exists, the utility model aims at providing a natural gas hydrogen double injection apparatus can provide the natural gas of different proportions, hydrogen mixed fuel for the engine, improves the performance of engine, reduces pollutant emission.
Therefore, the utility model discloses the technical scheme who adopts does: a natural gas and hydrogen double-injection device comprises a natural gas supply system, a hydrogen supply system, a control system, an engine and a three-way catalyst, wherein the natural gas supply system comprises a high-pressure natural gas bottle, a first electromagnetic valve, a first pressure reducing regulator and a natural gas rail nozzle body which are connected through a pipeline; the hydrogen gas supply system comprises a high-pressure hydrogen cylinder, a second electromagnetic valve, a second pressure reducing regulator and a hydrogen gas rail nozzle body which are connected through pipelines, wherein the natural gas rail nozzle body and the hydrogen gas rail nozzle body are respectively composed of a gas rail and a plurality of nozzles, and the nozzles correspond to the number and the positions of the engine gas inlet branch pipes;
the control system comprises a controller, and is connected with the electronic throttle valve, the air inlet pressure and temperature sensor, the rotating speed sensor, the camshaft position sensor, the water temperature sensor, the oxygen sensor, the first electromagnetic valve, the second electromagnetic valve, the natural gas air rail nozzle body and the hydrogen air rail nozzle body through cables, and is used for controlling the opening degree of the electronic throttle valve, receiving engine air inlet pressure and temperature signals transmitted by the air inlet pressure and temperature sensor, receiving engine rotating speed signals transmitted by the rotating speed sensor, receiving engine phase signals transmitted by the camshaft position sensor, receiving engine water temperature signals transmitted by the water temperature sensor, receiving engine exhaust oxygen content signals transmitted by the oxygen sensor, controlling the connection and disconnection of the first electromagnetic valve and the second electromagnetic valve, and controlling the injection of the natural gas air rail nozzle body and the hydrogen air rail nozzle body.
Preferably, the intake pressure and temperature sensor is arranged at the downstream of the electronic throttle valve, detects the intake pressure and temperature more accurately, and is used for closed-loop control of the controller, so that the performance is further improved, and the emission is reduced.
Further preferably, the oxygen sensor is disposed upstream of the three-way catalyst, detects the oxygen content of the engine exhaust gas more accurately, and is used for closed-loop control of the controller, also to further improve performance and reduce emissions.
The utility model has the advantages that:
(a) each engine air inlet branch pipe is provided with a natural gas nozzle and a hydrogen nozzle which are respectively and independently sprayed, when the engine is used for air inlet, three gases of air, natural gas and hydrogen are sucked and then further mixed in the cylinder, and compared with the gas mixing, the spraying is carried out, so that the transient control precision of the air-fuel ratio is obviously improved, and the emission of the engine is favorably reduced;
(b) the control system receives various parameters such as engine air inlet pressure and temperature signals, engine rotating speed signals, engine phase signals, engine water temperature signals, engine exhaust oxygen content signals and the like, and controls the on-off of the first electromagnetic valve and the second electromagnetic valve, the injection of the natural gas air rail nozzle body and the hydrogen air rail nozzle body and the opening of the electronic throttle valve, so that closed-loop control is realized, the air-fuel ratio of the engine is ensured to be in the optimal reaction window of the three-way catalytic converter, and the conversion effect of three-way catalysis is improved; meanwhile, the content of noble metals (platinum Pt and palladium Pd) in the three-way catalyst can be reduced due to the reduction of hydrocarbon HC emission of the engine;
(c) when the air inlet pressure of the engine is lower than a set value C, fuel B with high hydrogen content is used, and when the air inlet pressure of the engine is higher than the set value C, fuel A with low hydrogen content is used, so that the engine can be ensured to have better performance and lower pollutant emission under the working conditions of small load and large load;
(d) in the starting and idling processes, the engine only uses hydrogen as fuel, and adopts an ultra-lean combustion technology with an excess air coefficient more than 2.5, so that the emission of the engine is close to zero, and the engine is easy to start smoothly in a low-temperature environment (such as-20 ℃ to-30 ℃); and then, the natural gas is injected to perform closed-loop control, so that the air-fuel ratio of the engine is quickly corrected.
Drawings
Fig. 1 is a schematic structural diagram of the present invention.
Fig. 2 is a schematic structural diagram of a natural gas rail nozzle body and a hydrogen gas rail nozzle body.
Detailed Description
The invention will be further described by way of examples with reference to the accompanying drawings:
as shown in fig. 1, the natural gas and hydrogen double-injection device mainly comprises a natural gas supply system, a hydrogen supply system, a control system, an engine 16 and a three-way catalyst 17. The engine 16 is used for combusting natural gas and hydrogen and outputting power to the outside; a three-way catalyst 17 is installed on the exhaust pipe for converting hydrocarbon HC, carbon monoxide CO, nitrogen oxide NO in the exhaust gasXConversion to water H2O, carbon dioxide CO2Nitrogen gas N2And the like.
The natural gas supply system comprises a high-pressure natural gas bottle 1, a first electromagnetic valve 2, a first pressure reducing regulator 3 and a natural gas rail nozzle body 4 which are connected through pipelines. Preferably, the high-pressure natural gas bottle 1, the first electromagnetic valve 2, the first pressure reducing regulator 3 and the natural gas rail nozzle body 4 are connected in sequence through pipelines. The high-pressure natural gas bottle 1 is used for storing high-pressure natural gas, the first electromagnetic valve 2 is used for controlling connection and disconnection of a natural gas pipeline, the first pressure reducing regulator 3 is used for reducing the pressure of the high-pressure natural gas and regulating the high-pressure natural gas to required low pressure, and the natural gas rail nozzle body 4 is used for controlling the injection flow of the natural gas.
The hydrogen gas supply system comprises a high-pressure hydrogen cylinder 5, a second electromagnetic valve 6, a second pressure reducing regulator 7 and a hydrogen gas rail nozzle body 8 which are connected through pipelines. Preferably, the high-pressure hydrogen cylinder 5, the second electromagnetic valve 6, the second pressure reducing regulator 7 and the hydrogen gas rail nozzle body 8 are connected in sequence by pipelines. The high-pressure hydrogen cylinder 5 is used for storing high-pressure hydrogen, the second electromagnetic valve 6 is used for controlling the on-off of a hydrogen pipeline, the second pressure reducing regulator 7 is used for reducing the pressure of the high-pressure hydrogen and regulating the pressure to be required low pressure, and the hydrogen gas rail nozzle body 8 is used for controlling the flow of the hydrogen.
As shown in fig. 2, the natural gas rail nozzle body 4 and the hydrogen gas rail nozzle body 8 have the same structure, and both consist of a gas rail a and a plurality of nozzles b. Each air outlet of the air rail a is provided with a nozzle b, the nozzles b correspond to the number and the positions of the air inlet branch pipes of the engine 16, each nozzle corresponds to one air cylinder, the nozzles are sequentially and correspondingly arranged on the air inlet branch pipes (close to a cylinder cover) of the engine, and the sequential injection of natural gas or hydrogen can be realized. The figure shows a four-cylinder engine, and the number of the nozzles of the natural gas rail nozzle body 4 and the hydrogen gas rail nozzle body 8 is also set to four, and the nozzles are injected in the working sequence of the engine, namely in the sequence of 1-3-4-2 under the control of the controller 9. The utility model discloses be applicable to three jars and six jar engines equally, correspondingly, the nozzle quantity of natural gas rail nozzle body 4, hydrogen gas rail nozzle body 8 also sets three or six.
The control system comprises a controller 9 and is connected with an electronic throttle valve 10, an air inlet pressure and temperature sensor 11, a rotating speed sensor 12, a camshaft position sensor 13, a water temperature sensor 14, an oxygen sensor 15, a first electromagnetic valve 2, a second electromagnetic valve 6, a natural gas air rail nozzle body 4 and a hydrogen gas air rail nozzle body 8 through cables. The control system is used for: controlling the opening of the electronic throttle valve 10 to indirectly control the air flow entering the engine; receiving the engine intake pressure and temperature signals transmitted by the intake pressure temperature sensor 11, and calculating the air quantity entering the engine; receiving an engine speed signal transmitted from a speed sensor 12, and calculating the speed of the engine; receiving an engine phase signal transmitted from the camshaft position sensor 13, and judging the phase of the engine; receiving an engine water temperature signal transmitted from a water temperature sensor 14, and calculating the water temperature of the engine; controlling the on-off of the first electromagnetic valve 2 and the second electromagnetic valve 6; controlling the injection of the natural gas track nozzle body 4 and the hydrogen gas track nozzle body 8, including the injection time and the injection frequency, so as to control the flow rate of the natural gas and the flow rate of the hydrogen; receiving an engine exhaust oxygen content signal from an oxygen sensor 15, the oxygen sensor 15 being mounted on an engine exhaust pipe; in sum, the air-fuel ratio can be closed-loop controlled.
Preferably, an intake pressure temperature sensor 11 is provided downstream of the electronic throttle valve 10. The oxygen sensor 15 is disposed upstream of the three-way catalyst 17.
When the intake pressure is lower than a set value C (for example, 50kPa), the natural gas and hydrogen mixed fuel with high hydrogen proportion is supplied to the engine through the injection of the natural gas rail nozzle body 4 and the hydrogen rail nozzle body 8; when the inlet pressure is higher than a set value C, natural gas and hydrogen mixed fuel with low hydrogen proportion is supplied to the engine through the injection of the natural gas track nozzle body 4 and the hydrogen track nozzle body 8; during starting and idling, hydrogen fuel is supplied to the engine only through the injection of the hydrogen gas rail nozzle body 8, the natural gas rail nozzle body 4 does not work, an ultra-lean combustion technology with the excess air coefficient larger than 2.5 is adopted, and then the closed-loop control is carried out through the injection of natural gas, so that the air-fuel ratio of the engine is quickly corrected. By lowering the combustion temperature, nitrogen oxides NOXEmissions are reduced to very low levels (e.g., less than 10ppm, volume concentration). In this way, the emissions of the engine are close to zero (hydrocarbons HC, carbon monoxide CO, nitrogen oxides NO)XCarbon dioxide CO2). Because the flame propagation speed of the hydrogen is high, the required ignition energy is small, and when a spark plug in the cylinder is ignited, the hydrogen can be rapidly combusted to ignite the surrounding natural gas to do work. Therefore, the engine only uses hydrogen as fuel and is easy to be operated in low temperature environment (such as-The temperature is 20 ℃ to-30 ℃ to start smoothly. The closed-loop control is carried out by injecting natural gas, namely the closed-loop injection is carried out by using the natural gas air rail nozzle body 4, so that the air-fuel ratio of the engine can be quickly corrected.
The controller 9 converts the volume percentage of the natural gas and the hydrogen into mass percentage, and calculates the theoretical air-fuel ratio of the mixed gas; calculating the required mixed gas mass for a certain air flow of the engine, distributing the natural gas air rail nozzle body 4 and the hydrogen gas air rail nozzle body 8 according to the mass percent, and respectively converting the flow characteristics of the natural gas air rail nozzle body 4 and the hydrogen gas air rail nozzle body 8 into the injection time T of the natural gas air rail nozzle body 41And the injection time T of the hydrogen gas rail nozzle body 82。
The utility model discloses a two injection apparatus can provide the natural gas of two kinds of different proportions, hydrogen blended fuel for the engine. The following are natural gas and hydrogen gas mixtures in two conceivable ratios (other ratios may be set as needed), component a and component B. The volume of the natural gas in the component A is 80 percent, and the volume of the hydrogen is 20 percent; the volume of the natural gas in the component B is 60%, and the volume of the hydrogen gas is 40%.
When the engine works by using the fuel A, the first electromagnetic valve 2 is opened under the control of the controller 9, and high-pressure natural gas flowing out of the high-pressure natural gas bottle 1 enters the first pressure reducing regulator 3 after passing through the first electromagnetic valve 2. The high-pressure natural gas is decompressed by the first pressure reducing regulator 3 to become low-pressure natural gas (for example, 3-5 bar), and then enters the natural gas rail nozzle body 4. Based on the information from the sensors and the air-fuel ratio (17.74:1) of the mixture, the controller 9 calculates the mass m of the gas A required for a certain mass of aira(the mass of the natural gas accounts for 97 percent, the mass of the hydrogen accounts for 3 percent), and the natural gas air rail nozzle body 4 needs to spray 0.97maNatural gas of a quality. According to the flow characteristic of the natural gas nozzle, the spraying time T of the natural gas nozzle is converted1And finishing the injection of the natural gas. Under the control of the controller 9, the second electromagnetic valve 6 is opened, and the high-pressure hydrogen gas flowing out of the high-pressure hydrogen cylinder 5 passes through the second electromagnetic valve 6 and enters the second pressure reducing regulator 7. The high-pressure hydrogen is reduced in pressure by the second pressure reducing regulator 7 and becomes lowThe hydrogen is pressurized (for example, 3 to 5bar) and then flows into the hydrogen rail nozzle body 8. The controller 9 calculates that the hydrogen gas rail nozzle body 8 needs to inject 0.03maMass of hydrogen. According to the flow characteristic of the hydrogen nozzle, the jet time T of the hydrogen nozzle is converted2And the injection of hydrogen is completed. When the engine is used for air intake, air, natural gas and hydrogen are sucked, and various gases are further mixed in the cylinder. This achieves combustion of natural gas, hydrogen at 80% (1 atmosphere) and 20% by volume in the engine.
The control method when the engine uses fuel B is the same as the above-described method. Based on the information from the sensors and the air-fuel ratio (18.53:1) of the mixture, the controller 9 calculates the mass m of the B gas required for a certain mass of airb(the mass of the natural gas is 92.33 percent, and the mass of the hydrogen is 7.67 percent), and the natural gas nozzle needs to spray 0.9233mbNatural gas of a quality. According to the flow characteristic of the natural gas nozzle, the spraying time T of the natural gas nozzle is converted1And finishing the injection of the natural gas. The controller 9 calculates that the hydrogen nozzle needs to spray 0.0767mbMass of hydrogen. According to the flow characteristic of the hydrogen nozzle, the jet time T of the hydrogen nozzle is converted2And the injection of hydrogen is completed. This achieves combustion of natural gas, hydrogen in the engine at 60% (1 atmosphere) and 40% by volume.
The oxygen sensor 15 detects the amount of oxygen in the engine exhaust and transmits a signal to the controller 9. The controller 9 judges whether the oxygen in the exhaust gas is more or less, and then performs closed-loop control by increasing (if the oxygen in the exhaust gas is more) or decreasing (if the oxygen in the exhaust gas is less) the injection amount of fuel, keeping the air-fuel ratio around a set value, corresponding to an air-fuel ratio window in which the three-way catalyst reacts efficiently. When the exhaust gas of the engine enters the three-way catalyst, various gases (including air) undergo a series of chemical reactions in the catalyst, and most (for example, 95% -98%) of hydrocarbon HC, CO and NO are reactedXConversion to water H2O, carbon dioxide CO2Nitrogen gas N2And the like, and realizes low pollution emission.
Claims (3)
1. The utility model provides a natural gas hydrogen dual injection device which characterized in that: the device comprises a natural gas supply system, a hydrogen supply system, a control system, an engine (16) and a three-way catalyst (17), wherein the natural gas supply system comprises a high-pressure natural gas bottle (1), a first electromagnetic valve (2), a first pressure reducing regulator (3) and a natural gas rail nozzle body (4) which are connected through a pipeline; the hydrogen gas supply system comprises a high-pressure hydrogen cylinder (5), a second electromagnetic valve (6), a second pressure reducing regulator (7) and a hydrogen gas rail nozzle body (8) which are connected through pipelines, the natural gas rail nozzle body (4) and the hydrogen gas rail nozzle body (8) are both composed of a gas rail (a) and a plurality of nozzles (b), and the number and the positions of the nozzles (b) correspond to those of gas inlet branch pipes of an engine (16);
the control system comprises a controller (9) which is connected with an electronic throttle valve (10), an air inlet pressure and temperature sensor (11), a rotating speed sensor (12), a camshaft position sensor (13), a water temperature sensor (14), an oxygen sensor (15), a first electromagnetic valve (2), a second electromagnetic valve (6), a natural gas air rail nozzle body (4) and a hydrogen air rail nozzle body (8) through cables and is used for controlling the opening degree of the electronic throttle valve (10), receiving engine air inlet pressure and temperature signals transmitted by the air inlet pressure and temperature sensor (11), receiving an engine rotating speed signal transmitted by the rotating speed sensor (12), receiving an engine phase signal transmitted by the camshaft position sensor (13), receiving an engine water temperature signal transmitted by the water temperature sensor (14) and receiving an engine exhaust oxygen content signal transmitted by the oxygen sensor (15), the on-off of the first electromagnetic valve (2) and the second electromagnetic valve (6) is controlled, and the jetting of the natural gas rail nozzle body (4) and the hydrogen gas rail nozzle body (8) is controlled.
2. The natural gas hydrogen dual injection apparatus of claim 1, wherein: the intake pressure temperature sensor (11) is disposed downstream of the electronic throttle valve (10).
3. The natural gas hydrogen dual injection apparatus of claim 1, wherein: the oxygen sensor (15) is disposed upstream of the three-way catalyst (17).
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112983655A (en) * | 2021-02-26 | 2021-06-18 | 重庆凯瑞动力科技有限公司 | Natural gas and hydrogen double-injection device and control method thereof |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112983655A (en) * | 2021-02-26 | 2021-06-18 | 重庆凯瑞动力科技有限公司 | Natural gas and hydrogen double-injection device and control method thereof |
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