WO2023242213A1 - Moteur à combustion d'hydrogène, système d'entraînement et procédé de fonctionnement du moteur à combustion d'hydrogène - Google Patents

Moteur à combustion d'hydrogène, système d'entraînement et procédé de fonctionnement du moteur à combustion d'hydrogène Download PDF

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Publication number
WO2023242213A1
WO2023242213A1 PCT/EP2023/065848 EP2023065848W WO2023242213A1 WO 2023242213 A1 WO2023242213 A1 WO 2023242213A1 EP 2023065848 W EP2023065848 W EP 2023065848W WO 2023242213 A1 WO2023242213 A1 WO 2023242213A1
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Prior art keywords
hydrogen
ammonia
combustion engine
internal combustion
generating device
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PCT/EP2023/065848
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German (de)
English (en)
Inventor
Franz Werner Prümm
Original Assignee
Keyou GmbH
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Filing date
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Priority claimed from DE102022124909.3A external-priority patent/DE102022124909A1/de
Application filed by Keyou GmbH filed Critical Keyou GmbH
Publication of WO2023242213A1 publication Critical patent/WO2023242213A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2066—Selective catalytic reduction [SCR]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2053—By-passing catalytic reactors, e.g. to prevent overheating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
    • F02B43/10—Engines or plants characterised by use of other specific gases, e.g. acetylene, oxyhydrogen
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/25—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being an ammonia generator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2410/00—By-passing, at least partially, exhaust from inlet to outlet of apparatus, to atmosphere or to other device
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/02—Adding substances to exhaust gases the substance being ammonia or urea
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/04—Adding substances to exhaust gases the substance being hydrogen

Definitions

  • Hydrogen internal combustion engine drive system and method for operating the hydrogen internal combustion engine
  • the present invention relates to a hydrogen internal combustion engine, a drive system and a method for operating the hydrogen internal combustion engine.
  • a hydrogen internal combustion engine is known, with ammonia being obtained in the exhaust system from parts of the exhaust gas and supplied hydrogen.
  • the ammonia obtained is then used in an SCR catalyst for the selective catalytic reduction of nitrogen oxides. This means that pollutant emissions, in particular nitrogen oxide emissions, can be reduced.
  • a hydrogen internal combustion engine comprising: at least one combustion chamber in which a hydrogen-air mixture is combustible; an exhaust line into which an exhaust gas of the hydrogen-air mixture can flow; a, preferably catalytic, ammonia generating device, with which ammonia can be generated using at least partial use of the exhaust gas, and which is arranged in the exhaust gas line; and a, preferably catalytic, nitrogen oxide reduction device, with which nitrogen oxides of the exhaust gas can be reduced using at least partial use of the ammonia generated in the ammonia generating device, and which is arranged downstream of the ammonia generating device.
  • the exhaust line comprises a main line and a parallel line connected in parallel thereto, in which the ammonia generating device is arranged, the parallel line preferably branching off from the main line in a branching section of the exhaust line.
  • the ammonia generating device is arranged in the parallel strand.
  • the parallel strand can be made more compact than just one strand due to the reduced mass flow. This makes process management easier, especially with regard to pressure and temperature. Furthermore, ammonia can be synthesized more reliably.
  • the exhaust gas line preferably also has a connecting section which brings together the parallel line and the main line downstream of the ammonia generating device.
  • the ammonia generated can therefore also reduce nitrogen oxides in the exhaust gas flowing through the main line.
  • the connecting section is preferably arranged upstream of the nitrogen oxide reduction device.
  • the hydrogen internal combustion engine can further comprise a hydrogen supply device, via which hydrogen can be supplied directly into the parallel strand upstream of and/or into the ammonia generating device.
  • the amount of hydrogen required to synthesize ammonia can be reduced.
  • the amount of hydrogen can be adjusted in particular to the conditions prevailing in the parallel strand. In particular, a smaller amount of oxygen must be reduced compared to the case where only the main strand is provided.
  • the parallel strand preferably comprises a, in particular preferably cooled, combustion chamber upstream of the ammonia generating device, in which hydrogen can be combusted with oxygen from the exhaust gas, the hydrogen preferably being supplied directly into the combustion chamber via the hydrogen supply device.
  • a cooled combustion chamber can prevent the parallel strand from heating up too much and thus impairing the ammonia generating device.
  • the cooling power provided by a cooling device can amount to a maximum of 10% of the power provided by the hydrogen internal combustion engine through combustion in the combustion chamber, preferably a maximum of 5%, again preferably a maximum of 3%.
  • the parallel strand can comprise an engine, in particular a heat engine, upstream of the ammonia generating device, in which hydrogen can be combusted with oxygen in the exhaust gas, the hydrogen preferably being supplied via the hydrogen supply device upstream of a combustion chamber of the engine (external mixture formation is carried out ).
  • the oxygen contained in the exhaust gas can also be compensated for in the engine.
  • An output of the engine can provide mechanical energy and can preferably also be used to drive further units.
  • the hydrogen can be supplied to the engine via the hydrogen supply device, preferably outside the combustion chamber of the engine.
  • the engine is preferably a two-stroke engine or a four-stroke engine, particularly preferably spark-ignited.
  • the engine can in particular be operated substoichiometrically or stoichiometrically with respect to the oxygen contained in the exhaust gas.
  • the mixing ratio (lambda) of oxygen to hydrogen can be at least 0.65, preferably at least 0.75, even more preferably at least 0.8, whereby the upper limit can always be 1 (stoichiometric).
  • the engine can also be cooled, with the cooling capacities specified above for the combustion chamber also being applicable. However, by providing mechanical energy, the cooling capacity can be reduced so that it can only be a maximum of 2% of the power provided by the hydrogen combustion engine.
  • the hydrogen internal combustion engine can comprise a heating device via which heat can be supplied to the parallel strand at least upstream of the and / or the ammonia generating device.
  • a suitable temperature for ammonia synthesis can thus be ensured.
  • the heat can in particular be supplied directly to the exhaust gas flowing in the parallel strand and/or to the supplied hydrogen via the hydrogen supply device. Furthermore, the heat can also be supplied directly to the ammonia generating device. Due to the compact dimensions of the parallel strand, the amount of heat required can be kept small for suitable temperatures. This allows efficiency to be further increased.
  • the hydrogen internal combustion engine can comprise a mixer device which is designed to mix the exhaust gas, preferably with the supplied hydrogen, in the parallel strand upstream of the ammonia generating device, in particular to impart a component perpendicular to a parallel strand main flow direction to a flow in the parallel strand .
  • a mixer device which is designed to mix the exhaust gas, preferably with the supplied hydrogen, in the parallel strand upstream of the ammonia generating device, in particular to impart a component perpendicular to a parallel strand main flow direction to a flow in the parallel strand .
  • This allows the chemical reaction in the ammonia production device to take place reliably.
  • the flow in the main line can remain unaffected.
  • Mixing can be achieved by a component transverse to the main flow direction of the parallel strand, which is defined, for example, by a longitudinal axis of the parallel strand.
  • the flow in the parallel strand is set in rotation at least in sections.
  • the mixer device can in particular comprise a structurally profiled
  • the parallel strand may include an ammonia storage device configured to store at least ammonia generated in the ammonia generating device.
  • ammonia can be temporarily stored in certain operating states in order to later be fed to the nitrogen oxide reduction device.
  • the ammonia storage device can then release the ammonia again.
  • a pressure increasing device such as a pump device, can also be provided, which stores the ammonia at a certain pressure in the ammonia storage device.
  • the pressure increasing device can preferably be coupled to the engine for driving the pressure increasing device.
  • the ammonia storage device can be designed to store not only ammonia, but also other components of the exhaust gas downstream of the ammonia generating device.
  • the ammonia storage device can store ammonia or the ammonia-containing exhaust gas at at least 10 bar, preferably at least 15 bar, again preferably at least 20 bar. This allows the required storage volume to be reduced.
  • a preferably variable throttle device is arranged in the main line, in particular downstream of the branching section, with which a mass flow in the main line can be throttled.
  • the hydrogen internal combustion engine may further comprise an oxidation catalyst which is arranged upstream of the nitrogen oxide reduction device, preferably in the main line upstream of the connecting section, and which is designed to oxidize components of the exhaust gas, in particular hydrogen and/or nitrogen monoxide.
  • the hydrogen internal combustion engine may further include an ammonia blocking catalyst disposed downstream of the nitrogen oxide reduction device and configured to remove excess ammonia, preferably by oxidation.
  • the hydrogen internal combustion engine may further comprise at least one detection device, for example a sensor, for detecting at least one value of temperature and nitrogen oxide concentration in the exhaust system, preferably upstream and/or downstream of the ammonia generating device.
  • at least one detection device for example a sensor, for detecting at least one value of temperature and nitrogen oxide concentration in the exhaust system, preferably upstream and/or downstream of the ammonia generating device.
  • the parameters mentioned influence the ammonia synthesis. This allows the control of ammonia synthesis to be improved. If the detection device is provided downstream of the ammonia generating device, regulation is also possible. It is advantageous if a detection device for detecting the same parameter is provided upstream and downstream of the ammonia generating device.
  • an ammonia detection device for detecting an ammonia concentration in the exhaust gas line can be provided, preferably upstream of the nitrogen oxide reduction device, in particular preferably downstream of the connecting section. This means that a closed control loop can be installed to regulate the ammonia concentration.
  • the hydrogen internal combustion engine can further comprise a secondary hydrogen supply device, via which hydrogen can be supplied to the nitrogen oxide reduction device, preferably downstream of the oxidation catalyst, again preferably to the main line downstream of the branching section or to the parallel line downstream of the ammonia generating device.
  • the nitrogen oxide reduction device can also be operated with hydrogen as a reducing agent.
  • the secondary hydrogen supply device is also arranged downstream of the connecting section.
  • the hydrogen combustion engine can further comprise an ammonia generating device bypass section, which branches off from the parallel strand downstream of the hydrogen supply device and via which exhaust gas can be supplied to the nitrogen oxide reduction device, preferably downstream of the oxidation catalyst, bypassing the ammonia generating device, and an adjusting device by means of which a ratio between a flow quantity in the ammonia generating device bypass section and a flow quantity in the parallel strand via the ammonia generating device can be adjusted, preferably can be completely switched between a flow through the ammonia generating device bypass section and a flow through the parallel strand via the ammonia generating device.
  • an ammonia generating device bypass section which branches off from the parallel strand downstream of the hydrogen supply device and via which exhaust gas can be supplied to the nitrogen oxide reduction device, preferably downstream of the oxidation catalyst, bypassing the ammonia generating device, and an adjusting device by means of which a ratio between a flow quantity in the ammonia generating device bypass section and a flow quantity in the parallel strand via the ammoni
  • the nitrogen oxide reduction device also allows the nitrogen oxide reduction device to be operated with hydrogen, which in this case comes from the hydrogen supply device, which also supplies the hydrogen for ammonia production.
  • the hydrogen-enriched exhaust gas from the parallel strand can be fed to the nitrogen oxide reduction device by appropriately controlling the actuating device.
  • a further aspect of the invention is directed to a drive system, in particular for a motor vehicle, comprising: the hydrogen internal combustion engine according to one of the preceding claims; an output at which power provided by the hydrogen internal combustion engine can be removed; and preferably a hydrogen storage device, via which hydrogen can be supplied to the hydrogen internal combustion engine, wherein hydrogen can in particular preferably also be supplied to the hydrogen supply device via the hydrogen storage device.
  • a hydrogen storage device via which hydrogen can be supplied to the hydrogen internal combustion engine, wherein hydrogen can in particular preferably also be supplied to the hydrogen supply device via the hydrogen storage device.
  • the hydrogen storage device allows the system to be supplied with hydrogen.
  • the system can be kept particularly compact if the same hydrogen storage device is used as a source for the hydrogen-air mixture to be burned and for the hydrogen supply device for the parallel strand.
  • the drive system has at least one rotating electric machine that can be coupled to the output to provide additional power.
  • Yet another aspect of the invention provides a method for operating the hydrogen internal combustion engine, wherein the hydrogen internal combustion engine is operated, preferably exclusively, with hydrogen, and in particular preferably a lean hydrogen-air mixture is burned in the combustion chamber.
  • the hydrogen-air mixture in the combustion chamber is ignited in an angular range of a crankshaft angle from 40° before top dead center to 40° after top dead center, in particular in an angular range from 20° before top dead center to 20° after top dead center.
  • the exhaust gas enthalpy can be increased if necessary, which allows the ammonia generating device and the nitrogen oxide reduction device to work better.
  • unburned hydrogen can be used for ammonia synthesis. This is particularly advantageous in conjunction with the oxidation catalyst, whereby the hydrogen can be oxidized and energy can be released for the nitrogen oxide reduction device.
  • the method for operating the hydrogen internal combustion engine can control at least one of the hydrogen supply device, the heating device, the throttle device, the mixer device, the rotating electrical machine and the hydrogen-air mixture in at least partial dependence on one another and/or depending on the include parameter values detected by the at least one detection device.
  • the hydrogen supply device and/or the heating device can be controlled depending on a position of the throttle device and/or the hydrogen-air mixture.
  • the throttle device, the hydrogen supply device and/or the heating device can be controlled depending on the hydrogen-air mixture.
  • the hydrogen internal combustion engine when operating the hydrogen internal combustion engine, depending on the operating range, in particular depending on an exhaust gas temperature, preferably in a temperature range of 130 ° C to 220 ° C, further preferably 150 ° C to 200 ° C, selectively, in the hydrogen internal combustion engine , comprising the secondary hydrogen supply device, hydrogen is supplied via the secondary hydrogen supply device, and / or in the hydrogen internal combustion engine, having the ammonia generator bypass section, the actuating device is controlled so that the flow amount in the ammonia generator bypass section is greater than the flow amount in the Parallel strand via the ammonia generating device, preferably the exhaust gas of the parallel strand flows exclusively via the ammonia generating device bypass section.
  • the hydrogen internal combustion engine may be operated exclusively via the hydrogen supply device and the ammonia generator, so that the secondary hydrogen supply device and the ammonia generator bypass section are blocked.
  • the operating ranges in which the above control takes place are primarily based on the exhaust gas temperature, which can be determined using the detection devices already described. However, the operating ranges can also be determined depending on a performance requirement or time-dependent. For example, the control can take place at idle or below a limit value of a power requirement. Likewise, said control can take place at a predetermined time interval after the engine starts. Furthermore, the invention provides an electronic control unit which is designed to carry out one of the above methods in a state coupled to the hydrogen internal combustion engine or the drive system.
  • Fig. 1 shows a schematic diagram of a hydrogen internal combustion engine.
  • the hydrogen internal combustion engine 1 includes a combustion chamber 2.
  • the combustion chamber 2 can be delimited, for example, by an inner cylinder wall of a cylinder, a cylinder head on the top and a piston on the bottom, which can be coupled to a crankshaft.
  • the hydrogen internal combustion engine 1 has an inflow line through which air can flow into the combustion chamber via an inlet located in the cylinder head.
  • the hydrogen internal combustion engine 1 has an outlet through which a burned hydrogen-air mixture can flow into an exhaust system 3.
  • an ignition device can be provided which ignites the mixture located in the combustion chamber 3.
  • a hydrogen fuel supply device is provided on the cylinder head, which can supply hydrogen as fuel into the combustion chamber.
  • the exhaust line 3 has a main line 31 and a branch section 32 in which a parallel line 33 is branched off.
  • the parallel strand 31 is connected or arranged parallel to the main strand 31 and is brought together again with the main strand 31 in a connecting section 34.
  • the main strand 31 and the parallel strand 33 can, for example, be tubular with a round or square cross section.
  • an adjustable throttle valve 4 is arranged in the main line 31 as an example of a throttle device.
  • the parallel strand 33 comprises a combustion chamber 35 and a hydrogen supply device 6.
  • the hydrogen supply device 6 can be used as an injection gate and supply hydrogen into the parallel strand 33, in particular directly into the combustion chamber 35.
  • the hydrogen supply device 6 is arranged such that a supply direction, which runs along an axis of the hydrogen supply device 6 and along which the hydrogen flows out, intersects the flow direction in the parallel strand, which is defined by an axis of the parallel strand 33.
  • the combustion chamber 35 further contains a combustion chamber cooling device, which allows heat released during the combustion of the hydrogen to be dissipated.
  • the combustion chamber cooling device can be coupled to the engine cooling system.
  • the combustion chamber 35 further comprises a combustion chamber ignition device 36, which can ignite the mixture containing hydrogen flowing into the combustion chamber 35.
  • an engine can be arranged upstream of the three-way catalytic converter 5.
  • the engine has an inlet into which the oxygen-containing exhaust gas flows and an outlet from which the exhaust gas freed of oxygen from the reaction of hydrogen and oxygen flows out in the direction of the three-way catalytic converter 5.
  • An output such as a piston driven by said reaction, can be coupled to other units.
  • the engine can be operated substoichiometrically.
  • the three-way catalytic converter 5 carries out, among other things, at least one of the following reduction-oxidation reactions, in which the supplied hydrogen and nitrogen oxides contained in the exhaust gas react with one another:
  • An ammonia storage device can be provided downstream of the three-way catalytic converter 5, in which the ammonia obtained is preferably stored under pressure becomes.
  • the ammonia storage device is coupled to the three-way catalytic converter 5 in a fluid-communicating manner.
  • the ammonia storage device can be designed, for example by coating, so that it only stores ammonia, or can store the exhaust gas mixture present after the three-way catalytic converter. It can include an inlet and an outlet valve, which are controlled depending on the operating status.
  • the inlet valve is preferably formed by a check valve.
  • the outlet valve is preferably formed by a flow rate variable valve such as a solenoid valve.
  • the ammonia storage device can form part of a cross section of the parallel strand, so that ammonia can also flow past it, or can completely form the cross section.
  • At least one of a pressure detection device, a temperature detection device, and an ammonia content detection device can be provided in the ammonia storage device.
  • a pump device as an example of a pressure increasing device can pressurize the exhaust gas containing ammonia, or isolate only the ammonia, for storage.
  • the pump device is preferably driven mechanically by the engine.
  • the pressure increasing device does not have to be designed mechanically as a pump device, but can also be designed in such a way that it uses the exhaust gas enthalpy provided by the combustion chamber and/or the engine to increase the pressure.
  • the pressure increasing device can therefore be coupled thermally and/or mechanically and/or fluid-mechanically to the combustion chamber and/or the engine.
  • An oxidation catalyst 7 is arranged in the main line 31 upstream of the connecting section 34 and downstream of the throttle valve 4.
  • the oxidation catalyst 7 is able to carry out an oxidation reaction in which hydrogen, carbon, carbon monoxide, hydrocarbons and/or nitrogen oxides are oxidized. Nitric oxide in particular can be converted into nitrogen dioxide.
  • the oxidation catalyst 7 is followed by an SC R catalyst 8 as an example of a catalytic nitrogen oxide reduction device.
  • nitrogen oxides in particular nitrogen dioxides NO2 are reduced by ammonia to atmospheric nitrogen and water by selective catalytic reduction.
  • ammonia barrier catalyst 9 is arranged downstream of the SCR catalytic converter 8. In this ammonia barrier catalyst 9, ammonia and oxygen can be converted into nitrogen and water by oxidation:
  • a sensor 37 can be arranged upstream of the branching section 32 and thus of the three-way catalytic converter 5, by means of which a nitrogen oxide concentration in the flow upstream of the three-way catalytic converter 5 in the parallel line 33 can be determined.
  • a sensor 38 can also be arranged downstream of the three-way catalytic converter 5 in a parallel line.
  • the sensors 37 and 38 are designed, for example, as a lambda sensor, in particular as a broadband lambda sensor.
  • a temperature sensor can be arranged upstream of the three-way catalytic converter 5.
  • a nitrogen oxide probe 39 is provided downstream of the SCR catalytic converter 8, in particular downstream of the ammonia barrier catalytic converter 9, and determines a nitrogen oxide concentration before the exit of the exhaust system.
  • an ammonia sensor 40 is provided in the exhaust system 3 as an example of an ammonia detection device.
  • the ammonia sensor 40 is designed to detect an ammonia concentration of 0 to 100 ppm, preferably from 0 to 500 ppm, more preferably from 0 to 1000 ppm.
  • the ammonia sensor 40 is located upstream of the SCR catalyst 8 and downstream of the connection section 34.
  • the parallel strand can be surrounded by a heating band as an example of a heating device upstream and in an ammonia generating device overlap section in which the parallel strand 33 overlaps with the three-way catalytic converter 5 in a direction perpendicular to the direction of extension of the parallel strand 33.
  • the heating strips can supply heat to the parallel strand 33.
  • Fig. 1 shows the components of the exhaust gas after the exit. After the outlet there are nitrogen N2, oxygen O2, water H2O, nitrogen oxides NO and NO2, as well as unburned hydrogen H2, carbon monoxide CO, carbon dioxide CO2 and hydrocarbons HC.
  • the exhaust gas mass flow is divided depending on the position of the throttle valve 4 and continues to flow partly in the main branch 31 and partly in the parallel branch 33, which is arranged parallel to the main branch 31.
  • the absolute amount of oxygen in the parallel strand 33 is therefore reduced compared to the case where only one strand is provided. This means that a smaller amount of hydrogen must be used to eliminate oxygen. This increases the efficiency of the hydrogen internal combustion engine 1.
  • the required hydrogen H2 can be supplied specifically with a view to a complete conversion of the nitrogen oxides to ammonia through the hydrogen supply device 6, which supplies the hydrogen directly into the parallel strand 33, in particular the combustion chamber 35.
  • the pressure loss in the engine can also be reduced due to the smaller required size of the parallel strand 33 and the three-way catalytic converter 5. This further increases efficiency.
  • the required amount of ammonia can be adjusted in relation to the concentration of nitrogen oxides present in the main strand 31. It is not necessary to change the mixture ratio in the engine to produce ammonia.
  • the connecting section 34 allows the ammonia-rich flow from the parallel strand 33 and the nitrogen oxide-containing flow in the main strand to be brought together, whereby said nitrogen oxides can be reduced in the SCR catalytic converter 8, which is arranged downstream of the connecting section 34.
  • the pressure and temperature curve in the parallel strand 33 can be optimized by positioning the throttle valve 4 and/or controlling the heating strips. This makes ammonia production easier.
  • Arranging the hydrogen supply device 6 in such a way that an outflow direction intersects the extension direction also allows it to function as a mixer device, so that the exhaust gas can be better mixed with the supplied hydrogen for conversion to ammonia.
  • the combustion chamber 35 allows targeted combustion of the hydrogen with oxygen, which can be controlled by the combustion chamber ignition device 36. Furthermore, the combustion chamber 35 can be cooled by the combustion chamber cooling device and the three-way catalytic converter 5 can be protected from overheating. The engine also allows energy to be used from the combustion of excess oxygen.
  • the ammonia storage device allows storage of ammonia depending on the operating range.
  • the storage and release of ammonia is, for example, based on a nitrogen oxide concentration of the exhaust gas, which is determined using the sensor 37, and/or the mixture Ratio in combustion chamber 2 controlled.
  • the control of the outlet valve of the ammonia storage device can therefore be carried out depending on the operating range, in particular based on a requirement for the amount of ammonia in the nitrogen oxide reduction device, which can be determined based on the nitrogen oxide concentration of the exhaust gas.
  • the control of the outlet valve can in particular be operated based on at least one signal from at least one detection device from the sensors 37 and 39 and the detection devices in the ammonia storage device.
  • the oxidation catalyst 7 can provide the heat required for the subsequent nitrogen oxide reduction and neutralize pollutants. After the oxidation catalyst 7, only nitrogen N2, water H2O, oxygen O2, carbon dioxide CO2, nitrogen dioxide NO2, which arises from the oxidation of nitrogen monoxide, possibly nitrogen monoxide NO in low concentrations (hence in brackets in Fig. 1), and the ammonia produced can be used NH3 is present.
  • the nitrogen dioxide and nitrogen monoxide can be reduced in the SCR catalytic converter 8, so that only nitrogen N2, water H2O, oxygen O2, carbon dioxide CO2 and, if necessary, excess ammonia NH 3 are present downstream.
  • the ammonia barrier catalyst 9 can neutralize excess ammonia.
  • nitrogen N 2 , water H 2 O, oxygen O2, and carbon dioxide CC ⁇ can leave the exhaust system 3 as essentially low-pollutant components.
  • the position of the throttle valve 4 can be controlled depending on the mixture ratio . In the case of richer mixtures, the degree of throttle opening can be reduced, since in the case of richer mixtures the concentration of nitrogen oxides increases and therefore more ammonia is required, and vice versa. This allows a particularly large amount of ammonia to be generated in the parallel strand 33, which is stored in the SCR catalytic converter 8 can be.
  • the flow rate in the parallel line is a maximum of 10% of the total exhaust gas from the combustion in the combustion chamber 2, preferably a maximum of 5%, again preferably a maximum of 1%. This applies to all performance requirements, whereby the higher the performance requirement, the higher the flow rate in the parallel line.
  • the throttle valve 4 can be adjusted accordingly.
  • exhaust gas flowing in the parallel line can flow completely or only partially through the components provided in the parallel line.
  • the lambda probes 37 and 38 as well as the temperature sensors can deliver signals on the basis of which the heating strips and/or the hydrogen supply device 6 are controlled. If the temperature falls below a predetermined temperature, the heat supply via the heating strips can be increased.
  • the lambda sensor 37 detects an increased nitrogen oxide concentration in front of the three-way catalytic converter 5, the supply amount of hydrogen can be increased.
  • the lambda probe 38 downstream of the three-way catalytic converter 5 allows conclusions to be drawn about the conversion to ammonia and the functionality of the three-way catalytic converter 5. In this way, malfunctions can be prevented. This applies in particular when carrying out a comparison of the nitrogen oxide concentrations upstream and downstream of the three-way catalytic converter 5.
  • a nitrogen oxide concentration can be determined indirectly via the lambda sensor 37.
  • a model can be used in the detection device. The required ammonia mass flow is derived from this. From this, the required exhaust gas mass flow through the three-way catalytic converter 5 and the necessary air ratio in the three-way catalytic converter 5 are determined.
  • the mixture ratio in the three-way catalytic converter 5 can be checked using the lambda sensor 38.
  • the hydrogen supply and/or the position of the throttle valve is thus controlled on the basis of at least one of the lambda sensors 37 and 38, which here are each part of a detection device which also includes models.
  • the hydrogen supply and/or the position of the throttle may also be controlled based on a signal from the ammonia sensor 40.
  • the hydrogen supply and/or the position of the throttle valve can be manipulated variables in a closed control loop for regulating the ammonia concentration. This allows optimal implementation in the SCR catalytic converter 8.
  • an ammonia sensor can also be provided downstream of the SCR catalytic converter 8, preferably upstream of the ammonia barrier catalytic converter. This allows the diagnosis of excess ammonia emerging from the SCR catalytic converter 8.
  • the hydrogen internal combustion engine 1 can be operated in such a way that the ignition by the ignition device in the combustion chamber takes place in an angular range of a crankshaft angle from 40° before top dead center in the compression stroke of the piston to 40° after top dead center, in particular in an angular range of 20° before top dead center to 20° after top dead center.
  • the hydrogen internal combustion engine 1 may be embedded in a drive system that further includes a hydrogen tank as an example of a hydrogen storage device.
  • the hydrogen storage device can be coupled to the hydrogen fuel supply device and the hydrogen supply device 6 in fluid communication to provide hydrogen. This allows the drive system to be simplified.
  • the drive system can also have an output shaft, as an example of an output, which can be coupled to the crankshaft.
  • at least one electric motor can be provided as an example of a rotating electric machine.
  • the electric motor can be coupled to the output shaft.
  • a predetermined limit value of a power requirement is exceeded, the full additional power can be provided via the electric motors without changing the mixture ratio in the combustion chamber 2. This means that a sudden increase in nitrogen oxides can be suppressed.
  • the invention also relates to a motor vehicle in which the engine 1 and/or the drive system are provided for driving the wheels.
  • the connecting section 34, the throttle valve 4, the heating strips, and/or the hydrogen supply device 6 can also be omitted. Even in such a case, the efficiency can be improved due to the lower pressure loss and better reactivity in the parallel strand 33.
  • the hydrogen supply device 6 can also be arranged essentially parallel to the direction of extension of the parallel strand 33.
  • a separate mixer device can be provided.
  • a structurally profiled device such as a guide plate, in particular helical, can be provided, which is arranged in the parallel strand 33.
  • the heating device can also be formed in other ways than by heating strips. For example, an electrical heating element can protrude into the parallel strand 33.
  • the throttle device can also be provided in a way other than through the throttle valve 4.
  • a throttle valve preferably variable in terms of its degree of throttling, can be provided.
  • the parallel strand 34 does not have to be branched off. It is also possible to provide a second outlet from the combustion chamber 2, which opens into the parallel line.
  • the oxidation catalyst 7 and/or the ammonia barrier catalyst can be omitted.
  • the ammonia barrier catalyst can also be implemented in another way as an ammonia oxidation catalyst.
  • the oxidation catalyst 7 can also be provided upstream of the throttle device, but preferably downstream of the branching section.
  • the nitrogen oxide reduction device and the ammonia generating devices can also be realized in ways other than the SCR catalyst and the three-way catalyst. In particular, the chemical reactions do not have to take place catalytically.
  • the detection devices do not have to include sensors.
  • the specified parameters can also be obtained through modeling or measurement alone.
  • FIG. 2 A further embodiment of the invention is shown schematically in FIG. 2.
  • the hydrogen internal combustion engine 101 essentially corresponds to the hydrogen internal combustion engine 1 from FIG. 1, which is why a description of the same elements is omitted.
  • the hydrogen internal combustion engine 101 includes, in addition to the hydrogen supply device 6, which can also be regarded as a primary hydrogen supply device, a secondary hydrogen supply device 106.
  • the secondary hydrogen supply device 106 is downstream of the connecting section 34 upstream of the nitrogen oxide reduction device 8 ( SCR catalyst) arranged in the main strand 31. Hydrogen can thus be supplied to the nitrogen oxide reduction device 8 via the secondary hydrogen supply device 106.
  • the secondary hydrogen supply device 106 can also be arranged in the parallel strand 33 downstream of the ammonia generating device 5 or directly in the nitrogen oxide reduction device 8.
  • FIG. 2 shows an ammonia generator bypass section 50 (dashed line).
  • the ammonia generator bypass section 50 is part of the exhaust system and branches off from the parallel strand 33 downstream of the primary hydrogen supply device 6, upstream of the ammonia generating device 5, and is merged with the main strand 31 upstream of the nitrogen oxide reduction device 8.
  • An adjusting device 51 is also provided in the parallel strand 33, for example a two-way valve or a throttle valve, which is arranged downstream of the branch of the ammonia generating device bypass section 50.
  • the adjusting device can in particular change at least one cross section of the parallel strand 33 or the ammonia generating device bypass section 50 and thereby change the flow quantities through the ammonia generating device bypass section 50 and over the ammonia generating device 5 relative to one another.
  • the hydrogen combustion engine 101 can be used to respond adequately to different operating phases. For example, in a start-up phase after starting the engine, with relatively low exhaust gas temperatures, the secondary hydrogen supply device 106 can be controlled to supply hydrogen to the exhaust system. As a result, nitrogen oxides can also be converted in the nitrogen oxide reduction device 8 in this operating phase. After the start-up phase, the hydrogen supply can be switched off via the secondary hydrogen supply device 106, with the ammonia generated from the hydrogen supply device 6 being converted in the nitrogen oxide reduction device 8.
  • the actuating device 51 can also be controlled in the start-up phase in such a way that a flow quantity (mass flow) of the exhaust gas enriched with hydrogen from the hydrogen supply device 6 flows predominantly via the ammonia generating device bypass section 50 and thus to the nitrogen oxide reduction device 8 without the formation of Ammonia is provided.
  • the adjusting device 51 can be switched to direct the flow predominantly or exclusively via the ammonia generating device 5.
  • the control whereby hydrogen is provided as a reducing agent for the nitrogen oxide reduction device, can in particular take place in a temperature range of the exhaust gas from 130 ° C to 220 ° C, but preferably 150 ° C to 200 ° C.
  • the temperature can be determined by the temperature sensor already mentioned, in particular by a temperature sensor downstream of the connecting section 34.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

L'invention concerne un moteur à combustion d'hydrogène (1) comprenant au moins une chambre de combustion (2) dans laquelle un mélange hydrogène-air peut être brûlé, un train de gaz d'échappement (3) dans lequel un gaz d'échappement provenant du mélange hydrogène-air peut s'écouler, une unité de génération d'ammoniac (5) au moyen de laquelle de l'ammoniac peut être généré, au moins partiellement à l'aide du gaz d'échappement, et qui est agencée dans le train de gaz d'échappement, et une unité de réduction de monoxydes d'azote (8) au moyen de laquelle les monoxydes d'azote dans le gaz d'échappement peuvent être réduits au moins partiellement à l'aide de l'ammoniac généré dans l'unité de génération d'ammoniac, et qui est agencée en aval de l'unité de génération d'ammoniac. De façon à faire fonctionner le moteur (1) de manière efficace, le train de gaz d'échappement (3) comprend un train principal (31) et un train parallèle (33), relié en parallèle, dans lequel l'unité de génération d'ammoniac (5) est agencée.
PCT/EP2023/065848 2022-06-13 2023-06-13 Moteur à combustion d'hydrogène, système d'entraînement et procédé de fonctionnement du moteur à combustion d'hydrogène WO2023242213A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102022114855 2022-06-13
DE102022114855.6 2022-06-13
DE102022124909.3A DE102022124909A1 (de) 2022-06-13 2022-09-28 Wasserstoff-Verbrennungsmotor, Antriebssystem und Verfahren zum Betrieb des Wasserstoff-Verbrennungsmotors
DE102022124909.3 2022-09-28

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WO2023242213A1 true WO2023242213A1 (fr) 2023-12-21

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19909933A1 (de) * 1999-03-06 2000-09-07 Daimler Chrysler Ag Abgasreinigungsanlage mit interner Ammoniakerzeugung zur Stickoxidreduktion und Betriebsverfahren hierfür
DE10332047A1 (de) 2003-07-11 2005-01-27 Bayerische Motoren Werke Ag Katalysiertes Abgasreinigungsverfahren zur Reduktion von Stickoxiden bei Luftüberschuss an einem mit Wasserstoff beriebenen Verbrennungsmotor sowie Einrichtung zur Durchführung des Verfahrens
DE102006043135A1 (de) * 2005-11-14 2007-06-28 Robert Bosch Gmbh Vorrichtung und Verfahren zur Reinigung von Abgas einer Brennkraftmaschine
EP2378094A1 (fr) * 2009-01-08 2011-10-19 Toyota Jidosha Kabushiki Kaisha Moteur à combustion interne à combustion d'ammoniac
US20190055868A1 (en) * 2017-08-15 2019-02-21 Cummins Emission Solution Inc. Ammonia generation from engine exhaust at ambient conditions using water-gas shift and ammonia synthesis catalysts

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19909933A1 (de) * 1999-03-06 2000-09-07 Daimler Chrysler Ag Abgasreinigungsanlage mit interner Ammoniakerzeugung zur Stickoxidreduktion und Betriebsverfahren hierfür
DE10332047A1 (de) 2003-07-11 2005-01-27 Bayerische Motoren Werke Ag Katalysiertes Abgasreinigungsverfahren zur Reduktion von Stickoxiden bei Luftüberschuss an einem mit Wasserstoff beriebenen Verbrennungsmotor sowie Einrichtung zur Durchführung des Verfahrens
DE102006043135A1 (de) * 2005-11-14 2007-06-28 Robert Bosch Gmbh Vorrichtung und Verfahren zur Reinigung von Abgas einer Brennkraftmaschine
EP2378094A1 (fr) * 2009-01-08 2011-10-19 Toyota Jidosha Kabushiki Kaisha Moteur à combustion interne à combustion d'ammoniac
US20190055868A1 (en) * 2017-08-15 2019-02-21 Cummins Emission Solution Inc. Ammonia generation from engine exhaust at ambient conditions using water-gas shift and ammonia synthesis catalysts

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