Ammonia hydrogen rotor machine based on passive pre-combustion chamber jet ignition and control method

Abstract

The invention designs an ammonia hydrogen rotor machine based on passive pre-combustion chamber jet ignition and a control method, belongs to the field of internal combustion engines, and particularly relates to an ammonia gas storage tank connected with an ammonia nozzle through an ammonia gas pressure reducing valve, a hydrogen storage tank connected with the ammonia nozzle through a hydrogen pressure reducing valve, and an ammonia hydrogen nozzle arranged in a gas inlet channel. A jet flow spraying hole is formed in the passive pre-combustion chamber and communicates with the main combustion chamber, and the spark plug is arranged in the passive pre-combustion chamber to ignite the ammonia-hydrogen-air mixed gas. By means of cooperative control over the ammonia-hydrogen fuel proportion, regulation and control over the reaction activity of mixed gas in a cylinder are achieved, abnormal combustion is inhibited through the low reaction activity of ammonia, and therefore the power density of a rotor machine is improved; the passive pre-combustion chamber is arranged and jet ignition is combined, so that the ignition stability of low-temperature mixed gas is guaranteed, the turbulent combustion process is accelerated, and the combustion stability and heat efficiency of the rotor machine are improved.

Description

Technical Field

[0001] The present invention relates to the field of engine combustion technology, and in particular to an ammonia-hydrogen rotor machine based on passive pre-combustion chamber jet ignition and a control method thereof. Technical Background

[0002] Under the current urgent need for energy conservation and emission reduction and the realization of sustainable development, the development of zero-carbon technology and the development of new and efficient combustion technology have become the focus of people's attention. The rotor machine has been widely used in many fields due to its compact structure, high power density, low noise and vibration, and low emissions. However, the structural characteristics of the rotor machine also have some inherent defects. For example, due to its unique internal geometric structure, the ignition atmosphere using the spark plug is poor, which is not conducive to the rapid propagation of the flame, and the mixture leakage between the adjacent cylinders of the rotor machine is prone to occur at the spark plug, which not only reduces the combustion efficiency, but also may cause abnormal combustion, greatly limiting its performance and application range. Ammonia hydrogen fuel has good adaptability in terms of physical and chemical properties. Ammonia has the characteristics of low reactivity, high ignition energy, slow flame propagation speed, and high octane number. The use of ammonia hydrogen dual fuel on the rotor machine can effectively regulate the reactivity in the cylinder, thereby suppressing abnormal combustion and improving the power density of the rotor machine.

[0003] The present invention sets a passive pre-combustion chamber, and introduces a passive pre-combustion chamber at the original spark plug position. This structure can effectively prevent the leakage of the mixture of adjacent cylinders at the spark plug. The passive pre-combustion chamber is connected to the main combustion chamber through the spray hole, and the ignition is strengthened by the jet, which ensures the ignition stability of the low-temperature mixture and accelerates the turbulent combustion process. This structure effectively improves the combustion stability and thermal efficiency of the rotor machine, which meets the current energy conservation and emission reduction needs. Summary of the invention

[0004] In order to achieve the regulation of the reaction activity of the mixed gas in the rotor machine cylinder, reduce the leakage of the mixed gas in the adjacent cylinder at the spark plug, inhibit abnormal combustion, and improve the power density of the rotor machine. The present invention designs an ammonia hydrogen rotor machine and a control method based on passive pre-combustion chamber jet ignition, which specifically relates to controlling the ammonia hydrogen intake ratio according to the rotor machine load and optimizing the rotor machine structure system, specifically including: an intake pipeline (P1), on which are sequentially connected in series: an air filter (1), an electronic throttle (2), and an air flow sensor (3); an ammonia supply pipeline (P2), on which are sequentially connected in series: an ammonia storage tank (4), an ammonia pressure reducing valve (5), an ammonia flow sensor (6), a flame arrester (7), and an ammonia nozzle (8); a hydrogen supply pipeline (P3), on which are sequentially connected in series: a hydrogen storage tank (9), a hydrogen pressure reducing valve (10), a hydrogen flow sensor (11), a flame arrester (12), and a hydrogen nozzle (13 ); passive pre-combustion chamber (14); spark plug (15); speed sensor (16); ECU (E); the signal a outputted from ECU (E) to electronic throttle valve (2) via wires is a, the signal fed back to ECU (E) by air flow sensor (3) is b, the signal c outputted from ECU (E) to ammonia nozzle (8) via wires is c, the signal fed back to ECU (E) by ammonia flow sensor (6) is d, the signal e outputted from ECU (E) to hydrogen nozzle via wires is e, the signal fed back to ECU (E) by hydrogen flow sensor (13) is f, the signal g outputted from ECU (E) to spark plug (15) via wires is g; the signal fed back to ECU (E) by speed sensor (16) is h.

[0005] The passive pre-combustion chamber jet ignition ammonia hydrogen rotor machine and control method include the following features:

[0006] (a) The ECU obtains the current load state information of the ammonia-hydrogen rotor machine with passive pre-combustion chamber jet ignition based on the signal h fed back by the speed sensor to adjust the ammonia-hydrogen ratio.

[0007] (b) The ammonia nozzle and the hydrogen nozzle are both arranged in the air intake duct of the passive pre-combustion chamber jet ignition rotor machine. The intake ratio of ammonia and hydrogen is coordinated and controlled by the ECU. The abnormal combustion of the rotor machine is suppressed by adding ammonia, thereby effectively improving the power density of the rotor machine.

[0008] (c) The passive pre-combustion chamber is connected to the main combustion chamber through at least one spray hole with a diameter of 1 mm. The ignition electrode of the spark plug is located in the passive pre-combustion chamber. Replacing the original spark plug with the passive pre-combustion chamber reduces the leakage of adjacent cylinders of the rotor machine at the spark plug, effectively suppressing abnormal combustion.

[0009] (d) The passive pre-chamber jet ignition can improve the ignition atmosphere, shorten the flame propagation time, overcome the disadvantage of the poor ignition atmosphere of the rotor machine, and improve the ignition stability and thermal efficiency of the ammonia-hydrogen mixture.

[0010] The specific control process is as follows:

[0011] The rotary engine ECU (E) receives a signal h fed back by a rotation speed sensor (16), obtains the rotation speed n, and determines the current load information of the rotary engine.

[0012] When the speed is 0≤n<1000, it is determined that the current rotor machine is in the starting condition, has no power output, and selects a low ammonia ratio strategy; the ECU (E) outputs a signal c to the ammonia nozzle (8) and a signal e to the hydrogen nozzle (13), and adjusts the volume ratio of ammonia to hydrogen so that the ammonia accounts for 10% and the hydrogen accounts for 90%. According to the signal c fed back to the ECU (E) by the ammonia flow sensor (6) and the signal f fed back to the ECU (E) by the hydrogen flow sensor (11), the ECU (E) outputs a signal a to adjust the opening of the electronic throttle (2) according to the current flow of ammonia and hydrogen, so as to ensure that the equivalence ratio φ of the combustion process is 1.

[0013] When the speed is 1000≤n<3000, the current rotor machine is judged to be in a stable operating condition, and a strategy of using hydrogen as the main gas and ammonia as the auxiliary gas is selected; the ECU (E) outputs a signal c to the ammonia nozzle (8) and outputs a signal e to the hydrogen nozzle (13), and adjusts the volume ratio of ammonia and hydrogen so that ammonia accounts for 30% and hydrogen accounts for 70%, and according to the signal c fed back to the ECU (E) by the ammonia flow sensor (6) and the signal e fed back to the ECU by the hydrogen flow sensor (11),

[0014] (E) outputs a signal f, and the ECU (E) adjusts the opening of the electronic throttle valve (2) according to the current flow rate of ammonia and hydrogen to ensure that the equivalence ratio φ of the combustion process is 1.

[0015] When the speed is 3000≤n≤7000, it is determined that the current rotor machine is in an acceleration condition, and a strategy of mainly using ammonia and supplementing with hydrogen is selected; the ECU (E) outputs a signal c to the ammonia nozzle (8) and a signal e to the hydrogen nozzle (13), and adjusts the volume ratio of ammonia to hydrogen so that ammonia accounts for 70% and hydrogen accounts for 30%. According to the signal c fed back to the ECU (E) by the ammonia flow sensor (6) and the signal f fed back to the ECU (E) by the hydrogen flow sensor (11), the ECU (E) outputs a signal a to adjust the opening of the electronic throttle valve (2) according to the current flow of ammonia and hydrogen, so as to ensure that the equivalence ratio φ of the combustion process is 1.

[0016] When the speed n>7000, it is an abnormal speed condition, the supply of ammonia and hydrogen fuel is stopped, and the ECU (E) outputs signals c and e to the ammonia nozzle (8) and the hydrogen nozzle (13) respectively, so that the ammonia flow rate and the hydrogen flow rate are 0, and outputs a signal to the electronic throttle (2) to reduce the opening of the electronic throttle (2), and returns to normal after 0.5s.

[0017] Equivalence ratio m air is the air mass flow rate, m NH3 and m H2 are the mass flow rates of ammonia and hydrogen, AF NH3 and AF H2 are the stoichiometric ratios of ammonia and hydrogen, respectively.

[0018] The specific passive pre-combustion chamber structure is as follows:

[0019] The passive pre-combustion chamber is arranged at the original front spark plug position of the rotor machine, and its axis is perpendicular to the cylinder wall of the rotor machine. According to claim 1, the passive pre-combustion chamber is provided with six evenly distributed jet nozzles, each of which has a diameter of 1 mm, and the angle between the central axis of the jet nozzle and the central axis of the passive pre-combustion chamber is 60°.

[0020] The technical solution of the embodiment of the present invention relates to an ammonia-hydrogen rotor machine based on passive pre-combustion chamber jet ignition and a control method. In order to ensure the stable operation of the ammonia-hydrogen rotor machine with passive pre-combustion chamber jet ignition under different loads, the ammonia nozzle and the hydrogen nozzle are both arranged in the inlet duct of the passive pre-combustion chamber jet ignition rotor machine. The intake ratio of ammonia and hydrogen is coordinated by the ECU to control the ammonia nozzle and the hydrogen nozzle. In the starting condition, in order to ensure smooth starting, a low ammonia ratio strategy is adopted; under stable conditions, a strategy of hydrogen as the main and ammonia as the auxiliary is selected; under acceleration conditions, in order to ensure the power output and economy of the engine, a strategy of ammonia as the main and hydrogen as the auxiliary is selected. Combined with the lower reactivity, higher ignition energy and slower combustion speed of ammonia, the abnormal combustion of the rotor machine under the hydrogen-based strategy can be effectively suppressed, and the power density of the rotor machine can be effectively improved.

[0021] The present invention replaces the original front spark plug of the rotor machine with a passive pre-combustion chamber, and arranges the spark plug in the passive pre-combustion chamber, thereby effectively reducing the leakage of adjacent cylinders of the rotor machine at the spark plug.

[0022] The passive pre-combustion chamber provided in the present invention is connected to the main combustion chamber through six evenly distributed spray holes, and ignites the mixture in the main combustion chamber by means of jets. Compared with the traditional ignition electrode using a spark plug, this method increases the ignition area, effectively improves the ignition stability of the low-temperature mixture, and further accelerates the combustion speed of the ammonia-hydrogen mixture in the main combustion chamber, avoiding the slow combustion speed of ammonia under the ammonia-based strategy. At the same time, the passive pre-combustion chamber avoids the need to set a nozzle in the pre-combustion chamber, simplifies the overall structure of the ammonia-hydrogen rotor machine with jet ignition in the pre-combustion chamber, and effectively reduces the cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 The structural working principle diagram of the present invention;

[0024] Figure 2 A partial enlarged view of the passive pre-combustion chamber;

[0025] Figure 1 In the figure: intake pipe (P1), air filter (1), electronic throttle (2), air flow sensor (3), ammonia supply pipe (P2), ammonia storage tank (4), ammonia pressure reducing valve (5), ammonia flow sensor (6), flame arrester (7), ammonia nozzle (8), hydrogen supply pipe (P3), hydrogen storage tank (9), hydrogen pressure reducing valve (10), hydrogen flow sensor (11), flame arrester (12), hydrogen nozzle (13, passive pre-combustion chamber (14), spark plug (15), speed sensor (16), ECU (E). In addition, ECU (E) The signal output to the electronic throttle (2) through the wire is a, the signal fed back to the ECU (E) by the air flow sensor (3) is b, the signal output to the ammonia nozzle (8) by the ECU (E) through the wire is c, the signal fed back to the ECU (E) by the ammonia flow sensor (6) is d, the signal output to the hydrogen nozzle by the ECU (E) through the wire is e, the signal fed back to the ECU (E) by the hydrogen flow sensor (13) is f, the signal output to the spark plug (15) by the ECU (E) through the wire is g, and the signal fed back to the ECU (E) by the speed sensor (16) is h. DETAILED DESCRIPTION

[0026] The following is a collection of drawings to further illustrate the present invention:

[0027] The invention comprises: an intake pipe (P1), an air filter (1), an electronic throttle (2), an air flow sensor (3), an ammonia supply pipe (P2), an ammonia storage tank (4), an ammonia pressure reducing valve (5), an ammonia flow sensor (6), a flame arrester (7), an ammonia nozzle (8), a hydrogen supply pipe (P3), a hydrogen storage tank (9), a hydrogen pressure reducing valve (10), a hydrogen flow sensor (11), a flame arrester (12), a hydrogen nozzle (13, a passive pre-combustion chamber (14), a spark plug (15), a speed sensor (16), and an ECU (E). In addition, the ECU (E) The signal output to the electronic throttle (2) through the wire is a, the signal fed back to the ECU (E) by the air flow sensor (3) is b, the signal output to the ammonia nozzle (8) by the ECU (E) through the wire is c, the signal fed back to the ECU (E) by the ammonia flow sensor (6) is d, the signal output to the hydrogen nozzle by the ECU (E) through the wire is e, the signal fed back to the ECU (E) by the hydrogen flow sensor (13) is f, the signal output to the spark plug (15) by the ECU (E) through the wire is g, and the signal fed back to the ECU (E) by the speed sensor (16) is h.

[0028] (a) The ECU (E) obtains the current load state information of the ammonia-hydrogen rotor machine with passive pre-combustion chamber jet ignition according to the signal h fed back by the speed sensor (16) to adjust the ammonia-hydrogen ratio.

[0029] (b) The ammonia nozzle (8) and the hydrogen nozzle (13) are both arranged in the air intake passage of the passive pre-combustion chamber jet ignition rotor machine. The intake ratio of ammonia and hydrogen is coordinated and controlled by the ECU (E) to control the ammonia nozzle (8) and the hydrogen nozzle (13), and abnormal combustion of the rotor machine is suppressed by adding ammonia.

[0030] (c) The passive pre-combustion chamber (14) is connected to the main combustion chamber through at least one spray hole with a diameter of 1 mm, and the ignition electrode of the spark plug (15) is located in the passive pre-combustion chamber, thereby reducing the leakage of adjacent cylinders of the rotor machine at the spark plug (15).

[0031] (d) The passive pre-combustion chamber (14) jet ignition can improve the ignition atmosphere and enhance the ignition stability and thermal efficiency of the ammonia-hydrogen mixture.

[0032] The specific control process is as follows:

[0033] The rotary engine ECU (E) receives a signal h fed back by a rotation speed sensor (16), obtains the rotation speed n, and determines the current load information of the rotary engine.

[0034] When the speed is 0≤n<1000, it is determined that the current rotor machine is in the starting condition, has no power output, and selects a low ammonia ratio strategy; the ECU (E) outputs a signal c to the ammonia nozzle (8) and a signal e to the hydrogen nozzle (13), and adjusts the volume ratio of ammonia to hydrogen so that the ammonia accounts for 10% and the hydrogen accounts for 90%. According to the signal c fed back to the ECU (E) by the ammonia flow sensor (6) and the signal f fed back to the ECU (E) by the hydrogen flow sensor (11), the ECU (E) outputs a signal a to adjust the opening of the electronic throttle (2) according to the current flow of ammonia and hydrogen, so as to ensure that the equivalence ratio φ of the combustion process is 1.

[0035] When the speed is 1000≤n<3000, the current rotor machine is judged to be in a stable operating condition, and a strategy of using hydrogen as the main gas and ammonia as the auxiliary gas is selected; the ECU (E) outputs a signal c to the ammonia nozzle (8) and outputs a signal e to the hydrogen nozzle (13), and adjusts the volume ratio of ammonia and hydrogen so that ammonia accounts for 30% and hydrogen accounts for 70%, and according to the signal c fed back to the ECU (E) by the ammonia flow sensor (6) and the signal e fed back to the ECU by the hydrogen flow sensor (11),

[0036] (E) outputs a signal f, and the ECU (E) adjusts the opening of the electronic throttle valve (2) according to the current flow rate of ammonia and hydrogen to ensure that the equivalence ratio φ of the combustion process is 1.

[0037] When the speed is 3000≤n≤7000, it is determined that the current rotor machine is in an acceleration condition, and a strategy of mainly using ammonia and supplementing with hydrogen is selected; the ECU (E) outputs a signal c to the ammonia nozzle (8) and a signal e to the hydrogen nozzle (13), and adjusts the volume ratio of ammonia to hydrogen so that ammonia accounts for 70% and hydrogen accounts for 30%. According to the signal c fed back to the ECU (E) by the ammonia flow sensor (6) and the signal f fed back to the ECU (E) by the hydrogen flow sensor (11), the ECU (E) outputs a signal a to adjust the opening of the electronic throttle valve (2) according to the current flow of ammonia and hydrogen, so as to ensure that the equivalence ratio φ of the combustion process is 1.

[0038] When the speed n>7000, it is an abnormal speed condition, the supply of ammonia and hydrogen fuel is stopped, and the ECU (E) outputs signals c and e to the ammonia nozzle (8) and the hydrogen nozzle (13) respectively, so that the ammonia flow rate and the hydrogen flow rate are 0, and outputs a signal to the electronic throttle (2) to reduce the opening of the electronic throttle (2), and returns to normal after 0.5s.

[0039] Equivalence ratio m air is the air mass flow rate, m NH3 and m H2 are the mass flow rates of ammonia and hydrogen, AF NH3 and AF H2 are the stoichiometric ratios of ammonia and hydrogen, respectively.

Claims

1. An ammonia hydrogen rotor machine and control method based on passive pre-combustion chamber jet ignition, characterized in that: The passive pre-combustion chamber jet ignition ammonia hydrogen rotor machine comprises: an intake pipeline (P1), on which are sequentially connected in series: an air filter (1), an electronic throttle (2), and an air flow sensor (3); an ammonia supply pipeline (P2), on which are sequentially connected in series: an ammonia storage tank (4), an ammonia pressure reducing valve (5), an ammonia flow sensor (6), a flame arrester (7), and an ammonia nozzle (8); a hydrogen supply pipeline (P3), on which are sequentially connected in series: a hydrogen storage tank (9), a hydrogen pressure reducing valve (10), a hydrogen flow sensor (11), a flame arrester (12), and a hydrogen nozzle (13); a passive pre-combustion chamber (14); a spark plug (15); a speed sensor device (16); ECU (E); the signal a outputted by ECU (E) to the electronic throttle valve (2) through the wire is a, the signal fed back to ECU (E) by the air flow sensor (3) is b, the signal c outputted by ECU (E) to the ammonia nozzle (8) through the wire is c, the signal fed back to ECU (E) by the ammonia flow sensor (6) is d, the signal e outputted by ECU (E) to the hydrogen nozzle through the wire is e, the signal fed back to ECU (E) by the hydrogen flow sensor (13) is f, the signal g outputted by ECU (E) to the spark plug (15) through the wire is g; the signal fed back to ECU (E) by the speed sensor (16) is h; (a) the ECU (E) obtains the current load state information of the ammonia-hydrogen rotor machine with passive pre-combustion chamber jet ignition according to the signal h fed back by the speed sensor (16) to adjust the ammonia-hydrogen ratio; (b) the ammonia nozzle (8) and the hydrogen nozzle (13) are both arranged in the air intake passage of the passive pre-combustion chamber jet ignition rotor engine, and the intake ratio of ammonia and hydrogen is coordinated and controlled by the ECU (E) to control the ammonia nozzle (8) and the hydrogen nozzle (13), thereby suppressing abnormal combustion of the rotor engine by adding ammonia; (c) the passive pre-combustion chamber (14) is connected to the main combustion chamber via at least one spray hole with a diameter of 1 mm, and the ignition electrode of the spark plug (15) is located in the passive pre-combustion chamber, thereby reducing the leakage of adjacent cylinders of the rotor machine at the spark plug, effectively suppressing abnormal combustion; (d) The passive pre-combustion chamber (14) jet ignition can improve the ignition atmosphere and enhance the ignition stability and thermal efficiency of the ammonia-hydrogen mixture.

2. Control the ammonia hydrogen rotor machine and control method based on passive pre-combustion chamber jet ignition as claimed in claim 1, characterized in that: The specific control process is as follows: The rotary engine ECU (E) receives a signal h fed back by a speed sensor (16), obtains the speed n, and determines the current load information of the rotary engine; When the speed is 0≤n<1000, it is determined that the current rotor machine is in the starting condition, there is no power output, and a low ammonia ratio strategy is selected; the ECU (E) outputs a signal c to the ammonia nozzle (8) and a signal e to the hydrogen nozzle (13), and adjusts the volume ratio of ammonia to hydrogen so that the ammonia accounts for 10% and the hydrogen accounts for 90%, and according to the signal c fed back to the ECU (E) by the ammonia flow sensor (6) and the signal f fed back to the ECU (E) by the hydrogen flow sensor (11), the ECU (E) outputs a signal a to adjust the opening of the electronic throttle (2) according to the current flow of ammonia and hydrogen, so as to ensure that the equivalence ratio φ of the combustion process is 1; When the speed is 1000≤n<3000, the current rotor machine is judged to be in a stable operating condition, and a strategy of mainly using hydrogen and supplementing with ammonia is selected; the ECU (E) outputs a signal c to the ammonia nozzle (8) and a signal e to the hydrogen nozzle (13), and adjusts the volume ratio of ammonia and hydrogen so that ammonia accounts for 30% and hydrogen accounts for 70%, and according to the signal c fed back to the ECU (E) by the ammonia flow sensor (6) and the signal f fed back to the ECU (E) by the hydrogen flow sensor (11), the ECU (E) outputs a signal a to adjust the opening of the electronic throttle (2) according to the current flow of ammonia and hydrogen, so as to ensure that the equivalence ratio φ of the combustion process is 1; When the speed is 3000≤n≤7000, it is determined that the current rotor machine is in an acceleration condition, and a strategy of using ammonia as the main gas and hydrogen as the auxiliary gas is selected; the ECU (E) outputs a signal c to the ammonia nozzle (8) and a signal e to the hydrogen nozzle (13), and adjusts the volume ratio of ammonia to hydrogen so that ammonia accounts for 70% and hydrogen accounts for 30%. According to the signal c fed back to the ECU (E) by the ammonia flow sensor (6) and the signal f fed back to the ECU (E) by the hydrogen flow sensor (11), the ECU (E) outputs a signal a to adjust the opening of the electronic throttle valve (2) according to the current flow of ammonia and hydrogen, so as to ensure that the equivalence ratio φ of the combustion process is 1; When the speed n>7000, it is an abnormal speed condition, the supply of ammonia and hydrogen fuel is stopped, and the ECU (E) outputs signals c and e to the ammonia nozzle (8) and the hydrogen nozzle (13) respectively, so that the ammonia flow rate and the hydrogen flow rate are 0, and outputs a signal to the electronic throttle (2) to reduce the opening of the electronic throttle (2), and returns to normal after 0.5s; Equivalence ratio m air is the air mass flow rate, m NH3 and m H2 are the mass flow rates of ammonia and hydrogen, AF NH3 and AF H2 are the stoichiometric ratios of ammonia and hydrogen, respectively.

3. The passive pre-combustion chamber (14) is arranged at the original front spark plug position of the rotor machine, wherein the axis thereof is perpendicular to the cylinder wall of the rotor machine. According to claim 1, the passive pre-combustion chamber (14) is provided with six evenly distributed jet nozzles, each of which has a diameter of 1 mm, and the central axis of the jet nozzle forms an angle of 60° with the central axis of the passive pre-combustion chamber.

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