Ammonia-hydrogen engine system, organized combustion method, system, medium, program product

Abstract

This application provides an ammonia-hydrogen engine system, a combustion organization method, a combustion organization system, a computer-readable medium, and a computer program product. The ammonia-hydrogen engine system includes an ammonia fuel supply pipeline and a hydrogen fuel supply pipeline; an ammonia-hydrogen mixing device, with its input ends connected to the ammonia fuel supply pipeline and the hydrogen fuel supply pipeline respectively, for mixing ammonia fuel and hydrogen fuel to form an ammonia-hydrogen mixed fuel gas flow; an intake manifold mixing injection valve, with the injection direction towards the intake manifold; and a pre-combustion chamber mixing injection valve, with the injection direction towards the pre-combustion chamber, wherein a spark plug is installed in the pre-combustion chamber, and the output end of the pre-combustion chamber is connected to the combustion chamber, allowing the flame and / or combustion gas generated in the pre-combustion chamber to enter the combustion chamber.

Description

Technical Field

[0001] This application relates to the field of internal combustion engines, and more particularly to an ammonia-hydrogen engine system, a combustion organization method, a combustion organization system, a computer-readable medium, and a computer program product. Background Technology

[0002] Among various low-carbon and zero-carbon fuel routes, ammonia (NH3) and hydrogen (H2) are considered fuel options for achieving net-zero emissions in ship propulsion systems because their molecular structures do not contain carbon elements and they emit no carbon dioxide after combustion. They have broad application prospects.

[0003] Hydrogen fuel possesses significant advantages such as high combustion rate, wide combustible range, and low ignition energy, while ammonia fuel, although widely available and relatively safe to store and transport, suffers from inherent drawbacks such as difficulty in ignition and slow combustion speed. The combined use of the two can create a complementary advantage—hydrogen can effectively improve the combustion performance of ammonia fuel, solving its ignition and combustion rate-related problems. Therefore, research has been conducted in this field on ammonia-hydrogen fuel engines, and the inventors have discovered that the technical routes and solutions include: Comparative Solution 1: In-cylinder direct ammonia injection + pre-combustion chamber hydrogen injection + spark plug ignition technology: This technology involves injecting liquid ammonia directly into the cylinder at the end of the engine's compression stroke, while simultaneously injecting hydrogen into the pre-combustion chamber. The hydrogen in the pre-combustion chamber is ignited by a spark plug, and the resulting hydrogen jet flame further ignites the liquid ammonia in the cylinder. The inventors found that Comparative Solution 1 places extremely high demands on the sealing performance, high pressure resistance, and reliability of the ammonia injection valve, leading to a significant increase in the manufacturing cost of the ammonia injection valve. Furthermore, the system structure is complex, resulting in difficult and costly maintenance, which hinders large-scale application.

[0004] Comparative Solution 2: Ammonia Injection in the Intake Manifold + Hydrogen Injection in the Pre-combustion Chamber + Spark Plug Ignition Technology: This route adds an ammonia injection valve to the engine intake manifold. Ammonia fuel enters the intake manifold through the injection valve, mixes thoroughly with the intake air to form a mixture, and then enters the cylinder. Simultaneously, hydrogen is injected into the pre-combustion chamber, ignited by the spark plug to form a jet flame, igniting the ammonia-air mixture in the cylinder. The inventors discovered that the core drawback of the technical route in Comparative Solution 2 is that localized high-temperature hot spots are easily formed during hydrogen combustion in the pre-combustion chamber. The presence of these hot spots can cause abnormal combustion phenomena such as pre-ignition and knocking in the engine, seriously affecting the engine's operational stability and service life, and is difficult to effectively suppress.

[0005] Comparative Option 3: Intake Manifold Injection of Ammonia-Hydrogen Mixture + Spark Plug Ignition Technology: This route directly injects an ammonia-hydrogen mixture into the intake manifold. The mixture mixes with the intake air and enters the cylinder, where it is ignited by a spark plug for combustion. The inventors discovered that due to the differences in the physical properties of ammonia and hydrogen, it is difficult to form a uniform mixture when mixed in the intake manifold. This results in uneven mixture concentration distribution within the cylinder, making spark plug ignition difficult and prone to misfires. This not only affects engine power performance but also leads to decreased combustion efficiency and increased pollutant emissions, especially failing to meet the power requirements of large-bore marine engines.

[0006] In summary, all three comparative ammonia-hydrogen fuel cell engines and their technical approaches have shortcomings. Abnormal combustion phenomena (pre-ignition, knocking, misfire) not only limit further increases in engine power but also affect their operational stability and reliability. This is especially true for large-bore marine engines, which have large cylinder volumes and high power demands, making the rationality of combustion organization even more critical. The comparative solutions cannot meet their requirements for efficient, stable, and low-carbon operation.

[0007] Therefore, there is a need in the art for an ammonia-hydrogen engine system, a combustion organization method, a combustion organization system, a computer-readable medium, or a computer program to solve at least one of the above-mentioned technical problems. Summary of the Invention

[0008] One object of this application is to provide an ammonia-hydrogen engine system.

[0009] One object of this application is to provide a method for organizing combustion.

[0010] One object of this application is to provide a computer-readable storage medium.

[0011] One object of this application is to provide a computer program product.

[0012] One object of this application is to provide an organization combustion system.

[0013] According to a first aspect of this application, an ammonia-hydrogen engine system includes an ammonia fuel supply pipeline and a hydrogen fuel supply pipeline; an ammonia-hydrogen mixing device, with its input end connected to the ammonia fuel supply pipeline and the hydrogen fuel supply pipeline respectively, for mixing ammonia fuel and hydrogen fuel to form an ammonia-hydrogen mixed fuel gas flow; an intake manifold mixing injection valve, with the injection direction towards the intake manifold; and a pre-combustion chamber mixing injection valve, with the injection direction towards the pre-combustion chamber, wherein a spark plug is provided in the pre-combustion chamber, and the output end of the pre-combustion chamber is connected to the combustion chamber, so that the flame and / or gas generated by combustion in the pre-combustion chamber can enter the combustion chamber; The flow path of the ammonia-hydrogen mixed fuel gas flow is configured as follows: after being output from the ammonia-hydrogen mixing device, the flow path is along the first mixed fuel flow path to the intake manifold mixed gas injection valve, so that the ammonia-hydrogen mixed fuel gas flow is injected into the intake manifold; and along the second mixed fuel flow path to the pre-combustion chamber mixed gas injection valve, so that the ammonia-hydrogen mixed fuel gas flow is injected into the pre-combustion chamber.

[0014] In one or more embodiments, the ammonia-hydrogen mixing device is provided with a mixing structure, the mixing structure including a grid.

[0015] In one or more embodiments, the pre-combustion chamber is disposed at the top of the cylinder, in the area between the intake valve and the exhaust valve.

[0016] In one or more embodiments, the proportion of hydrogen fuel and ammonia fuel supplied from the ammonia fuel supply pipeline and the hydrogen fuel supply pipeline to the ammonia-hydrogen mixing device is such that the energy proportion of hydrogen fuel is not greater than 15%.

[0017] In one or more embodiments, the injection period of the intake manifold mixture injection valve is the intake stroke period, the injection period of the pre-combustion chamber mixture injection valve is the compression period, and the corresponding spark plug ignition timing is 8°-30° before top dead center.

[0018] According to a combustion organization method based on a second aspect of this application, using an ammonia-hydrogen engine system as described in the first aspect, the combustion organization method includes the following steps: The ammonia fuel gas stream and the hydrogen fuel gas stream are mixed to form a uniform ammonia-hydrogen fuel gas stream; During the engine intake stroke, the ammonia-hydrogen mixed fuel gas flow is injected into the intake manifold through the intake manifold mixture injection valve. During the engine compression stroke, the ammonia-hydrogen mixed fuel gas flow is injected into the pre-combustion chamber through the pre-combustion chamber mixture injection valve, and the spark plug ignites 8°-30° before the top dead center of the compression stroke, igniting the ammonia-hydrogen mixed fuel gas flow in the pre-combustion chamber.

[0019] In one or more embodiments, the proportion of hydrogen fuel and ammonia fuel in the ammonia-hydrogen mixed fuel gas flow is configured such that the energy proportion of hydrogen fuel is no more than 15%.

[0020] In one or more embodiments, the injection timing of the intake manifold mixture injection valve is located in the early to mid-stage of the intake stroke; the injection timing of the pre-combustion chamber mixture injection valve is located in the mid to late-stage of the compression stroke.

[0021] In one or more embodiments, the injection pulse width of the intake manifold mixture injection valve and the pre-combustion chamber mixture injection valve both increase with the increase of engine load.

[0022] According to a third aspect of this application, a computer-readable storage medium has a computer program thereon, which, when executed by a processor, can implement the steps performed by the program in the tissue burning method described in the above embodiments.

[0023] According to a fourth aspect of this application, a computer program product has a computer program that, when executed by a processor, can implement the steps executed by the program in the tissue combustion method described in the above embodiments.

[0024] A tissue combustion system according to a fifth aspect of this application includes: a memory for storing instructions executable by a processor; and a processor for executing the instructions to implement the steps performed by a program in the tissue combustion method described in the above embodiments. Attached Figure Description

[0025] The above and other features, properties and advantages of this application will become more apparent from the following description taken in conjunction with the accompanying drawings and embodiments, wherein: Figure 1 This is a schematic diagram of an embodiment of an ammonia-hydrogen engine system.

[0026] Figure 2 This is a schematic diagram of the injection phase of an ammonia-hydrogen engine system according to an embodiment.

[0027] Figure 3 This is a schematic flowchart of a tissue combustion method according to one embodiment.

[0028] Figure 4 This is a schematic block diagram of an embodiment of a tissue combustion system. Detailed Implementation

[0029] The present application will be further described below with reference to specific embodiments and accompanying drawings. More details are set forth in the following description in order to provide a full understanding of the present application. However, the present application can obviously be implemented in many other ways different from those described herein. Those skilled in the art can make similar extensions and derivations based on actual application situations without departing from the spirit of the present application. Therefore, the scope of protection of the present application should not be limited by the content of this specific embodiment.

[0030] Furthermore, this application uses specific terms to describe embodiments of the application, such as "an embodiment," "one embodiment," and / or "some embodiments," which refer to a particular feature, structure, or characteristic related to at least one embodiment of the application. Therefore, it should be emphasized and noted that "an embodiment" or "one embodiment" mentioned twice or more in different locations in this specification do not necessarily refer to the same embodiment. In addition, certain features, structures, or characteristics in one or more embodiments of the application can be appropriately combined.

[0031] It should be noted that the ammonia-hydrogen engine system described in the following embodiments, taking marine engines as an example, has good effects, especially in large-bore marine engines, but is not limited thereto.

[0032] refer to Figures 1 to 3 As shown, the ammonia-hydrogen engine system includes: an ammonia fuel supply line 1, a hydrogen fuel supply line 2, an ammonia-hydrogen mixing device 3, an intake manifold mixture injection valve 5, a pre-combustion chamber mixture injection valve 6, a spark plug 7, a pre-combustion chamber 8, an intake manifold 9, an intake valve 10, an exhaust pipe 11, an exhaust valve 12, a piston top 13, a piston 14, a cylinder 15, and a combustion chamber 20.

[0033] The input end of the ammonia-hydrogen mixing device 3 is connected to the ammonia fuel supply pipeline 1 and the hydrogen fuel supply pipeline 2 respectively, and is used to mix ammonia fuel and hydrogen fuel to form an ammonia-hydrogen mixed fuel gas flow 4.

[0034] The injection direction of the intake manifold mixture injection valve 5 is towards the intake manifold 9. The ammonia fuel supply line 1 and the hydrogen fuel supply line 2 are respectively connected to external fuel storage or supply systems such as high-pressure hydrogen storage tanks, liquid ammonia storage tanks and evaporators, or on-board reforming hydrogen / ammonia production units. The ammonia fuel supply line 1 and the hydrogen fuel supply line 2 are typically equipped with high-pressure pressure reducing valves, precision flow meters, electronically controlled shut-off valves, and pressure sensors to precisely regulate and control the supply pressure, flow rate, and timing of ammonia and hydrogen fuel, ensuring stable and accurate fuel supply. For example, for high-boost engines, ensuring a sufficiently high outlet pressure for the ammonia-hydrogen mixing unit 3 may require an additional booster pump or a higher-pressure fuel supply system.

[0035] In some embodiments, the proportion of hydrogen fuel and ammonia fuel supplied from ammonia fuel supply line 1 and hydrogen fuel supply line 2 to the ammonia-hydrogen mixing device 3 is such that the energy proportion of hydrogen fuel is no more than 15%. This proportion can be achieved, for example, by adjusting the opening of the electrically controlled valves on the two supply lines in real time. "Energy proportion" refers to the proportion of the chemical energy contained in hydrogen to the total chemical energy of the ammonia-hydrogen mixture. This is a parameter that reflects the combustion characteristics of fuel better than the volume or mass proportion. Since hydrogen has a low calorific value and a much higher calorific value than ammonia, even a small amount of hydrogen can contribute a significant energy share by mass. Limiting the hydrogen energy proportion to below 15% means that the pre-combustion chamber 8 is supplied with a mixture that is significantly "diluted" by ammonia and has moderate reactivity, rather than highly reactive pure hydrogen, which can further improve the stability of combustion.

[0036] The ammonia-hydrogen mixing device 3 is connected at its input to both the ammonia fuel supply line 1 and the hydrogen fuel supply line 2. This ammonia-hydrogen mixing device 3 can be a cavity with internal volume and structure, capable of fully and uniformly premixing ammonia and hydrogen before they enter the engine injection valves. In some embodiments, the ammonia-hydrogen mixing device 3 is internally designed with a mixing structure, such as a multi-layered staggered grid, a static mixer, or guide vanes. These structures can break the airflow and / or the resulting turbulence, forcing ammonia and hydrogen molecules to fully mix as they flow through the device, thereby forming a homogeneous ammonia-hydrogen mixed fuel airflow 4 at the outlet. The volume of the ammonia-hydrogen mixing device 3 needs to be calculated based on the target engine's maximum fuel consumption rate. Furthermore, during continuous full-load operation of the engine, the pressure fluctuations within the ammonia-hydrogen mixing device 3 should be limited to a small range to ensure the accuracy and stability of the downstream injection valve's flow metering.

[0037] The injection direction of the pre-combustion chamber mixture injection valve 6 is towards the pre-combustion chamber 8. A spark plug 7 is installed inside the pre-combustion chamber 8, and the output end of the pre-combustion chamber 8 is connected to the combustion chamber 20, allowing the flame and / or combustion gas generated in the pre-combustion chamber 8 to enter the combustion chamber 20.

[0038] like Figure 1 As shown, the flow path of the ammonia-hydrogen mixed fuel gas flow 4 is configured as follows: after being output from the ammonia-hydrogen mixing device 3, it flows along the first mixed fuel flow path 41 to the intake manifold mixed gas injection valve 5, so that the ammonia-hydrogen mixed fuel gas flow 4 is injected into the intake manifold 9, and flows along the second mixed fuel flow path to the pre-combustion chamber mixed gas injection valve 6, so that the ammonia-hydrogen mixed fuel gas flow 4 is injected into the pre-combustion chamber 8.

[0039] Specifically, the uniform ammonia-hydrogen mixed fuel gas flow 4 is distributed to two independent flow paths after being output from the ammonia-hydrogen mixing device 3.

[0040] First mixed fuel flow path 41: This flow path guides the ammonia-hydrogen mixed fuel gas flow 4 to the intake manifold mixture injection valve 5. The intake manifold mixture injection valve 5 is installed at a suitable location in the engine's intake manifold 9, with its injection direction facing the interior space of the intake manifold 9. Typically, the installation location can be selected at a sufficient distance upstream of the intake valve 10 to ensure that the injected fuel has sufficient time to undergo secondary mixing with the high-speed inflow of fresh air to form a homogeneous combustible mixture. The intake manifold mixture injection valve 5 can be, for example, a high-speed response solenoid valve or a piezoelectric crystal valve.

[0041] Second mixed fuel flow path 42: This flow path guides the ammonia-hydrogen mixed fuel gas flow 4 to the pre-combustion chamber mixture injection valve 6. The pre-combustion chamber mixture injection valve 6 is located in the pre-combustion chamber 8, and its injection direction is towards the interior space of the pre-combustion chamber 8.

[0042] The pre-combustion chamber 8 has a volume much smaller than the combustion chamber 20, typically less than 10% of the combustion chamber volume, and is an auxiliary combustion chamber. It is located at the top of the cylinder 15, specifically, in some embodiments, in the area between the intake valve 10 and the exhaust valve 12, to optimize layout and facilitate flame propagation. In addition to the aforementioned pre-combustion chamber mixture injection valve 6, the pre-combustion chamber 8 also contains a spark plug 7 for ignition. The pre-combustion chamber 8 is connected to the combustion chamber 20 via one or more injection holes, with its outlet being the output end of the pre-combustion chamber 8. This connection design allows the high-temperature, high-pressure flame and / or combustion gases generated in the pre-combustion chamber 8 to be injected into the combustion chamber 20 at high speed in a jet form.

[0043] It can be understood that in an internal combustion engine, the combustion chamber 20 has a similar meaning to its conventional counterpart in this field, referring to the space enclosed by the piston top 13, the top of the cylinder 15, and the side walls. The shape of the piston top 13, such as an ω-shape, a bathtub shape, or a specially designed concave-convex structure, is matched with the nozzle direction of the pre-combustion chamber 8 to guide and optimize the flame jet ejected from the pre-combustion chamber, enabling it to quickly and uniformly ignite the air-fuel mixture throughout the combustion chamber 20. For ammonia-hydrogen engines converted from diesel engines: the shape of the piston top 13 needs to be redesigned to match the original cylinder head and the newly added pre-combustion chamber 8, organizing reasonable squeezing and turbulence. The installation position of the intake manifold mixture injection valve 5 can be optimized through CFD simulation to minimize the impact on the original intake tumble and vortex intensity.

[0044] like Figure 2 , Figure 3 As shown, this application provides a method for tissue combustion, which specifically may include the following steps: S100. Form a uniform ammonia-hydrogen mixed fuel gas flow by mixing the ammonia fuel gas flow with the hydrogen fuel gas flow.

[0045] In some embodiments, the proportion of hydrogen fuel and ammonia fuel in the ammonia-hydrogen mixed fuel gas stream 4 is configured such that the energy proportion of hydrogen fuel is no more than 15%.

[0046] Specifically, such as Figure 2As shown, the engine is a four-stroke engine, including the power stroke, exhaust stroke, intake stroke, and compression stroke. The control unit can determine the required fuel flow rate for the engine under the current operating condition based on sensor signals such as engine speed, intake pressure, and temperature, using a pre-stored three-dimensional pulse map (MAP). Subsequently, for example, the control unit can determine the optimal ammonia / hydrogen energy ratio for that operating condition based on a strategy prioritizing the suppression of abnormal combustion. For instance, under low-speed, low-load conditions, a hydrogen fuel ratio close to the upper limit can be used to ensure cold start and stable combustion; under high-speed, high-load conditions, a lower ratio can be used to fully control knocking. After determining the ratio, the control unit sends commands to the control valves on the ammonia and hydrogen supply lines, causing the two gases to continuously flow into the ammonia-hydrogen mixing device 3 according to this ratio. The mixing structure within the device, such as the grid, ensures the formation of a uniform ammonia-hydrogen fuel mixture flow 4 within a short residence time.

[0047] S200. During the engine intake stroke, an ammonia-hydrogen fuel mixture stream 4 is injected into the intake manifold 9 via the intake manifold mixture injection valve 5. In some embodiments, the injection timing is located in the early to mid-stage of the intake stroke, for example, within a window of -360° to -270° crankshaft angle CA. The processor controls the intake manifold mixture injection valve 5 to open, injecting a measured amount of ammonia-hydrogen fuel mixture stream 4 into the intake manifold 9. The injection pulse width, i.e., the opening time, is increased in some embodiments as the engine load increases. The injected fuel and fresh air are further mixed in the intake manifold 9 and within the cylinder during the intake process.

[0048] S300. During the engine compression stroke, the ammonia-hydrogen mixed fuel gas flow 4 is injected into the pre-combustion chamber 8 through the pre-combustion chamber mixture injection valve 6, and the spark plug 7 ignites 8°-30° before the top dead center of the compression, igniting the ammonia-hydrogen mixed fuel gas flow 4 in the pre-combustion chamber 8.

[0049] The injection period of the pre-combustion chamber mixture injection valve 6 is during the compression stroke. Specifically, its injection timing is located in the middle to late stage of the compression stroke, for example, BTDC20° CA before the top dead center of compression, at which time the intake valve 10 is closed and the pressure in the cylinder gradually increases. The processor controls the pre-combustion chamber mixture injection valve 6 to open, injecting a small amount of ammonia-hydrogen mixed fuel gas flow 4 into the very small pre-combustion chamber 8, for example, an ammonia-hydrogen mixed fuel gas flow 4 accounting for less than 20% of the total fuel volume in a single cycle.

[0050] The principle behind achieving stable combustion using the above embodiments may lie in the following: First, it reduces local fuel activity. Ammonia, the main energy component in the premixed gas, acts as a slow-reacting "diluent," increasing the minimum ignition energy of the mixture. This means that the energy possessed by the incandescent residue or localized high-temperature "hot spots" remaining in the pre-combustion chamber 8 from the previous cycle is insufficient to ignite the mixture before the planned ignition time of the spark plug 7, thus fundamentally preventing "hot spot auto-ignition" type pre-ignition. Simultaneously, it reduces local heat load: the adiabatic flame temperature of ammonia is significantly lower than that of hydrogen. The transient temperature peak generated by burning the ammonia-hydrogen mixture in the pre-combustion chamber 8 is lower than that of burning pure hydrogen. This reduces the thermal shock and heat load on the pre-combustion chamber walls, nozzles, and spark plug electrodes, reducing the probability of new high-temperature hot spots forming a virtuous cycle that suppresses abnormal combustion. Furthermore, it improves scavenging and cooling; each injection of fresh mixture has a certain scavenging effect on the cavity of the pre-combustion chamber 8, helping to remove some residual exhaust gas and providing a cooling effect.

[0051] After the spark plug 7 is ignited by the processor, the electric spark generated by the spark plug 7 reliably ignites the air-fuel mixture. Combustion in the pre-combustion chamber 8 rapidly generates high temperature and pressure, forming a violent flame and / or gas jet, which is injected into the combustion chamber 20 through the connecting nozzle. These high-energy jets act like multiple distributed strong ignition sources, instantly igniting the homogeneous air-fuel mixture over a large area within the combustion chamber 20 simultaneously. This "jet ignition" or "turbulent flame ignition" method accelerates the initial flame propagation velocity in the combustion chamber, shortens the combustion duration, and increases the combustion isochoricity, thereby improving thermal efficiency. At the same time, because the air-fuel mixture in the main combustion chamber is uniform, the flame propagation is stable, and the circulation variation is small, combustion fluctuations or misfires caused by localized over-rich or over-lean mixtures are avoided.

[0052] refer to Figure 4 As shown, in some embodiments, the tissue combustion system 1000 includes: a memory 1001 for storing instructions executable by a processor; and a processor 1002 for executing the instructions to implement the steps performed by a program in the tissue combustion method as described in the above embodiments.

[0053] It is understood that the processor 1002 in the previous embodiments may be one or more of the following combinations: System-on-a-Chip (SoC), microcontroller, microprocessor such as a single-chip microcomputer, Reduced Instruction Set Computer (RISC), Application-Specific Integrated Circuit (ASIC), Application-Specific Instruction Integrated Processor (ASIP), Central Processing Unit (CPU), Graphics Processing Unit (GPU), Physical Processing Unit (PPU), Microcontroller Unit, Digital Signal Processor (DSP), Field Programmable Gate Array (FPGA), Advanced RISC Machine (ARM), Programmable Logic Device (PLD), or any circuit or processor capable of performing one or more functions.

[0054] In summary, the beneficial effects of the ammonia-hydrogen engine system, combustion organization method, system, computer-readable medium, and computer program described in the above embodiments include, but are not limited to, the innovative technical solution of injecting a uniformly premixed ammonia-hydrogen fuel gas stream into the intake manifold and pre-combustion chamber. This avoids abnormal combustion phenomena such as pre-ignition and misfire, ensuring reliable operation of ammonia-hydrogen gaseous fuel in large-bore marine engines. Specifically, the inventors discovered that there is a problem of poor scavenging in the pre-combustion chamber, leading to local heat accumulation and the formation of high-temperature hot spots. When hydrogen is injected into the pre-combustion chamber, it may be prematurely ignited by the hot spots before being ignited by the spark plug. The resulting jet flame enters the combustion chamber and interacts with the in-cylinder mixture, thereby causing pre-ignition or knocking, seriously affecting the stability and safety of the engine combustion process. The ammonia-hydrogen mixing device creates a uniform premixed ammonia-hydrogen fuel gas flow. This flow is injected into the cylinder from the intake manifold via a first flow path and then enters the pre-combustion chamber via a second flow path. The fuel activity in the pre-combustion chamber is reduced, decreasing the likelihood of ignition by hot spots. Simultaneously, the flame temperature of ammonia is significantly lower than that of hydrogen, reducing the heat load on the pre-combustion chamber and achieving stable combustion. Furthermore, by controlling the premixing ratio, injection timing, and spark plug ignition timing, hot spot auto-ignition can be effectively avoided, improving the combustion uniformity within the pre-combustion chamber and the combustion chamber, thus achieving stable combustion.

[0055] The steps of the methods described in conjunction with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of both. The software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to a processor such that the processor can read and write information to / from the storage medium. In an alternative, the storage medium may be integrated into the processor. The processor and storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In an alternative, the processor and storage medium may reside as discrete components in the user terminal.

[0056] In one or more exemplary embodiments, the described functionality may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functionality may be stored or transmitted as one or more instructions or code on or through a computer-readable medium. A computer-readable medium includes both computer storage media and communication media, encompassing any medium that facilitates the transfer of a computer program from one location to another. A storage medium may be any available medium accessible to a computer. By way of example and not limitation, such a computer-readable medium may include RAM, ROM, EEPROM, CD-ROM or other optical disc storage, disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and is accessible to a computer. Any connection is also legitimately referred to as a computer-readable medium. For example, if the software is transmitted from a website, server, or other remote source using coaxial cable, fiber optic cable, twisted pair, digital subscriber line (DSL), or wireless technologies such as infrared, radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of a medium. As used in this article, disks and discs include compressed discs (CDs), laser discs, optical discs, digital multi-discs (DVDs), floppy disks, and Blu-ray discs. Disks typically reproduce data magnetically, while discs reproduce data optically using lasers. Combinations of these should also be included within the scope of computer-readable media.

[0057] While this application discloses preferred embodiments as described above, it is not intended to limit the scope of this application. Any changes and modifications can be made by those skilled in the art without departing from the spirit and scope of this application. Therefore, any modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the content of the technical solution of this application shall fall within the protection scope defined by the claims of this application.

Claims

1. An ammonia-hydrogen engine system, characterized in that, include: Ammonia fuel supply pipeline (1), hydrogen fuel supply pipeline (2). The ammonia-hydrogen mixing device (3) has its input end connected to the ammonia fuel supply pipeline (1) and the hydrogen fuel supply pipeline (2) respectively, and is used to mix ammonia fuel and hydrogen fuel to form an ammonia-hydrogen mixed fuel gas flow (4). Intake manifold air-fuel mixture injection valve (5), injection direction is toward intake manifold (9); The pre-combustion chamber mixture injection valve (6) is directed toward the pre-combustion chamber (8). A spark plug (7) is installed in the pre-combustion chamber (8). The output end of the pre-combustion chamber (8) is connected to the combustion chamber (20), so that the flame and / or gas generated by the combustion in the pre-combustion chamber (8) can enter the combustion chamber (20). The flow path of the ammonia-hydrogen mixed fuel gas flow (4) is configured as follows: after being output from the ammonia-hydrogen mixing device (3), it flows along the first mixed fuel flow path (41) to the intake manifold mixed gas injection valve (5), so that the ammonia-hydrogen mixed fuel gas flow (4) is injected into the intake manifold (9), and flows along the second mixed fuel flow path to the pre-combustion chamber mixed gas injection valve (6), so that the ammonia-hydrogen mixed fuel gas flow (4) is injected into the pre-combustion chamber (8).

2. The ammonia-hydrogen engine system as described in claim 1, characterized in that, The ammonia-hydrogen mixing device (3) is provided with a mixing structure, which includes a grid.

3. The ammonia-hydrogen engine system as described in claim 1, characterized in that, The pre-combustion chamber (8) is located at the top of the cylinder (15), in the area between the intake valve (10) and the exhaust valve (12).

4. The ammonia-hydrogen engine system as described in claim 1, characterized in that, The proportion of hydrogen fuel and ammonia fuel supplied from the ammonia fuel supply pipeline (1) and the hydrogen fuel supply pipeline (2) to the ammonia-hydrogen mixing device (3) is such that the energy proportion of hydrogen fuel is no more than 15%.

5. The ammonia-hydrogen engine system as described in claim 1, characterized in that, The injection period of the intake manifold mixture injection valve (5) is the intake stroke period, the injection period of the pre-combustion chamber mixture injection valve (6) is the compression period, and the corresponding spark plug (7) ignition timing is 8°-30° before top dead center.

6. A method for tissue combustion, characterized in that, The combustion organization method, employing the ammonia-hydrogen engine system as described in any one of claims 1-5, comprises the following steps: Ammonia fuel gas flow and hydrogen fuel gas flow are mixed to form a uniform ammonia-hydrogen fuel gas flow (4). During the engine intake stroke, the ammonia-hydrogen mixed fuel gas flow (4) is injected into the intake manifold (9) through the intake manifold mixture injection valve (5). During the engine compression stroke, the ammonia-hydrogen mixed fuel gas flow (4) is injected into the pre-combustion chamber (8) through the pre-combustion chamber mixture injection valve (6), and the spark plug (7) ignites 8°-30° before the top dead center of the compression, igniting the ammonia-hydrogen mixed fuel gas flow (4) in the pre-combustion chamber (8).

7. The tissue combustion method as described in claim 6, characterized in that, The proportion of hydrogen fuel and ammonia fuel in the ammonia-hydrogen mixed fuel gas flow (4) is configured such that the energy proportion of hydrogen fuel is no more than 15%.

8. The tissue combustion method as described in claim 6, characterized in that, The injection timing of the intake manifold mixture injection valve (5) is located in the early to mid-stage of the intake stroke; the injection timing of the pre-combustion chamber mixture injection valve (6) is located in the mid to late stage of the compression stroke.

9. The tissue combustion method as described in claim 6, characterized in that, The injection pulse widths of the intake manifold mixture injection valve (5) and the pre-combustion chamber mixture injection valve (6) both increase with the increase of engine load.

10. A computer-readable storage medium having a computer program thereon, characterized in that, The computer program is executed by a processor to implement the steps of the tissue burning method as described in any one of claims 6 to 9.

11. A computer program product, characterized in that, It includes a computer program, which is executed by a processor to implement the steps of the tissue burning method as described in any one of claims 6 to 9.

12. A tissue combustion system, characterized in that, Its features include: Memory (1001) is used to store instructions that can be executed by the processor; A processor (1002) is configured to execute the instructions to implement the steps of the tissue burning method as described in any one of claims 6 to 9.

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