Hydrogen injection engine fuzzy adaptive hydrogen injection control system and control method

Abstract

This invention relates to a fuzzy adaptive hydrogen injection control system and method for a hybrid hydrogen injection engine. The system includes an engine control unit, a turbocharger, an intake manifold injector, a cylinder injector, an air flow sensor, a NOx sensor, and an aftertreatment device. The turbocharger is connected to the engine's intake and exhaust pipes. The air flow sensor is mounted on the intake pipe. The intake manifold injector is mounted on the intake pipe between the turbocharger and the engine. The cylinder injector is mounted inside the engine cylinder. The aftertreatment device is mounted on the exhaust pipe downstream of the turbocharger. The NOx sensor is mounted on the exhaust pipe downstream of the aftertreatment device. Compared with existing technologies, the hydrogen injection control system of this invention incorporates both intake manifold injectors and cylinder injectors. The control method switches the hydrogen injection mode of the hydrogen engine under different loads and adjusts the hydrogen injection timing, the hydrogen injection quantity of the intake manifold injector, and the intake air volume of the turbocharger in real time, in conjunction with the aftertreatment device, thereby reducing NOx emissions.

Description

Technical Field

[0001] This invention relates to the field of engine control technology, and in particular to a fuzzy adaptive hydrogen injection control system and control method for a compound injection hydrogen engine. Background Technology

[0002] Compared to traditional gasoline and diesel engines, hydrogen engines produce no carbon-based pollutants, only H2O and NOx. However, due to the combustion characteristics of hydrogen, the central combustion temperature in the cylinder of a hydrogen engine is higher than that of a conventional engine, resulting in higher NOx emissions. NOx is the primary emission pollutant from hydrogen engines compared to conventional engines. Therefore, reducing NOx emissions is a key research focus for hydrogen engines.

[0003] In the prior art, Japanese patent application JP2014202867 describes a selective reduction catalyst that uses urea water to inject into the exhaust channel and combines it with ammonia to catalytically reduce nitrogen oxides, thereby achieving the goal of reducing NOx emissions. Chinese patent application CN201811653349.X describes a method that divides the temperature range of the catalyst carrier before engine start-up, combines the influence mechanism of hydrogen-air mixture concentration and ignition advance angle on hydrogen engine emissions and the influence mechanism of temperature on three-way catalytic converters, and implements corresponding control methods for different temperature ranges to effectively reduce NOx.

[0004] It can be seen that the existing technologies mentioned above all reduce NOx emissions from hydrogen engines by directly improving the external aftertreatment three-way catalytic converter. That is, they reduce NOx emissions generated by hydrogen engines through exhaust aftertreatment. However, the NOx generated directly by the combustion of hydrogen engines is not reduced. Therefore, the requirements for the aftertreatment system are high, and the emission reduction effect needs to be improved. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of the prior art by providing a fuzzy adaptive hydrogen injection control system and method for a compound injection hydrogen engine. The hydrogen injection control system is equipped with an intake manifold injector and an in-cylinder injector. The control method switches the hydrogen injection mode of the hydrogen engine under different loads and adjusts the hydrogen injection timing, the hydrogen injection quantity of the intake manifold injector, and the intake quantity of the turbocharger in real time. In conjunction with the aftertreatment device, NOx emissions are reduced.

[0006] The objective of this invention can be achieved through the following technical solutions:

[0007] A fuzzy adaptive hydrogen injection control system for a composite hydrogen injection engine includes an engine control unit, a turbocharger, an intake port injector, an in-cylinder injector, an air flow sensor, a NOx sensor, and an aftertreatment device.

[0008] The turbocharger is connected to the engine's intake and exhaust pipes;

[0009] The air flow sensor is installed on the intake pipe and is used to detect the air flow.

[0010] The intake manifold injector is installed on the intake pipe between the turbocharger and the engine and is used to inject hydrogen.

[0011] The in-cylinder injector is installed inside the engine cylinder and is used to inject hydrogen gas;

[0012] The aftertreatment device is installed on the exhaust pipe downstream of the turbocharger and is used to after-treat the exhaust gas.

[0013] The NOx sensor is installed on the exhaust pipe downstream of the aftertreatment unit to detect NOx concentration;

[0014] The turbocharger, intake manifold injector, in-cylinder injector, air flow sensor, and NOx sensor are connected to the engine control unit.

[0015] Furthermore, the aftertreatment device includes a DOC (Diesel Oxidation Catalysis) and an SCR (Selective Catalyst Reduction).

[0016] Furthermore, the supercharger includes a compressor and a turbine, with the compressor mounted on the intake manifold and the turbine mounted on the exhaust manifold.

[0017] Furthermore, the intake manifold injector is installed on the intake pipe between the compressor and the engine, and the aftertreatment device is installed on the exhaust pipe downstream of the turbine.

[0018] A fuzzy adaptive hydrogen injection control method for a compound injection hydrogen engine, based on the aforementioned control system, includes the following steps:

[0019] The engine's real-time airflow is obtained, and the engine's current operating load is calculated based on the real-time airflow. The engine's current operating condition is determined based on the engine's operating load. The engine's operating condition includes starting condition, low load condition, and medium-high load condition.

[0020] If the engine is in start-up or low-load condition, hydrogen is injected through the intake manifold injector, and the hydrogen injection timing, the amount of hydrogen injected by the intake manifold injector, and the intake volume of the turbocharger are adjusted in real time. Otherwise, if the engine is in medium-high load condition, hydrogen is injected through the cylinder injector, and the hydrogen injection timing, the amount of hydrogen injected by the cylinder injector, and the intake volume of the turbocharger are adjusted in real time.

[0021] Furthermore, the real-time adjustment of hydrogen injection timing specifically involves:

[0022] A fuzzy adaptive PID controller is established, with real-time NOx emission concentration and preset NOx emission limits as inputs to the PID controller, and hydrogen injection timing as the control object. The real-time NOx emission concentration and preset NOx emission limits are obtained, and closed-loop feedback control is performed on the hydrogen injection timing.

[0023] Furthermore, the real-time adjustment of the hydrogen injection quantity of the intake manifold injector and the air intake quantity of the turbocharger under startup or low load conditions is specifically as follows: calculate the excess air coefficient λ, and adjust the hydrogen injection quantity of the intake manifold injector and the air intake quantity of the turbocharger so that the excess air coefficient λ is equal to the preset first threshold.

[0024] The specific method for adjusting the hydrogen injection quantity of the in-cylinder injector and the air intake quantity of the turbocharger in real time under medium and high load conditions is as follows: calculate the excess air coefficient λ, and adjust the hydrogen injection quantity of the in-cylinder injector and the air intake quantity of the turbocharger so that the excess air coefficient λ is equal to the preset second threshold.

[0025] The formula for calculating the excess air coefficient λ is as follows:

[0026]

[0027] Where, m air Air mass flow rate, For the amount of hydrogen injected, This is the stoichiometric air-fuel ratio for hydrogen.

[0028] Furthermore, the first threshold is set to 1, and the second threshold is set to 2.5.

[0029] Furthermore, the formula for calculating the operating load is as follows:

[0030]

[0031] Where M is the real-time airflow rate, ρ0 is the air density under standard conditions, and V h Engine cylinder displacement;

[0032] The current operating condition of the engine is determined based on its operating load as follows:

[0033]

[0034] Where K is a preset operating condition threshold.

[0035] Furthermore, the value of the operating condition threshold is 30%.

[0036] Compared with the prior art, the present invention has the following beneficial effects:

[0037] (1) The hydrogen injection control system is designed with an intake manifold injector and an in-cylinder injector, which can switch the hydrogen injection mode of the hydrogen engine under different loads, ensure smooth start-up, reduce NOx emissions, and suppress abnormal combustion phenomena such as backfire.

[0038] (2) The switching of hydrogen injection mode of hydrogen engine under different loads, combined with the after-treatment device, can further reduce NOx emissions by coordinating the combustion stage and the after-treatment stage to control NOx emissions.

[0039] (3) The hydrogen injection timing of the compound hydrogen engine is adjusted based on the fuzzy adaptive PID control closed loop. At the same time, the excess air coefficient is adjusted to reach the preset first or second threshold by adjusting the hydrogen injection quantity and the turbocharger intake quantity, thereby reducing the NOx emissions of the hydrogen engine. Attached Figure Description

[0040] Figure 1 This is a schematic diagram of the control system.

[0041] Figure 2 A flowchart of the control method;

[0042] Figure 3 This is a schematic diagram of a fuzzy adaptive PID controller.

[0043] Reference numerals: 1. Intake port injector; 2. In-cylinder injector; 3. Engine control unit; 41. Intake manifold; 42. Air flow sensor; 51. Exhaust manifold; 52. NOx sensor; 6. Turbocharger; 71. DOC; 72. SCR. Detailed Implementation

[0044] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. These embodiments are implemented based on the technical solutions of the present invention, providing detailed implementation methods and specific operating procedures. Obviously, the described embodiments are only a part of the embodiments of the present invention, not all of them, and the scope of protection of the present invention is not limited to the following embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0045] In the description of the embodiments of this application, it should be understood that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this application is in use, or the orientation or positional relationship commonly understood by those skilled in the art. They are only used for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. In addition, the terms "first," "second," "third," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0046] In the description of the embodiments of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0047] This specification provides method operation steps as shown in the embodiments or flowcharts, but based on conventional or non-inventive labor, more or fewer operation steps may be included. The order of steps listed in the embodiments is merely one possible execution order among many and does not represent the only execution order. In actual system or server products, the method can be executed in the order shown in the embodiments or drawings, or in parallel (e.g., in a parallel processor or multi-threaded processing environment), or the execution order of steps without timing constraints can be adjusted.

[0048] Example 1:

[0049] A fuzzy adaptive hydrogen injection control system for a composite hydrogen injection engine includes an engine control unit (ECU) 3, a turbocharger 6, an intake manifold injector 1, a cylinder injector 2, an air flow sensor 42, a NOx sensor 52, and an aftertreatment device. The turbocharger 6 is connected to the engine's intake pipe 41 and exhaust pipe 51. The air flow sensor 42 is installed on the intake pipe 41 to detect air flow. The intake manifold injector 1 is installed on the intake pipe 41 between the turbocharger 6 and the engine to inject hydrogen. The cylinder injector 2 is installed inside the engine cylinder to inject hydrogen. The aftertreatment device is installed on the exhaust pipe 51 downstream of the turbocharger 6 to after-treat the exhaust gas. The NOx sensor 52 is installed on the exhaust pipe 51 downstream of the aftertreatment device to detect NOx concentration. The turbocharger 6, the intake manifold injector 1, the cylinder injector 2, the air flow sensor 42, and the NOx sensor 52 are connected to the engine control unit 3.

[0050] The supercharger 6 includes a compressor and a turbine. The compressor is mounted on the intake pipe 41, the turbine is mounted on the exhaust pipe 51, the intake manifold injector 1 is mounted on the intake pipe 41 between the compressor and the engine, the air flow sensor 42 can be mounted between the compressor and the intake manifold injector 1, or it can be mounted on the intake pipe 41 at the compressor intake port, and the aftertreatment device is mounted on the exhaust pipe 51 downstream of the turbine.

[0051] The aftertreatment unit includes DOC71 (Diesel Oxidation Catalysis) and SCR72 (Selective Catalyst Reduction), which are used to after-treat the exhaust gas and reduce the NOx concentration.

[0052] Air enters the engine through the intake manifold 41, and hydrogen is injected by the intake manifold injector 1 or the cylinder injector 2. The exhaust gas produced by combustion enters the exhaust manifold 51, is treated by the aftertreatment device, and is discharged. The air flow sensor 42 detects the air flow entering the engine, and the NOx sensor 52 detects the NOx concentration in the exhaust gas after treatment by the aftertreatment device (i.e., the NOx concentration emitted into the atmosphere).

[0053] A fuzzy adaptive hydrogen injection control method for a compound hydrogen injection engine includes the following steps:

[0054] (1) When the compound hydrogen engine starts, the real-time air flow of the engine is obtained, the current working load of the engine is calculated based on the real-time air flow, and the current working condition of the engine is determined according to the working load of the engine. The working condition of the engine includes starting working condition, low load working condition and medium and high load working condition.

[0055] The calculation method for the operating load β is as follows: the ratio of the actual intake volume to the theoretical intake volume under standard conditions, and the calculation formula is:

[0056]

[0057] Where M is the real-time airflow rate, ρ0 is the air density under standard conditions, and V h The engine cylinder displacement can be determined by checking the engine's factory specifications.

[0058] The current operating condition of the engine is determined based on its operating load as follows:

[0059]

[0060] Wherein, K is a preset operating condition threshold. In this embodiment, the value of the operating condition threshold K was determined to be 30% through multiple experiments. In other embodiments, it can be adjusted as needed.

[0061] (2) When the engine is in the starting condition or low load condition, hydrogen is injected through the intake port injector 1, and the hydrogen injection timing, the amount of hydrogen injected by the intake port injector 1 and the intake air volume of the turbocharger 6 are adjusted in real time. When the engine is in the medium-high load condition, hydrogen is injected through the cylinder injector 2, and the hydrogen injection timing, the amount of hydrogen injected by the cylinder injector 2 and the intake air volume of the turbocharger 6 are adjusted in real time.

[0062] This application designs an intake port injector 1 and an in-cylinder injector 2, which improve power responsiveness, ensure smooth engine start-up, reduce NOx emissions, and suppress abnormal combustion phenomena such as backfire by using different hydrogen injection methods under different engine load conditions.

[0063] Because hydrogen injection timing affects the hydrogen concentration near the spark plug, the increased hydrogen concentration near the spark plug due to the continuous delay in hydrogen injection leads to a decrease in cylinder temperature, which directly affects NOx formation. The amount of hydrogen injected and the intake air volume of the turbocharger 6 affect the excess air coefficient. Therefore, real-time adjustment of hydrogen injection timing, hydrogen injection quantity, and the intake air volume of the turbocharger 6 can reduce NOx emissions from hydrogen engines. This application compares the real-time NOx emission concentration signal with the set NOx emission limit, controls the engine's hydrogen injection advance angle in a closed loop, and changes the excess air coefficient by adjusting the hydrogen injection quantity and the intake air volume of the turbocharger 6, thereby reducing NOx formation during combustion. Combined with aftertreatment devices for further emission reduction, the pressure of the aftertreatment devices is reduced, effectively lowering the NOx concentration in the exhaust.

[0064] (2.1) The engine is in starting condition or low load condition

[0065] The real-time adjustment of hydrogen injection timing is specifically as follows:

[0066] A fuzzy adaptive PID controller is established, using the real-time NOx emission concentration and the preset NOx emission limit as inputs, and the hydrogen injection timing as the controlled object. The controller obtains the real-time NOx emission concentration and the preset NOx emission limit, and performs closed-loop feedback control on the hydrogen injection timing, delaying the injection timing. The real-time NOx emission concentration is measured by NOx sensor 52. The difference between the NOx emission value and the emission limit is calculated. The preset NOx emission limit can be set according to actual needs, such as the NOx emission concentration limit stipulated in national standards.

[0067] The specific adjustments to the hydrogen injection quantity of the intake injector 1 and the air intake quantity of the booster 6 in real time are as follows:

[0068] The excess air coefficient λ is calculated using the following formula:

[0069]

[0070] Where, m air Air mass flow rate, For the amount of hydrogen injected, The air-fuel ratio is the stoichiometric ratio of hydrogen.

[0071] The ECU adjusts the hydrogen injection quantity of the intake injector 1 and the intake air quantity of the turbocharger 6 so that the excess air coefficient λ is equal to a preset first threshold, thereby implementing equivalence combustion to reduce NOx emissions from the hydrogen engine. In this embodiment, the first threshold value of 1 was determined through multiple experiments. In other embodiments, it can be adjusted as needed.

[0072] The hydrogen injection timing, hydrogen injection quantity, and intake volume of turbocharger 6 are adjusted in real time until the difference between the current NOx emission value and the NOx emission limit is zero. At this point, the hydrogen injection timing is considered to meet the requirements, and the current hydrogen injection timing is stored in the ECU database. This can be used for operating condition calibration. When the ECU database stores hydrogen injection timing under various operating conditions, the hydrogen injection timing under the current operating condition can be roughly determined by querying the database, thereby shortening the adjustment time and making the NOx emission value fall below the emission limit as soon as possible.

[0073] (2.2) Engine under medium to high load conditions

[0074] The real-time adjustment of hydrogen injection timing is specifically as follows:

[0075] A fuzzy adaptive PID controller is established, using real-time NOx emission concentration and preset NOx emission limits as inputs. Hydrogen injection timing is the controlled object. The controller obtains the real-time NOx emission concentration and the preset NOx emission limits, and performs closed-loop feedback control on the hydrogen injection timing, delaying the injection timing. The real-time NOx emission concentration is measured by NOx sensor 52, and the preset NOx emission limits can be set according to actual needs, such as those specified in national standards.

[0076] The specific adjustments to the hydrogen injection quantity of the in-cylinder injector 2 and the air intake quantity of the turbocharger 6 in real time are as follows:

[0077] The excess air coefficient λ is calculated using the following formula:

[0078]

[0079] Where, m air Air mass flow rate, For the amount of hydrogen injected, The air-fuel ratio is the stoichiometric ratio of hydrogen.

[0080] The ECU adjusts the hydrogen injection quantity of the in-cylinder injector 2 and the intake quantity of the turbocharger 6 to make the excess air coefficient λ equal to the preset second threshold, thereby implementing ultra-lean combustion to reduce NOx emissions from the hydrogen engine. In this embodiment, the value of the second threshold was determined to be 2.5 through multiple experiments. In other embodiments, it can be adjusted as needed.

[0081] The hydrogen injection timing, hydrogen injection quantity, and intake volume of turbocharger 6 are adjusted in real time until the difference between the current NOx emission value and the NOx emission limit is zero. At this point, the hydrogen injection timing is considered to meet the requirements, and the current hydrogen injection timing is stored in the ECU database. This can be used for operating condition calibration. When the ECU database stores hydrogen injection timing under various operating conditions, the hydrogen injection timing under the current operating condition can be roughly determined by querying the database, thereby shortening the adjustment time and making the NOx emission value fall below the emission limit as soon as possible.

[0082] (3) Fuzzy Adaptive PID Controller

[0083] When adjusting the hydrogen injection timing, the closed-loop feedback control method used in this invention is fuzzy adaptive PID control, such as... Figure 3 As shown, based on the fundamental principle of proportional-integral-derivative (PID) control, a PID controller is established, and the PID parameters are adjusted in real time during the fuzzy control process. Using the real-time NOx emission concentration and the set NOx emission concentration limit as inputs, the proportional, integral, and derivative components of the PID controller output driving force, thus determining the PID control parameter K. P KI K D With deviation e and the rate of change of deviation e c The ambiguous relationship between them.

[0084] The NOx emission deviation e and the rate of change e of the NOx emission deviation in the control system are used. c The NOx emission deviation e and the rate of change e of the NOx emission deviation are used as input linguistic variables for the fuzzy controller. c The universe of discourse is [-X, +X], and the output variable is ΔK. P ΔK I The universe of discourse is [-Y, +Y]; NOx emission deviation e and NOx emission deviation change rate e c The fuzzy universe of discourse is: {-n, -n+1, ​​..., 0, ..., n-1, n}. The corresponding fuzzy subsets are: NB, NM, NS, ZO, PS, PM, PB: representing negative large, negative medium, negative small, zero, positive small, positive medium, and positive large, respectively. K P =ΔK P +K P0 K I =ΔK I +K I0 K D =ΔK D +K D0 K P0 K I0 K D0 The initial values ​​for the controller parameters can be obtained by inputting the parameter adjustment rules into the fuzzy logic toolbox to complete the design of the fuzzy controller.

[0085] Of course, it is understandable that a separate PID controller could be established to perform closed-loop feedback control using the real-time excess air coefficient λ and the set first or second threshold, thereby adjusting the hydrogen injection quantity and the intake quantity of the booster 6.

[0086] The preferred embodiments of the present invention have been described in detail above. It should be understood that those skilled in the art can make numerous modifications and variations based on the concept of the present invention without creative effort. Therefore, all technical solutions that can be obtained by those skilled in the art based on the concept of the present invention through logical analysis, reasoning, or limited experimentation on the basis of existing technology should be within the scope of protection defined by the claims.

Claims

1. A fuzzy adaptive hydrogen injection control method for a compound injection hydrogen engine, implemented based on a hydrogen injection control system, characterized in that, The hydrogen injection control system includes an engine control unit, a turbocharger, a port injector, an in-cylinder injector, an air flow sensor, a NOx sensor, and an aftertreatment device. The turbocharger is connected to the engine's intake and exhaust pipes; The air flow sensor is installed on the intake pipe and is used to detect the air flow. The intake manifold injector is installed on the intake pipe between the turbocharger and the engine and is used to inject hydrogen. The in-cylinder injector is installed inside the engine cylinder and is used to inject hydrogen gas; The aftertreatment device is installed on the exhaust pipe downstream of the turbocharger and is used to after-treat the exhaust gas. The NOx sensor is installed on the exhaust pipe downstream of the aftertreatment unit to detect NOx concentration; The turbocharger, intake manifold injector, in-cylinder injector, air flow sensor, and NOx sensor are connected to the engine control unit. The hydrogen production method includes the following steps: The engine's real-time airflow is obtained, and the engine's current operating load is calculated based on the real-time airflow. The engine's current operating condition is determined based on the engine's operating load. The engine's operating condition includes starting condition, low load condition, and medium-high load condition. If the engine is in start-up or low-load condition, hydrogen is injected through the intake manifold injector, and the hydrogen injection timing, the amount of hydrogen injected by the intake manifold injector, and the intake volume of the turbocharger are adjusted in real time. Otherwise, if the engine is in medium-high load condition, hydrogen is injected through the cylinder injector, and the hydrogen injection timing, the amount of hydrogen injected by the cylinder injector, and the intake volume of the turbocharger are adjusted in real time. The real-time adjustment of hydrogen injection timing is specifically as follows: A fuzzy adaptive PID controller is established, with the real-time NOx emission concentration and the preset NOx emission limit as the input of the PID controller, and the hydrogen injection timing as the control object of the fuzzy adaptive PID controller. The real-time NOx emission concentration and the preset NOx emission limit are obtained, and the hydrogen injection timing is controlled by closed-loop feedback control. The specific steps for real-time adjustment of the hydrogen injection quantity of the intake manifold injector and the intake air quantity of the turbocharger under startup or low-load conditions are as follows: Calculate the excess air coefficient. Adjust the hydrogen injection quantity of the intake injector and the intake air quantity of the turbocharger to achieve an excess air coefficient. It equals the preset first threshold; Under medium to high load conditions, the specific steps for real-time adjustment of the hydrogen injection quantity of the in-cylinder injector and the intake air quantity of the turbocharger are as follows: Calculate the excess air coefficient. Adjust the hydrogen injection quantity of the in-cylinder injector and the intake air quantity of the turbocharger to achieve an excess air coefficient. It equals the preset second threshold; The excess air coefficient The calculation formula is: in, Air mass flow rate, For the amount of hydrogen injected, The air-fuel ratio is the stoichiometric ratio of hydrogen. The formula for calculating the load under operating conditions is: in, For real-time airflow, This refers to the air density under standard conditions. Engine cylinder displacement; The current operating condition of the engine is determined based on its operating load as follows: in, The preset operating condition threshold; The first threshold is 1, and the second threshold is 2.

5.

2. The fuzzy adaptive hydrogen injection control method for a composite injection hydrogen engine according to claim 1, characterized in that, The post-treatment device includes an oxidation catalytic converter (DOC) and a selective catalytic reduction (SCR) system.

3. The fuzzy adaptive hydrogen injection control method for a composite injection hydrogen engine according to claim 1, characterized in that, The supercharger includes a compressor and a turbine, with the compressor mounted on the intake manifold and the turbine mounted on the exhaust manifold.

4. The fuzzy adaptive hydrogen injection control method for a composite injection hydrogen engine according to claim 3, characterized in that, The intake manifold injector is installed on the intake pipe between the compressor and the engine, and the aftertreatment device is installed on the exhaust pipe downstream of the turbine.

5. The fuzzy adaptive hydrogen injection control method for a composite injection hydrogen engine according to claim 1, characterized in that, The threshold value for the operating condition is 30%.

Images