A spark-ignited ammonia / hydrogen composite injection internal combustion engine based on in-cylinder secondary injection and its control method

Abstract

The present invention discloses a spark-ignition ammonia / hydrogen compound injection internal combustion engine based on in-cylinder secondary injection, comprising: an ammonia / hydrogen compound injection internal combustion engine; a spark plug connected to the ammonia / hydrogen compound injection internal combustion engine; a hydrogen injector connected to the ammonia / hydrogen compound injection internal combustion engine; an ammonia injector connected to the ammonia / hydrogen compound injection internal combustion engine; a throttle valve; and an internal combustion engine electronic control system electrically connected to the throttle valve, the spark plug, the hydrogen injector, and the ammonia injector. The hydrogen injector and the ammonia injector select corresponding gases to be injected into the cylinder at different stroke stages, thereby increasing the flame propagation speed in the cylinder, shortening the flame development period and rapid combustion period of the combustion process, and meeting the requirements of different working conditions. The present invention also provides a control method for a spark-ignition ammonia / hydrogen compound injection internal combustion engine based on in-cylinder secondary injection.

Description

Technical Field

[0001] The present invention relates to an ignition-type ammonia / hydrogen compound injection internal combustion engine based on in-cylinder secondary injection and a control method thereof, belonging to the technical field of internal combustion engines. Background Art

[0002] Global climate change poses a significant threat to human society, prompting an increasing number of countries to launch national strategies for carbon neutrality. In 2020, China, driven by its inherent commitment to sustainable development, announced its vision for carbon peak and carbon neutrality. Therefore, developing low-carbon vehicles is a crucial strategic imperative for green development in my country and across human society. Ammonia and hydrogen, as potential zero-carbon fuels for automotive engines, are being extensively researched by companies in the United States, Europe, Japan, and other countries, as well as in China.

[0003] With the continuous development of the automotive industry, China's total car ownership has increased year by year, and China's demand for oil has continued to increase. However, China's oil resources are insufficient to support the development of the automotive industry. The amount of oil produced is far from enough to meet the oil consumption of China's automotive industry. The country's dependence on foreign oil resources has exceeded the 70% mark. This is not only detrimental to the country's energy security, but also generates a large amount of exhaust emissions, causing serious environmental pollution. To solve the dual problems of resource shortage and environmental pollution, my country needs more scientific researchers to find new clean energy and develop new energy technologies for energy conservation and emission reduction.

[0004] Hydrogen fuel has attracted widespread attention due to its zero-carbon emissions and wide flammability limits. However, compared to traditional fuels, hydrogen has an extremely low energy per unit volume during transportation. When stored in liquid form at -235°C, its energy per unit volume is four times less than that of gasoline. Furthermore, hydrogen's low ignition energy and wide explosion limits present complex safety issues during its transportation, storage, and application.

[0005] Ammonia is also considered a promising clean energy source. Compared to hydrogen, ammonia offers lower unit storage cost, higher volumetric energy density, and greater safety and reliability. However, issues such as ammonia's slow flame propagation speed (approximately 0.12 times that of gasoline), high ignition energy (approximately 32 times that of gasoline), and narrow flammability range (16.1-25 vol%) make it difficult to use as a standalone fuel in internal combustion engines.

[0006] Direct injection of hydrogen with a certain energy ratio into the cylinder during the compression stroke can form a hydrogen-rich zone in combination with the airflow movement in the cylinder, that is, a certain concentration gradient is formed near the spark plug. This hydrogen distribution pattern helps to form a stable flame core near the spark plug and shorten the flame development period. The addition of stratified hydrogen significantly improves the engine's output torque, mean indicated pressure and cylinder pressure peak, effectively reduces the engine's cyclic variations, expands the lean burn limit, and makes the fuel in the cylinder burn more fully.

[0007] Directly injecting hydrogen with a certain energy ratio into the cylinder during the intake stroke allows the hydrogen sufficient time to diffuse and form a homogeneous hydrogen distribution state, which helps to increase the flame propagation speed in the cylinder, shorten the rapid combustion period of the combustion process, and also reduces the negative impact of quenching. Summary of the Invention

[0008] The present invention designs and develops a spark-ignition ammonia / hydrogen composite injection internal combustion engine based on secondary injection in the cylinder. The hydrogen injector and the ammonia injector select corresponding gases to be injected into the cylinder at different stroke stages, thereby increasing the flame propagation speed in the cylinder, shortening the flame development period and rapid combustion period of the combustion process, and meeting the needs of different working conditions.

[0009] The present invention also designs and develops a control method for a spark-ignition ammonia / hydrogen compound injection internal combustion engine based on secondary injection in the cylinder. The method can realize active control of the mixture in the cylinder by controlling the number of injections, injection timing and injection pulse width of the gas in the cylinder according to different working conditions and combining it with the airflow movement.

[0010] A spark-ignition ammonia / hydrogen composite injection internal combustion engine based on in-cylinder secondary injection, comprising:

[0011] Ammonia / hydrogen composite injection internal combustion engine;

[0012] a spark plug, which is arranged on the top of the cylinder of the ammonia / hydrogen composite injection internal combustion engine and is connected thereto;

[0013] a hydrogen injector, which is disposed in a cylinder of the ammonia / hydrogen composite injection internal combustion engine and is in communication therewith;

[0014] an ammonia injector, which is disposed in the intake manifold of the ammonia / hydrogen composite injection internal combustion engine and is in communication therewith;

[0015] Throttle;

[0016] The internal combustion engine electronic control system is electrically connected to the throttle valve, the spark plug, the hydrogen injector, and the ammonia injector.

[0017] Preferably, it also includes:

[0018] An intake manifold is connected to the throttle valve, and the throttle valve is connected to the intake manifold.

[0019] Preferably, it also includes:

[0020] batteries;

[0021] An ignition circuit has one end connected to the battery and the other end connected to the spark plug.

[0022] Preferably, it also includes:

[0023] A hydrogen storage tank, a hydrogen supply pipeline, a hydrogen gas flow meter, and a hydrogen pressure reducing valve connected in sequence;

[0024] Wherein, the hydrogen pressure reducing valve is connected to the hydrogen injector.

[0025] Preferably, it also includes:

[0026] An ammonia storage tank, a liquid ammonia vaporization device, an ammonia supply pipeline, an ammonia gas flow meter, and an ammonia pressure reducing valve connected in sequence;

[0027] Wherein, the ammonia pressure reducing valve is connected to the ammonia injector.

[0028] A control method for a spark-ignition ammonia / hydrogen composite injection internal combustion engine based on in-cylinder secondary injection, using the spark-ignition ammonia / hydrogen composite injection internal combustion engine based on in-cylinder secondary injection, comprising:

[0029] The internal combustion engine uses ammonia as the main fuel and hydrogen as the auxiliary fuel;

[0030] Set the engine speed to n, the throttle opening to K, and the power to P;

[0031] When the engine speed n changes from n=0 to n≠0, it is the starting condition, and the electronic control system controls the throttle opening to: K=100%;

[0032] When the speed n 怠速 -50rpm <n<n 怠速 When the engine speed is +50rpm, it is the idle condition, and the electronic control system controls the throttle opening to: 0 <K<10%;

[0033] When the speed n 怠速 When +50rpm≤n≤7000rpm, it is a normal driving condition, and the electronic control system controls the throttle opening to be: 10%≤K≤100%;

[0034] When the speed changes from n≠0 to n=0, the engine stops running and the electronic control system controls the throttle opening to: K=0.

[0035] in,

[0036] When P 实际 ≤P 额定 ×30%, it is light load operation;

[0037] When P 额定 ×30% <P 实际 ≤P 额定 ×70%, it is medium load operation;

[0038] When P 额定×70% <P 实际 ≤P 额定 When , it is running under heavy load;

[0039] When the ammonia / hydrogen composite injection internal combustion engine is operating at starting conditions, idling conditions, and light load, hydrogen enters the cylinder through the hydrogen injector in the compression stroke in a single direct injection manner;

[0040] When the internal combustion engine is at medium load, ammonia enters the intake manifold through the ammonia injector, and hydrogen enters the cylinder through the hydrogen injector twice during the intake stroke and compression stroke;

[0041] When the internal combustion engine is under high load, ammonia enters the intake manifold through the ammonia injector, and hydrogen enters the cylinder through the hydrogen injector in the form of a single direct injection during the compression stroke.

[0042] The beneficial effects described in the present invention are as follows: the spark-ignition ammonia / hydrogen composite injection internal combustion engine based on in-cylinder secondary injection provided by the present invention has fuel supply systems installed in the intake duct and in the cylinder respectively, so that ammonia enters the cylinder through the intake manifold during the intake stroke, and hydrogen is directly sprayed into the cylinder during the intake stroke or the compression stroke. Through the movement of the airflow and the cooperation with the specially shaped piston top surface, an actively controllable mixed gas stratification state is formed in the cylinder, and the hydrogen is ignited to ignite the ammonia.

[0043] The present invention provides a control method for an internal combustion engine with a spark-ignition ammonia / hydrogen composite injection based on secondary in-cylinder injection. The method combines direct injection of the two fuels into the cylinder and injection into the intake port of the internal combustion engine. By controlling the number of injections, injection timing and injection pulse width, and combining the airflow movement, the active control of the mixture in the cylinder is achieved, thereby improving the working efficiency of the internal combustion engine under different working conditions and reducing fuel consumption and emissions.

[0044] The present invention, based on composite injection technology and secondary injection technology, constructs a flexible fuel mode within the cylinder, forming a controllable stratified state of the mixture within the internal combustion engine cylinder. This utilizes the advantages of hydrogen's fast flame propagation speed, low ignition energy, and wide flammability limit to improve the shortcomings of ammonia's poor combustion stability and slow flame propagation speed. When hydrogen enters the cylinder via direct injection during the intake stroke, it has sufficient time to diffuse throughout the cylinder, forming a homogeneous hydrogen distribution state. This can accelerate the flame propagation speed of the mixture and shorten the rapid combustion period of the combustion process. When hydrogen enters the cylinder during the compression stroke, it can form a localized hydrogen concentration near the spark plug, forming a stratified mixture distribution state, reducing ignition difficulty and shortening the flame development period. Both can improve the stability of the mixture combustion, reduce cycle variation, and avoid misfires. The control system uses a crankshaft position sensor, throttle position sensor, air flow sensor, speed sensor, etc. to determine the engine speed and load, and adjusts the injection pulse width of the ammonia fuel supply system and the injection strategy of the hydrogen fuel supply system according to the operating conditions of the internal combustion engine. This spark-ignition ammonia / hydrogen composite injection engine can form an actively controllable mixture stratification state by regulating the injection strategy of the hydrogen fuel supply system, solving the problems of high ignition energy and poor combustion stability of ammonia fuel, and helping to improve the combustion thermal efficiency, output power and cruising range of ammonia internal combustion engines. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] Figure 1 This is a schematic structural diagram of the spark-ignited ammonia / hydrogen compound injection internal combustion engine system based on in-cylinder secondary injection according to the present invention.

[0046] FIG2( a ) is a schematic diagram of the first hydrogen direct injection (intake stroke) of the spark-ignition ammonia / hydrogen compound injection internal combustion engine based on in-cylinder secondary injection according to the present invention.

[0047] FIG2( b ) is a schematic diagram of the second hydrogen direct injection (compression stroke) of the spark-ignited ammonia / hydrogen compound injection internal combustion engine based on in-cylinder secondary injection according to the present invention.

[0048] FIG2( c ) is a schematic diagram of ammonia intake port injection of a spark-ignited ammonia / hydrogen compound injection internal combustion engine based on in-cylinder secondary injection according to the present invention.

[0049] Figure 3 This is a flow chart of the control strategy of the spark-ignited ammonia / hydrogen compound injection internal combustion engine based on in-cylinder secondary injection according to the present invention. DETAILED DESCRIPTION

[0050] The present invention will be described in further detail below in conjunction with the accompanying drawings so that those skilled in the art can implement the invention with reference to the description.

[0051] like Figure 1-3As shown, the present invention provides a spark-ignition ammonia / hydrogen composite injection internal combustion engine based on in-cylinder secondary injection, comprising: an intake manifold 1, a throttle valve 2, an intake assembly 3, an intake manifold 4, an electronic control system 5, a hydrogen storage tank 6, a hydrogen supply pipeline 7, a hydrogen injector 8, an ammonia storage tank 9, an ammonia supply pipeline 10, an ammonia injector 11, an ammonia / hydrogen composite injection internal combustion engine 12, a spark plug 13, an exhaust duct 14, a signal communication line 15, an exhaust manifold 16, an ignition circuit 17, a battery 18, a liquid ammonia vaporization device 19, a hydrogen gas flowmeter 20, a hydrogen pressure reducing valve 21, an ammonia gas flowmeter 22, an ammonia pressure reducing valve 23, an intake valve 24, an exhaust valve 25, a combustion chamber 26, a piston 27, a piston ring 28, and a speed sensor 29.

[0052] A spark-ignited ammonia / hydrogen composite injection internal combustion engine based on secondary in-cylinder injection includes an intake system, an ignition system, an ammonia fuel supply system, a hydrogen fuel supply system, an exhaust system, an ammonia / hydrogen composite injection internal combustion engine body, and an internal combustion engine electronic control system 5. The intake system, exhaust system, hydrogen fuel supply system, ammonia fuel supply system, and ignition system are each connected to an ammonia / hydrogen composite injection internal combustion engine 12, and the internal combustion engine electronic control system is also electrically connected to the intake system, hydrogen fuel supply system, ammonia fuel supply system, and ignition system. The ammonia fuel supply system is connected to the ammonia / hydrogen composite injection internal combustion engine 12 via an ammonia injector 11, the hydrogen fuel supply system is connected to the ammonia / hydrogen composite injection internal combustion engine 12 via a hydrogen injector 8, and the ignition system is connected to the ammonia / hydrogen composite injection internal combustion engine 12 via a spark plug 13.

[0053] The intake system includes: an intake manifold 1, a throttle valve 2, an intake assembly 3, an intake manifold 4 and a signal communication line 15. The intake manifold 1 is connected to the throttle valve 2, and the throttle valve 2 is also connected to the intake manifold 4. The intake manifold 1, the throttle valve 2, and the intake manifold 4 constitute the intake assembly 3. The ignition system includes: a battery 1, a spark plug 13 and an ignition circuit 17. The battery 1 and the spark plug 13 are connected via the ignition circuit 17. One end of the spark plug 13 is connected to the ignition circuit 17, and the other end is connected to the ammonia / hydrogen compound injection internal combustion engine.

[0054] The ammonia fuel supply system includes: an ammonia storage tank 9, a liquid ammonia vaporization device 19, an ammonia supply pipeline 10, an ammonia gas flow meter 22, an ammonia pressure reducing valve 23 and an ammonia injector 11, which are connected in sequence. Among them, the ammonia injector 11 is connected to an ammonia / hydrogen composite injection internal combustion engine.

[0055] The hydrogen fuel supply system includes: a hydrogen storage tank 6, a hydrogen supply pipeline 7, a hydrogen gas flow meter 20, a hydrogen pressure reducing valve 21 and a hydrogen injector 8, wherein the hydrogen injector 8 is connected to the ammonia / hydrogen composite injection internal combustion engine.

[0056] The internal combustion engine electronic control system 5 is electrically connected to the throttle valve 2, spark plug 13, ammonia injector 11 and hydrogen injector 8 at the same time, and controls the internal combustion engine by precisely controlling the throttle valve 2, spark plug 13, ammonia injector 11 and hydrogen injector 8.

[0057] The spark-ignition ammonia / hydrogen composite injection internal combustion engine based on secondary in-cylinder injection uses two fuels with different physical and chemical properties, ammonia fuel and hydrogen fuel. The two fuels form two independent fuel supply systems, namely the hydrogen fuel supply system and the ammonia fuel supply system; the ammonia injector 11 is placed in the intake manifold 4, and the ammonia fuel is injected into the intake manifold 4 through the ammonia injector 11 and then enters the cylinder; the hydrogen fuel enters the cylinder through the hydrogen injector 8 in the form of direct injection into the cylinder.

[0058] The spark-ignited ammonia / hydrogen composite injection internal combustion engine based on secondary injection in the cylinder uses two different fuels, ammonia fuel as the main fuel and hydrogen fuel as the auxiliary fuel. Hydrogen fuel is superior to ammonia fuel in combustion characteristics, which are mainly manifested in low ignition energy, fast flame propagation speed, wide ignition limit, etc. Ammonia fuel enters the cylinder in the intake stroke in the form of intake port injection to form a homogeneous mixture, and hydrogen fuel can enter the cylinder in the intake stroke or compression stroke in the form of direct injection into the cylinder to form a homogeneous mixture or a locally enriched stratified mixture; the spark plug 13 first ignites the hydrogen fuel, and the ignited hydrogen fuel ignites the The ammonia fuel mixture is burned, and then the entire combustion chamber is ignited; the ignition function of the hydrogen fuel is to control the hydrogen injector 8 through the internal combustion engine electronic control system 5 to inject the hydrogen fuel into the combustion chamber at the appropriate injection time, and combine with a certain air flow movement to form an easily ignited hydrogen fuel mixture around the spark plug 13, and the energy released by the rapid combustion of the hydrogen fuel ignites the ammonia fuel mixture. Based on the advantage of the wide ignition limit of hydrogen fuel, the lean burn limit of the mixture can be further improved, so that the spark-ignition internal combustion engine can operate at a larger compression ratio and air-fuel ratio, thereby improving the thermal efficiency of the internal combustion engine and reducing its pollutant emissions.

[0059] The present invention also provides a control method for a spark-ignited ammonia / hydrogen composite injection internal combustion engine based on in-cylinder secondary injection. Using the spark-ignited ammonia / hydrogen composite injection internal combustion engine based on in-cylinder secondary injection provided by the present invention, torque-based control can be performed under different operating conditions. The combustion mode of the spark-ignited ammonia / hydrogen composite injection internal combustion engine is controlled by controlling the injection pulse width, injection timing, and injection number of hydrogen fuel and ammonia fuel, including:

[0060] Throttle control strategy and fuel supply strategy of internal combustion engine:

[0061] (1) Throttle control strategy

[0062] The electronic control system adjusts the throttle opening K according to the throttle opening signal and obtains the engine speed through the speed sensor 29;

[0063] The K controlled by the electronic control system should meet the following conditions:

[0064] When the speed changes from n=0 to n≠0, it is the starting condition, and the electronic control system controls the throttle opening to: K=100%;

[0065] When the speed n 怠速 -50 <n<n 怠速 +50rpm, this is the idle condition, and the electronic control system controls the throttle opening to: 0 <K<10%;

[0066] When the speed n 怠速 When +50≤n≤7000rpm, it is a normal driving condition, and the electronic control system controls the throttle opening to be: 10%≤K≤100%;

[0067] When the speed changes from n≠0 to n=0, the engine stops running and the electronic control system controls the throttle opening to: K=0.

[0068] (2) Fuel supply strategy

[0069] When P 实际 ≤P 额定 ×30%, it is light load operation;

[0070] When P 额定 ×30% <P 实际 ≤P 额定 ×70%, it is medium load operation;

[0071] When P 额定 ×70% <P 实际 ≤P 额定 When , it is running under heavy load;

[0072] When the ammonia / hydrogen composite injection internal combustion engine is operating at starting conditions, idling conditions, and light load, hydrogen enters the cylinder through the hydrogen injector in the compression stroke in a single direct injection manner;

[0073] When the internal combustion engine is at medium load, ammonia enters the intake manifold through the ammonia injector, and hydrogen enters the cylinder through the hydrogen injector twice during the intake stroke and compression stroke;

[0074] When the internal combustion engine is under high load, ammonia enters the intake manifold through the ammonia injector, and hydrogen enters the cylinder through the hydrogen injector in the form of a single direct injection during the compression stroke.

[0075] The ammonia / hydrogen compound injection engine has low power requirements under idling and starting conditions, and does not need to output work to the outside. The work done by combustion only needs to meet the operation of the internal combustion engine itself. The performance requirement of the internal combustion engine is to minimize the emissions of the internal combustion engine in this stage. Since hydrogen fuel has the advantages of fast diffusion speed and fast flame propagation speed, the fuel can be completely burned. Compared with traditional ignition internal combustion engines, CO and HC emissions are eliminated, and the cylinder temperature at this stage is lower, that is, the use of pure hydrogen fuel for combustion will not cause an increase in nitrogen oxide emissions. Therefore, only using pure hydrogen fuel for combustion under idling and cold start conditions can effectively improve engine emissions; under low load conditions, because this condition does not have high power requirements for the internal combustion engine, only hydrogen fuel alone can meet the power requirements of this stage, so it is also effective under low load conditions. Pure hydrogen fuel is used for combustion. Under medium-load conditions, the engine's performance requirements are in terms of economy and emissions. This stage requires the internal combustion engine to have low fuel consumption and low nitrogen oxide emissions. Although the engine's power requirements are not stringent at this stage, due to the poor combustion stability and slow flame propagation speed of ammonia fuel itself and its high energy density, hydrogen fuel has a low net volume energy density and cannot meet the power requirements. However, it has a fast flame propagation speed, a wide flammability limit, and low ignition energy. Therefore, a combined injection of hydrogen and ammonia fuel is adopted. Ammonia fuel is injected into the intake port, and hydrogen fuel is injected into the cylinder twice. By changing the ammonia / hydrogen fuel injection strategy, the distribution of the in-cylinder mixture is actively controlled, which can not only meet the output power requirements but also improve the combustion and emission characteristics of the internal combustion engine under medium-load conditions. Under high-load conditions, the amount of fuel required for the engine operation process increases significantly. Therefore, a combined injection of hydrogen and ammonia fuel is still adopted. Ammonia fuel is injected into the intake port, and hydrogen fuel is injected into the cylinder once.

[0076] In order to obtain the best working efficiency under different working conditions, the engine load state is determined according to the target torque, and a control strategy based on torque demand is adopted. By controlling the injection timing and injection pulse width of hydrogen fuel and ammonia fuel, and combining the airflow movement in the cylinder, the optimal control of the internal combustion engine combustion mode is completed, thereby achieving improved engine performance.

[0077] By calibrating the ammonia / hydrogen composite injection internal combustion engine in advance, a torque-based control strategy is adopted for different operating conditions. Under the premise of meeting the torque requirements, the optimal total fuel calorific value and fuel distribution ratio are found to obtain the best fuel economy.

[0078] When the internal combustion engine is operating at a certain operating point or idling, if the operating conditions change, the driver uses the accelerator pedal to express their demand for engine torque. By changing the position of the accelerator pedal, the target torque of the internal combustion engine is controlled. When the engine electronic control system receives various sensor signals such as speed, throttle opening, cooling water temperature, intake pressure, oxygen concentration, etc., it uses a pre-calibrated map to determine whether the operating condition corresponding to the torque is light load, medium load, or heavy load. If the load is light, only direct injection is used to achieve lean combustion of pure hydrogen fuel. If the load is medium, a combined injection mode of ammonia intake port injection and hydrogen secondary injection in the cylinder is used to achieve combined injection stratified combustion. If the load is high, a combined injection mode of ammonia intake port injection and hydrogen single injection in the cylinder is used, ultimately achieving stable and normal operation of the internal combustion engine.

[0079] Although the embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the description and implementation methods. They can be fully applied to various fields suitable for the present invention. For those familiar with the art, additional modifications can be easily implemented. Therefore, without departing from the general concept defined by the claims and the scope of equivalents, the present invention is not limited to the specific details and illustrations shown and described herein.

Claims

1. A control method for a spark-ignited ammonia / hydrogen composite injection internal combustion engine based on in-cylinder secondary injection, characterized in that: The spark-ignition ammonia / hydrogen composite injection internal combustion engine based on in-cylinder secondary injection comprises: Ammonia / hydrogen composite injection internal combustion engine; a spark plug, which is arranged on the top of the cylinder of the ammonia / hydrogen composite injection internal combustion engine and is connected thereto; a hydrogen injector, which is disposed in a cylinder of the ammonia / hydrogen composite injection internal combustion engine and is in communication therewith; an ammonia injector, which is disposed in the intake manifold of the ammonia / hydrogen composite injection internal combustion engine and is in communication therewith; Throttle; an internal combustion engine electronic control system, which is electrically connected to the throttle, the spark plug, the hydrogen injector, and the ammonia injector; The control method of the spark-ignition ammonia / hydrogen composite injection internal combustion engine based on in-cylinder secondary injection is characterized by using the spark-ignition ammonia / hydrogen composite injection internal combustion engine based on in-cylinder secondary injection, comprising: The internal combustion engine uses ammonia as the main fuel and hydrogen as the auxiliary fuel; Set the engine speed to n, the throttle opening to K, and the power to P; When the engine speed n changes from n=0 to n≠0, it is the starting condition, and the electronic control system controls the throttle opening to: K=100%; When the speed n 怠速 -50rpm <n<n 怠速 When the engine speed is +50rpm, it is the idle condition, and the electronic control system controls the throttle opening to: 0 <K<10%; When the speed n 怠速 When +50rpm≤n≤7000rpm, it is a normal driving condition, and the electronic control system controls the throttle opening to be: 10%≤K≤100%; When the speed changes from n≠0 to n=0, the engine stops running and the electronic control system controls the throttle opening to: K=0; in, When P 实际 ≤P 额定 ×30%, it is light load operation; When P 额定 ×30% <P 实际 ≤P 额定 ×70%, it is medium load operation; When P 额定 ×70% <P 实际 ≤P 额定 When , it is running under heavy load; When the ammonia / hydrogen composite injection internal combustion engine is operating at starting conditions, idling conditions, and light load, hydrogen enters the cylinder through the hydrogen injector in the compression stroke in a single direct injection manner; When the internal combustion engine is at medium load, ammonia enters the intake manifold through the ammonia injector, and hydrogen enters the cylinder through the hydrogen injector twice during the intake stroke and compression stroke; When the internal combustion engine is under high load, ammonia enters the intake manifold through the ammonia injector, and hydrogen enters the cylinder through the hydrogen injector in the form of a single direct injection during the compression stroke.

2. The control method of a spark-ignited ammonia / hydrogen composite injection internal combustion engine based on in-cylinder secondary injection according to claim 1, characterized in that: Also includes: An intake manifold is connected to the throttle valve, and the throttle valve is connected to the intake manifold.

3. The control method of a spark-ignited ammonia / hydrogen composite injection internal combustion engine based on in-cylinder secondary injection according to claim 2, characterized in that: Also includes: batteries; An ignition circuit has one end connected to the battery and the other end connected to the spark plug.

4. The control method of a spark-ignited ammonia / hydrogen composite injection internal combustion engine based on in-cylinder secondary injection according to claim 1 or 3, characterized in that: Also includes: A hydrogen storage tank, a hydrogen supply pipeline, a hydrogen gas flow meter, and a hydrogen pressure reducing valve connected in sequence; Wherein, the hydrogen pressure reducing valve is connected to the hydrogen injector.

5. The control method of a spark-ignited ammonia / hydrogen composite injection internal combustion engine based on in-cylinder secondary injection according to claim 4, characterized in that: Also includes: An ammonia storage tank, a liquid ammonia vaporization device, an ammonia supply pipeline, an ammonia gas flow meter, and an ammonia pressure reducing valve connected in sequence; Wherein, the ammonia pressure reducing valve is connected to the ammonia injector.

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