Ammonia-hydrogen engine and control method thereof

Abstract

The present application relates to the field of engine, and provide a kind of ammonia hydrogen engine and its control method.Ammonia hydrogen engine includes engine body, hydrogen storage tank, liquid ammonia storage tank and controller;Combustion chamber is formed in engine body;Hydrogen storage tank is in fluid communication with combustion chamber;Liquid ammonia storage tank is in fluid communication with combustion chamber;Controller is electrically connected with hydrogen storage tank and liquid ammonia storage tank, in ammonia hydrogen engine is under heavy load condition, controller is used to obtain the crank angle of engine body, and control instruction is generated based on crank angle, control instruction is used to control hydrogen storage tank injection once, and liquid ammonia storage tank injection three times.The ammonia hydrogen engine is conducive to improving its heavy load condition operating stability and thermal efficiency, realizes the ammonia hydrogen engine heavy load condition knock-free operation.

Description

Technical Field

[0001] This invention relates to the field of engines, and provides an ammonia-hydrogen engine and its control method. Background Technology

[0002] In related technologies, hydrogen is an important carbon-free fuel, possessing high chemical reactivity and a fast flame speed, allowing for complete combustion within the engine. However, hydrogen also suffers from drawbacks such as difficulty in liquefaction and high storage and transportation costs, limiting its practical application. Ammonia, as an excellent carrier for hydrogen, exhibits outstanding feasibility and value for widespread adoption. However, ammonia fuel also suffers from disadvantages such as difficulty in ignition, poor combustion stability, and slow flame speed.

[0003] In related technologies, there are instances of using a mixture of ammonia and hydrogen as fuel in the combustion chamber of an engine. However, due to the extremely high chemical reactivity of hydrogen, it is prone to causing engine knocking. Summary of the Invention

[0004] This invention aims to at least solve one of the technical problems existing in related technologies. To this end, this invention proposes an ammonia-hydrogen engine that controls the injection of hydrogen and liquid ammonia from a hydrogen storage tank via a controller, thereby suppressing engine knocking caused by abnormal spontaneous combustion of highly reactive hydrogen and improving the stability and thermal efficiency of the ammonia-hydrogen engine under high-load conditions.

[0005] This invention also provides a control method for an ammonia-hydrogen engine.

[0006] A first aspect of the present invention provides an ammonia-hydrogen engine, comprising:

[0007] An engine body, wherein a combustion chamber is formed within the engine body;

[0008] A hydrogen storage tank is in fluid communication with the combustion chamber;

[0009] A liquid ammonia storage tank is in fluid communication with the combustion chamber;

[0010] The controller is electrically connected to the hydrogen storage tank and the liquid ammonia storage tank. When the ammonia-hydrogen engine is under high load, the controller is used to obtain the crankshaft angle of the engine body and generate control commands based on the crankshaft angle. The control commands are used to control the hydrogen storage tank to inject once and the liquid ammonia storage tank to inject three times.

[0011] According to the first aspect of the present invention, when the ammonia-hydrogen engine is under high load conditions, it adopts an injection strategy of single hydrogen injection and triple ammonia injection. By directly injecting liquid ammonia into the cylinder during the later stage of the compression stroke and near the top dead center, the temperature in the combustion chamber near the top dead center can be reduced. The high octane number and high anti-knock properties of ammonia are used to jointly suppress the abnormal spontaneous combustion of the mixture near the combustion chamber wall, which will cause knocking. This is beneficial to improving the stability and thermal efficiency of the ammonia-hydrogen engine under high load conditions, and realizes knock-free operation of the ammonia-hydrogen engine under high load conditions.

[0012] According to one embodiment of the present invention, the combustion chamber is provided with a first channel and a second channel;

[0013] The hydrogen storage tank is adapted to be in fluid communication with the first channel via a hydrogen pipeline;

[0014] The liquid ammonia storage tank is adapted to be in fluid communication with the second channel via a liquid ammonia pipeline.

[0015] According to one embodiment of the present invention, a first injector is provided at one end of the hydrogen pipeline facing the combustion chamber, and a control valve is provided on the hydrogen pipeline located between the first injector and the hydrogen storage tank;

[0016] A second injector is provided at one end of the liquid ammonia pipeline facing the combustion chamber, and a drive pump is provided on the liquid ammonia pipeline located between the second injector and the liquid ammonia storage tank.

[0017] According to one embodiment of the present invention, the injection pressure of the first injector ranges from 1 to 10 MPa;

[0018] And / or,

[0019] The injection pressure of the second injector ranges from 10 to 50 MPa;

[0020] And / or,

[0021] The compression ratio of the ammonia-hydrogen engine ranges from 15 to 22.

[0022] According to one embodiment of the present invention, the energy percentage of the hydrogen gas injected from the hydrogen storage tank in the ammonia-hydrogen fuel ranges from 10% to 50%.

[0023] A second aspect of the present invention provides a control method for an ammonia-hydrogen engine as described above, comprising:

[0024] It was determined that the ammonia-hydrogen engine was operating under high load conditions.

[0025] The crankshaft angle of the engine body is obtained, and control commands are generated based on the crankshaft angle. The hydrogen storage tank is suitable for injecting once based on the control command, and the liquid ammonia storage tank is suitable for injecting three times based on the control command.

[0026] According to the control method for an ammonia-hydrogen engine provided in the second aspect of the present invention, when the ammonia-hydrogen engine is under high load conditions, an injection strategy of single hydrogen injection and triple ammonia injection is adopted. This strategy utilizes the high octane number and high anti-knock properties of ammonia to jointly suppress the abnormal spontaneous combustion of the mixture near the combustion chamber wall, thus preventing knocking. This results in an excess air coefficient of 1 in the combustion chamber. The stoichiometric operating strategy is beneficial for improving the engine's power density, meeting high load requirements, achieving efficient and clean combustion in the ammonia-hydrogen engine, and reducing nitrogen oxide emissions.

[0027] According to one embodiment of the present invention, the steps of adapting the hydrogen storage tank to inject once based on a control command and the liquid ammonia storage tank to inject three times based on a control command include:

[0028] Once the ammonia-hydrogen engine is in the intake stroke, the hydrogen storage tank injects once and the liquid ammonia storage tank injects for the first time.

[0029] Once it is determined that the ammonia-hydrogen engine is in the later stage of its compression stroke, the liquid ammonia storage tank will be injected for the second time.

[0030] Once the ammonia-hydrogen engine is nearing top dead center, the liquid ammonia storage tank will initiate its third injection.

[0031] According to one embodiment of the present invention, the step of injecting hydrogen from the storage tank once includes:

[0032] Once the crankshaft of the ammonia-hydrogen engine has reached 180° to 360° before the top dead center of the compression stroke, the hydrogen storage tank will inject hydrogen once.

[0033] According to one embodiment of the present invention, the first injection step of the liquid ammonia storage tank includes:

[0034] When the crankshaft of the ammonia-hydrogen engine is 180° to 360° before the top dead center of the compression stroke, the liquid ammonia storage tank will inject liquid ammonia for the first time.

[0035] The second injection step of the liquid ammonia storage tank includes:

[0036] When the crankshaft of the ammonia-hydrogen engine reaches 30° to 50°CA before the top dead center of the compression stroke, the liquid ammonia storage tank will inject liquid ammonia for the second time.

[0037] The third injection step of the liquid ammonia storage tank includes:

[0038] When the crankshaft of the ammonia-hydrogen engine reaches -20° to 20°CA before the top dead center of the compression stroke, the liquid ammonia storage tank will inject liquid ammonia for the third time.

[0039] According to one embodiment of the present invention, the steps of the hydrogen storage tank being adapted to inject once based on a control command and the liquid ammonia storage tank being adapted to inject three times based on a control command include:

[0040] After the hydrogen storage tank has completed one injection and the liquid ammonia storage tank has completed the first injection, the excess air coefficient in the combustion chamber is between 2 and 3.

[0041] After the second injection of liquid ammonia into the storage tank, the excess air coefficient in the combustion chamber ranges from 1 to 2.

[0042] After the third injection of liquid ammonia into the storage tank, the excess air coefficient in the combustion chamber is 1.

[0043] The above-described one or more technical solutions in the embodiments of the present invention have at least one of the following technical effects:

[0044] According to the first aspect of the present invention, when the ammonia-hydrogen engine is under high load conditions, it adopts an injection strategy of single hydrogen injection and triple ammonia injection. By directly injecting liquid ammonia into the cylinder during the later stage of the compression stroke and near the top dead center, the temperature in the combustion chamber near the top dead center can be reduced. The high octane number and high anti-knock properties of ammonia are used to jointly suppress the abnormal spontaneous combustion of the mixture near the combustion chamber wall, which will cause knocking. This is beneficial to improving the stability and thermal efficiency of the ammonia-hydrogen engine under high load conditions, and realizes knock-free operation of the ammonia-hydrogen engine under high load conditions.

[0045] Furthermore, according to the control method for an ammonia-hydrogen engine provided in the second aspect of the present invention, when the ammonia-hydrogen engine is under high load conditions, the injection strategy of single hydrogen injection and triple ammonia injection can utilize the high octane number and high anti-knock properties of ammonia to jointly suppress the abnormal spontaneous combustion of the mixture near the combustion chamber wall, thus preventing knocking. This results in an excess air coefficient of 1 in the combustion chamber, and the stoichiometric operating strategy is beneficial for improving the engine's power density, meeting high load requirements, achieving efficient and clean combustion in the ammonia-hydrogen engine, and reducing nitrogen oxide emissions.

[0046] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0047] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0048] Figure 1 This is a schematic structural diagram of an ammonia-hydrogen engine provided in an embodiment of the present invention;

[0049] Figure 2This is a schematic structural diagram of another ammonia-hydrogen engine provided in an embodiment of the present invention;

[0050] Figure 3 This is a schematic flowchart of the ammonia-hydrogen engine control method provided in the embodiments of the present invention.

[0051] Figure label:

[0052] 400. Engine body; 402. Combustion chamber; 404. Hydrogen storage tank; 406. Liquid ammonia storage tank; 408. First channel; 410. Second channel; 412. Hydrogen pipeline; 414. Liquid ammonia pipeline; 416. First injector; 418. Control valve; 420. Second injector; 422. Drive pump; 424. Spark plug; 426. Mounting hole; 428. Piston. Detailed Implementation

[0053] The embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and should not be construed as limiting the scope of the invention.

[0054] In the description of the embodiments of the present invention, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of the present invention. In addition, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0055] In the description of the embodiments of the present invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" 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. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of the present invention based on the specific circumstances.

[0056] In embodiments of the present invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0057] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0058] like Figures 1 to 2 As shown, a first aspect of the present invention provides an ammonia-hydrogen engine, including an engine body 400, a hydrogen storage tank 404, a liquid ammonia storage tank 406, and a controller; wherein, a combustion chamber 402 is formed within the engine body 400; the hydrogen storage tank 404 is in fluid communication with the combustion chamber 402; the liquid ammonia storage tank 406 is in fluid communication with the combustion chamber 402; the controller is electrically connected to the hydrogen storage tank 404 and the liquid ammonia storage tank 406; under high load conditions, the controller is used to obtain the crankshaft angle of the engine body 400 and generate control commands based on the crankshaft angle, the control commands being used to control the hydrogen storage tank 404 to inject once and the liquid ammonia storage tank 406 to inject three times.

[0059] According to the first aspect of the present invention, when the ammonia-hydrogen engine is under high load conditions, it adopts a single hydrogen injection and three ammonia injection strategies. By directly injecting liquid ammonia into the cylinder during the later stage of the compression stroke and near the top dead center, the temperature in the combustion chamber 402 near the top dead center can be reduced. The high octane number and high anti-knock properties of ammonia are used to jointly suppress the abnormal spontaneous combustion of the mixture near the wall of the combustion chamber 402, which is conducive to improving the stability and thermal efficiency of the ammonia-hydrogen engine under high load conditions, and realizing the knock-free operation of the ammonia-hydrogen engine under high load conditions.

[0060] Please continue reading Figure 1 and Figure 2In this embodiment of the invention, a combustion chamber 402 is disposed within the engine body 400, and a cylinder head is disposed on the combustion chamber 402. A hydrogen storage tank 404 and a liquid ammonia storage tank 406 are disposed on the outside of the engine body 400. The hydrogen storage tank 404 is used to supply hydrogen to the combustion chamber 402, and the liquid ammonia storage tank 406 is used to supply liquid ammonia to the combustion chamber 402. It is understood that both the hydrogen storage tank 404 and the liquid ammonia storage tank 406 are in fluid communication with the combustion chamber 402.

[0061] The fluid connectivity mentioned here refers to the ability of hydrogen in hydrogen storage tank 404 to flow into combustion chamber 402, and the ability of liquid ammonia in liquid ammonia storage tank 406 to flow into combustion chamber 402.

[0062] The ammonia-hydrogen engine also includes a controller (not shown in the figure), which is electrically connected to the hydrogen storage tank 404 and the liquid ammonia storage tank 406. In this embodiment of the invention, when the engine is under high load, combustion in the engine cylinder is intense, and the combustion process temperature is high, which can easily cause knocking, affecting the operational stability under high load, deteriorating the engine's thermal efficiency, and even damaging the engine. At this time, the controller is used to obtain the crankshaft angle. At the same time, the controller can also generate control commands for the hydrogen storage tank 404 and the liquid ammonia storage tank 406 based on the crankshaft angle. When the hydrogen storage tank 404 receives the control command sent by the controller, the hydrogen storage tank 404 can complete one injection into the combustion chamber 402. When the liquid ammonia storage tank 406 receives the control command sent by the controller, the liquid ammonia storage tank 406 can complete three injections into the combustion chamber 402.

[0063] By adopting this configuration and employing a single hydrogen injection and three liquid ammonia injection strategies, the direct injection of liquid ammonia into the cylinder during the later stages of the compression stroke and near top dead center can reduce the temperature in the combustion chamber 402 near top dead center. Furthermore, the high octane rating and high anti-knock properties of ammonia can jointly suppress the abnormal spontaneous combustion of the mixture near the wall of the combustion chamber 402, thereby improving the stability and thermal efficiency of the engine under high load conditions and achieving knock-free operation of the ammonia-hydrogen engine under high load conditions.

[0064] According to one embodiment of the present invention, a first channel 408 and a second channel 410 are provided on the combustion chamber 402; a hydrogen storage tank 404 is adapted to be in fluid communication with the first channel 408 through a hydrogen pipeline 412; and a liquid ammonia storage tank 406 is adapted to be in fluid communication with the second channel 410 through a liquid ammonia pipeline 414.

[0065] like Figure 1 and Figure 2As shown, a first channel 408 in fluid communication with a hydrogen storage tank 404 and a second channel 410 in fluid communication with a liquid ammonia storage tank 406 are provided on the combustion chamber 402. The hydrogen storage tank 404 is connected to the first channel 408 via a hydrogen pipeline 412, and the liquid ammonia storage tank 406 is connected to the second channel 410 via a liquid ammonia pipeline 414. Both the hydrogen pipeline 412 and the liquid ammonia pipeline 414 can be stainless steel pipes. It should be noted that the specific location and angle of the first channel 408 and the second channel 410 can be any combination, and no specific limitation is made here.

[0066] In some other embodiments, the hydrogen storage tank 404 may be directly connected to the combustion chamber 402.

[0067] In embodiments of the present invention, such as Figure 1 and Figure 2 As shown, a mounting hole 426 for installing a spark plug 424 is also provided on the combustion chamber 402. Similarly, the location of the mounting hole 426 is not specifically limited. For example, the mounting hole 426 may be located at the geometric center of the top of the combustion chamber 402, and the first channel 408 and the second channel 410 may be located on the top or side of the combustion chamber 402.

[0068] The ignition electrode of spark plug 424 is positioned facing the combustion chamber 402. In this embodiment of the invention, the controller can acquire the crankshaft angle data in the ammonia-hydrogen engine and control spark plug 424 to discharge when piston 428 moves to near the top dead center of the compression stroke of the ammonia-hydrogen engine. The specific timing of the discharge can be adjusted according to the actual operating conditions.

[0069] According to one embodiment of the present invention, a first injector 416 is provided at one end of the hydrogen pipeline 412 facing the combustion chamber 402, and a control valve 418 is provided on the hydrogen pipeline 412 located between the first injector 416 and the hydrogen storage tank 404; a second injector 420 is provided at one end of the liquid ammonia pipeline 414 facing the combustion chamber 402, and a drive pump 422 is provided on the liquid ammonia pipeline 414 located between the second injector 420 and the liquid ammonia storage tank 406.

[0070] like Figure 1 and Figure 2 As shown, a first injector 416 is provided at one end of the hydrogen pipeline 412 facing the combustion chamber 402. The first injector 416 is used to inject hydrogen from the hydrogen storage tank 404 into the combustion chamber 402. In order to control the amount of hydrogen injected, a control valve 418 is also provided on the hydrogen pipeline 412. The control valve 418 mentioned here can be a pressure reducing valve, which can be located between the hydrogen storage tank 404 and the first injector 416.

[0071] Please continue reading Figures 1 to 2A second injector 420 is installed at one end of the liquid ammonia pipeline 414 facing the combustion chamber 402. The second injector 420 is used to inject liquid ammonia from the liquid ammonia storage tank 406 into the combustion chamber 402. In order to control the injection amount of liquid ammonia, a drive pump 422 is also installed on the liquid ammonia pipeline 414. The drive pump 422 can be installed between the liquid ammonia storage tank 406 and the second injector 420.

[0072] In this embodiment of the invention, the installation method of the first injector 416, the second injector 420 and the engine body 400 is not specifically limited.

[0073] According to one embodiment of the present invention, the injection pressure of the first injector 416 is in the range of 1 to 10 MPa; and / or, the injection pressure of the second injector 420 is in the range of 10 to 50 MPa; and / or, the compression ratio of the ammonia-hydrogen engine is in the range of 15 to 22.

[0074] According to one embodiment of the present invention, the energy percentage of the hydrogen gas ejected from the hydrogen storage tank 404 in the ammonia-hydrogen fuel ranges from 10% to 50%.

[0075] like Figure 3 As shown, a second aspect of the present invention provides a control method for an ammonia-hydrogen engine as described above, comprising:

[0076] Step 100: Determine that the ammonia-hydrogen engine is under high load conditions;

[0077] Step 200: Obtain the crankshaft angle of the engine body 400 and generate control commands based on the crankshaft angle. The hydrogen storage tank 404 is suitable for injecting once based on the control commands, and the liquid ammonia storage tank 406 is suitable for injecting three times based on the control commands.

[0078] According to the control method for an ammonia-hydrogen engine provided in the second aspect of the present invention, when the ammonia-hydrogen engine is under high load conditions, an injection strategy of single hydrogen injection and triple ammonia injection is adopted. This strategy utilizes the high octane number and high anti-knock properties of ammonia to jointly suppress the abnormal spontaneous combustion of the mixture near the wall of the combustion chamber 402, resulting in knocking. This ensures that the excess air coefficient in the combustion chamber 402 is 1. The stoichiometric operating strategy is beneficial for improving the engine's power density, meeting high load requirements, achieving efficient and clean combustion in the ammonia-hydrogen engine, and reducing nitrogen oxide emissions.

[0079] In step 100, the controller can determine that the ammonia-hydrogen engine is under high load.

[0080] Specifically, when an engine is under heavy load, the combustion inside the engine cylinder is intense and the combustion process is at a high temperature, which can easily cause knocking, affecting the operational stability under heavy load, deteriorating the engine's thermal efficiency, and even damaging the engine. Therefore, it is necessary to use liquid ammonia direct injection in the cylinder to suppress knocking.

[0081] In step 200, the controller can obtain the crankshaft angle of the engine body 400 and generate control commands for the hydrogen storage tank 404 and the liquid ammonia storage tank 406 based on the crankshaft angle. The hydrogen storage tank 404 injects once after receiving the control command, and the liquid ammonia storage tank 406 injects three times after receiving the control command.

[0082] By adopting this configuration and employing a single hydrogen injection and three liquid ammonia injection strategies, the direct injection of liquid ammonia into the cylinder during the later stages of the compression stroke and near top dead center can reduce the temperature in the combustion chamber 402 near top dead center. Furthermore, the high octane rating and high anti-knock properties of ammonia can jointly suppress the abnormal spontaneous combustion of the mixture near the wall of the combustion chamber 402, thereby improving the stability and thermal efficiency of the engine under high load conditions and achieving knock-free operation of the ammonia-hydrogen engine under high load conditions.

[0083] According to an embodiment of the present invention, step 200 specifically includes:

[0084] Step 201: Determine that the ammonia-hydrogen engine is in the intake stroke, and the hydrogen storage tank 404 injects once and the liquid ammonia storage tank 406 injects for the first time.

[0085] In step 201, hydrogen enters the combustion chamber 402 through the first injector 416 during the intake stroke of the ammonia-hydrogen engine, while liquid ammonia enters the combustion chamber 402 through the second injector 420 during the intake stroke and begins to vaporize. When the piston 428 of the ammonia-hydrogen engine reaches near the top dead center of the compression stroke, hydrogen and ammonia are already evenly distributed in the combustion chamber 402, forming a homogeneous lean mixture. Due to the extremely high chemical reactivity of hydrogen, it can be quickly ignited by the spark plug 424 to form a large-area, high-temperature, high-speed hydrogen flame, which helps ensure the stable ignition of the ammonia-hydrogen engine and facilitates the rapid ignition of the late-injected liquid ammonia, ensuring the stable operation of the ammonia-hydrogen engine. During this process, the excess air coefficient in the combustion chamber 402 is 2 to 3.

[0086] According to one embodiment of the present invention, the step of injecting hydrogen from the hydrogen storage tank 404 once includes:

[0087] When the crankshaft of the ammonia-hydrogen engine is 180° to 360° before the top dead center of the compression stroke, the hydrogen storage tank 404 is injected once.

[0088] That is, when the controller determines that the crankshaft of the ammonia-hydrogen engine is running 180° to 360° before the top dead center of the compression stroke, the hydrogen storage tank 404 can complete one injection through the first injector 416.

[0089] According to one embodiment of the present invention, the first injection step of the liquid ammonia storage tank 406 includes:

[0090] When the crankshaft of the ammonia-hydrogen engine is 180° to 360° before the top dead center of the compression stroke, the liquid ammonia storage tank 406 will inject liquid ammonia for the first time.

[0091] That is, when the controller determines that the crankshaft of the ammonia-hydrogen engine is 180° to 360° before the top dead center of the compression stroke, the liquid ammonia storage tank 406 can complete the first injection through the second injector 420.

[0092] Step 202: Determine that the ammonia-hydrogen engine is in the late stage of the compression stroke, and the liquid ammonia storage tank 406 is injected for the second time;

[0093] In step 202, liquid ammonia enters the combustion chamber 402 through the second injector 420 during the later stage of the compression stroke. When the piston 428 of the ammonia-hydrogen engine reaches near the top dead center of the compression stroke, the liquid ammonia forms a strong concentration stratification in the combustion chamber 402, with some areas being an over-rich mixture (local excess air coefficient less than 1). Surrounded by a large-area high-temperature and high-speed hydrogen flame, it pyrolyzes to generate hydrogen, which further ignites the remaining liquid ammonia. This can accelerate the combustion of ammonia, shorten the combustion duration, and help improve the thermal efficiency of the ammonia-hydrogen engine. During this process, the excess air coefficient in the combustion chamber 402 is 1 to 2.

[0094] According to one embodiment of the present invention, the second injection step of liquid ammonia storage tank 406 includes:

[0095] When the crankshaft of the ammonia-hydrogen engine is 30° to 50°CA before the top dead center of the compression stroke, the liquid ammonia storage tank 406 will be injected for the second time.

[0096] That is, when the controller determines that the crankshaft of the ammonia-hydrogen engine is running 30° to 50° before the top dead center of the compression stroke, the liquid ammonia storage tank 406 can complete the second injection through the second injector 420.

[0097] Step 203: Determine that the ammonia-hydrogen engine is close to the top dead center, and the liquid ammonia storage tank 406 injects for the third time;

[0098] In step 203, liquid ammonia enters the combustion chamber 402 near top dead center through the second injector 420. Under the high-temperature atmosphere in the combustion chamber 402, it rapidly vaporizes and diffuses, forming a highly anti-knock mixture to suppress engine knock. The liquid ammonia phase change endothermic process also lowers the temperature in the combustion chamber 402, which also helps suppress knock. In addition, the chemical reducing properties and phase change endothermic cooling characteristics of liquid ammonia can reduce the concentration of nitrogen oxides in the combustion chamber 402, which helps ensure the stable and clean operation of the ammonia-hydrogen engine. During this process, the excess air coefficient in the combustion chamber 402 is 1.

[0099] According to one embodiment of the present invention, the third injection step of liquid ammonia storage tank 406 includes:

[0100] When the crankshaft of the ammonia-hydrogen engine reaches -20° to 20°CA before the top dead center of the compression stroke, the liquid ammonia storage tank 406 will inject liquid ammonia for the third time.

[0101] That is, when the controller determines that the crankshaft of the ammonia-hydrogen engine is running to -20° to 20° before the top dead center of the compression stroke, the liquid ammonia storage tank 406 can complete the third injection through the second injector 420.

[0102] According to one embodiment of the present invention, the steps of hydrogen storage tank 404 being adapted to inject once based on a control command and liquid ammonia storage tank 406 being adapted to inject three times based on a control command include:

[0103] After the hydrogen storage tank 404 has been injected once and the liquid ammonia storage tank 406 has been injected for the first time, the excess air coefficient in the combustion chamber 402 ranges from 2 to 3.

[0104] After the second injection of liquid ammonia into the storage tank 406 is completed, the excess air coefficient in the combustion chamber 402 ranges from 1 to 2.

[0105] After the third injection of liquid ammonia into the storage tank 406, the excess air coefficient in the combustion chamber 402 is 1.

[0106] Furthermore, in this embodiment of the invention, when the injection pulse width of the second injector 420 is 0, the second injector 420 stops injecting; or, when the liquid ammonia injected by the second injector 420 reaches the target mass, the second injector 420 stops injecting.

[0107] As can be seen from the above, in this embodiment of the invention, the ammonia-hydrogen engine, under high load conditions, adopts an injection strategy of single hydrogen injection and three liquid ammonia injections. By directly injecting liquid ammonia into the cylinder during the later stage of the compression stroke and near the top dead center, the temperature in the combustion chamber 402 near the top dead center can be reduced. Furthermore, by utilizing the high octane number and high anti-knock properties of ammonia, the abnormal spontaneous combustion of the mixture near the wall of the combustion chamber 402 can be suppressed to prevent knocking. This is beneficial to improving the stability and thermal efficiency of the ammonia-hydrogen engine under high load conditions, and realizes knock-free operation of the ammonia-hydrogen engine under high load conditions.

[0108] Furthermore, through hydrogen injection during the intake stroke, and liquid ammonia injection three times during the intake stroke, the later stage of the compression stroke, and near top dead center, the excess air coefficient in combustion chamber 402 is ultimately made to be 1. The stoichiometric operating strategy is conducive to improving the power density of the ammonia-hydrogen engine and can meet the demand of high loads.

[0109] Meanwhile, by injecting hydrogen during the intake stroke, a homogeneous distribution of hydrogen can be formed in the combustion chamber 402; by injecting liquid ammonia during the later stage of the compression stroke, a concentration stratification of liquid ammonia can be formed in the combustion chamber 402. The large-area, high-temperature, high-speed hydrogen flame can stimulate ammonia to produce hydrogen, further accelerating the combustion of liquid ammonia, thus achieving efficient and clean combustion in the ammonia-hydrogen engine.

[0110] Furthermore, by using direct injection of liquid ammonia in the cylinder during the later stages of the compression stroke, the temperature of the combustion chamber 402 can be reduced, thereby limiting the average temperature of the combustion process and directly suppressing the formation of nitrogen oxides. By using direct injection of liquid ammonia near top dead center, the nitrogen oxides generated during the combustion process can be reduced to further reduce nitrogen oxide emissions.

[0111] In addition, by setting up the first injector 416 and the second injector 420, the injection of liquid ammonia and hydrogen fuels can be controlled separately, allowing for independent and flexible adjustment of different fuel injection strategies. Moreover, the first injector 416 and the second injector 420 are easy to disassemble and assemble, and can be replaced independently in the future, resulting in low maintenance costs. Liquid ammonia and hydrogen are both widely available carbon-free fuels that can be produced through carbon-free processes, which is beneficial to reducing carbon emissions throughout their entire life cycle. Compared with hydrogen, liquid ammonia has more mature and lower-cost production, storage, and transportation technologies, and using liquid ammonia as the main fuel can reduce the overall life cycle cost.

[0112] A third aspect of this invention provides a schematic diagram of the physical structure of an electronic device. The electronic device may include a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other via the communication bus. The processor can invoke logical instructions from the memory to execute the following method:

[0113] It was determined that the ammonia-hydrogen engine was operating under high load conditions.

[0114] The crankshaft angle of the engine body 400 is obtained, and control commands are generated based on the crankshaft angle. The hydrogen storage tank 404 is suitable for injecting once based on the control commands, and the liquid ammonia storage tank 406 is suitable for injecting three times based on the control commands.

[0115] Furthermore, when the logical instructions in the aforementioned memory are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to related technologies, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0116] A fourth aspect of the present invention provides a computer program product, the computer program product including a computer program stored on a non-transitory computer-readable storage medium, the computer program including program instructions, which, when executed by a computer, enable the computer to perform the methods provided in the above-described method embodiments, such as including:

[0117] It was determined that the ammonia-hydrogen engine was operating under high load conditions.

[0118] The crankshaft angle of the engine body 400 is obtained, and control commands are generated based on the crankshaft angle. The hydrogen storage tank 404 is suitable for injecting once based on the control commands, and the liquid ammonia storage tank 406 is suitable for injecting three times based on the control commands.

[0119] A fifth aspect of the present invention provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, is implemented to perform the transmission methods provided in the above embodiments, including, for example:

[0120] It was determined that the ammonia-hydrogen engine was operating under high load conditions.

[0121] The crankshaft angle of the engine body 400 is obtained, and control commands are generated based on the crankshaft angle. The hydrogen storage tank 404 is suitable for injecting once based on the control commands, and the liquid ammonia storage tank 406 is suitable for injecting three times based on the control commands.

[0122] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0123] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the parts that contribute to the related technology, can be embodied in the form of software products. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0124] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An ammonia-hydrogen engine, characterized in that, include: An engine body (400) has a combustion chamber (402) formed therein. A hydrogen storage tank (404) is in fluid communication with the combustion chamber (402); A liquid ammonia storage tank (406) is in fluid communication with the combustion chamber (402); The controller is electrically connected to the hydrogen storage tank (404) and the liquid ammonia storage tank (406). When the ammonia-hydrogen engine is under high load, the controller is used to obtain the crankshaft angle of the engine body (400) and generate control commands based on the crankshaft angle. The control commands are used to control the hydrogen storage tank (404) to inject once and the liquid ammonia storage tank (406) to inject three times. The controller is configured as follows: Once the ammonia-hydrogen engine is in the intake stroke, the hydrogen storage tank (404) injects once and the liquid ammonia storage tank (406) injects for the first time; Once it is determined that the ammonia-hydrogen engine is in the late stage of the compression stroke, the liquid ammonia storage tank (406) is injected for the second time; Once the ammonia-hydrogen engine is nearing top dead center, the liquid ammonia storage tank (406) will inject liquid ammonia for the third time.

2. The ammonia-hydrogen engine according to claim 1, characterized in that, The combustion chamber (402) is provided with a first channel (408) and a second channel (410). The hydrogen storage tank (404) is adapted to be in fluid communication with the first channel (408) via a hydrogen pipeline (412); The liquid ammonia storage tank (406) is adapted to be in fluid communication with the second channel (410) via a liquid ammonia pipeline (414).

3. The ammonia-hydrogen engine according to claim 2, characterized in that, A first injector (416) is provided at one end of the hydrogen pipeline (412) facing the combustion chamber (402), and a control valve (418) is provided on the hydrogen pipeline (412) located between the first injector (416) and the hydrogen storage tank (404). A second injector (420) is provided at one end of the liquid ammonia pipeline (414) facing the combustion chamber (402), and a drive pump (422) is provided on the liquid ammonia pipeline (414) located between the second injector (420) and the liquid ammonia storage tank (406).

4. The ammonia-hydrogen engine according to claim 3, characterized in that, The injection pressure of the first injector (416) ranges from 1 to 10 MPa; And / or, The injection pressure of the second injector (420) ranges from 10 to 50 MPa; And / or, The compression ratio of the ammonia-hydrogen engine ranges from 15 to 22.

5. The ammonia-hydrogen engine according to any one of claims 1 to 4, characterized in that, The energy percentage of the hydrogen emitted from the hydrogen storage tank (404) in the ammonia-hydrogen fuel ranges from 10% to 50%.

6. A control method for an ammonia-hydrogen engine as described in any one of claims 1 to 5, characterized in that, include: It was determined that the ammonia-hydrogen engine was operating under high load conditions. The crankshaft angle of the engine body (400) is obtained, and a control command is generated based on the crankshaft angle. The hydrogen storage tank (404) is suitable for injecting once based on the control command, and the liquid ammonia storage tank (406) is suitable for injecting three times based on the control command. The steps of adapting the hydrogen storage tank (404) to inject once based on a control command and the liquid ammonia storage tank (406) to inject three times based on a control command include: Once the ammonia-hydrogen engine is in the intake stroke, the hydrogen storage tank (404) injects once and the liquid ammonia storage tank (406) injects for the first time; Once it is determined that the ammonia-hydrogen engine is in the late stage of the compression stroke, the liquid ammonia storage tank (406) is injected for the second time; Once the ammonia-hydrogen engine is nearing top dead center, the liquid ammonia storage tank (406) will inject liquid ammonia for the third time.

7. The control method according to claim 6, characterized in that, The step of injecting hydrogen from the hydrogen storage tank (404) once includes: When the crankshaft of the ammonia-hydrogen engine is 180° to 360° before the top dead center of the compression stroke, the hydrogen storage tank (404) injects hydrogen once.

8. The control method according to claim 6, characterized in that, The first injection step of the liquid ammonia storage tank (406) includes: When the crankshaft of the ammonia-hydrogen engine reaches 180° to 360° before the top dead center of the compression stroke, the liquid ammonia storage tank (406) will inject liquid ammonia for the first time; The second injection step of the liquid ammonia storage tank (406) includes: When the crankshaft of the ammonia-hydrogen engine reaches 30° to 50°A before the top dead center of the compression stroke, the liquid ammonia storage tank (406) will inject liquid ammonia for the second time. The third injection step of the liquid ammonia storage tank (406) includes: When the crankshaft of the ammonia-hydrogen engine reaches a position between -20° and 20°C A before the top dead center of the compression stroke, the liquid ammonia storage tank (406) will inject liquid ammonia for the third time.

9. The control method according to any one of claims 6 to 8, characterized in that, The steps of the hydrogen storage tank (404) being adapted to inject once based on a control command and the liquid ammonia storage tank (406) being adapted to inject three times based on a control command include: After the hydrogen storage tank (404) is injected once and the liquid ammonia storage tank (406) is injected for the first time, the excess air coefficient in the combustion chamber (402) ranges from 2 to 3. After the second injection of liquid ammonia into the storage tank (406), the excess air coefficient in the combustion chamber (402) ranges from 1 to 2. After the third injection of liquid ammonia into the storage tank (406), the excess air coefficient in the combustion chamber (402) is 1.

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