A dual fuel injector, engine system and vehicle

Abstract

The application discloses a dual-fuel injector, an engine system and a vehicle, wherein an inside of a spray body is provided with a first control oil cavity channel, a second control oil cavity channel, a hydrogen cavity channel, an ammonia cavity channel and a control oil inlet, the control oil inlet is communicated with the first control oil cavity channel through a first electromagnetic valve, and the control oil inlet is communicated with the first control oil cavity channel and the second control oil cavity channel through a second electromagnetic valve; in a nozzle assembly, a hydrogen needle valve is located in a needle valve body, and an ammonia needle valve is located in the hydrogen needle valve; the needle valve body and the hydrogen needle valve are provided with a hydrogen spray cavity, the hydrogen spray cavity is communicated with the hydrogen cavity channel, and the needle valve body further comprises a hydrogen spray hole; the hydrogen needle valve and the ammonia needle valve are provided with an ammonia spray cavity, the ammonia spray cavity is communicated with the ammonia cavity channel, and the hydrogen needle valve further comprises an ammonia spray hole; a control piston is arranged in an axial direction of the nozzle assembly, one end of the control piston is fixedly connected with the ammonia needle valve, and the other end of the control piston is located in the first control oil cavity channel.

Description

Technical Field

[0001] This invention relates to the field of automotive internal combustion engine technology, and more particularly to a dual-fuel injector, engine system, and vehicle. Background Technology

[0002] In recent years, environmental problems have become increasingly prominent, and the development of alternative fuel technologies is receiving more and more attention. Ammonia is a relatively ideal chemical energy storage medium. Ammonia molecules themselves do not contain carbon atoms, and combustion does not produce greenhouse gas emissions. Moreover, ammonia has a high energy density and can be liquefied at room temperature and 9.9 bar, or at atmospheric pressure and -33.4°C, which helps reduce the high costs and potential safety risks associated with using high-pressure equipment. However, ammonia also has some significant drawbacks, such as low laminar flame velocity, high ignition energy, and high latent heat of vaporization. Hydrogen is currently considered an excellent combustion promoter, and it also does not contain carbon. Hydrogen has a high laminar flame velocity and a relatively low ignition energy, making it suitable for use as an ignition fuel.

[0003] In the prior art, when the injector controls the injection of different fuels, multiple control components may need to operate simultaneously, which increases the complexity of control. In addition, the fuel injected into the injector usually includes carbon-containing fuels, and the carbon-containing substances released when the carbon-containing fuels are burned will cause environmental pollution. Summary of the Invention

[0004] This invention provides a dual-fuel injector, engine system, and vehicle to simplify the structural control of the dual-fuel injector and achieve zero carbon emissions.

[0005] In a first aspect, the present invention provides a dual-fuel injector, comprising:

[0006] The injector has a first control oil chamber, a second control oil chamber, a hydrogen chamber, a liquid ammonia chamber, and a control oil inlet inside.

[0007] The first solenoid valve, wherein the control oil inlet is connected to the first control oil chamber through the first solenoid valve;

[0008] The second solenoid valve connects the control oil inlet to the first control oil chamber and the second control oil chamber respectively.

[0009] A nozzle assembly includes a needle valve body, a hydrogen needle valve, and a liquid ammonia needle valve; the hydrogen needle valve is located within the needle valve body, and the liquid ammonia needle valve is located within the hydrogen needle valve; a hydrogen injection chamber is provided between the needle valve body and the hydrogen needle valve, and the hydrogen injection chamber communicates with the hydrogen channel; the needle valve body also includes a hydrogen injection orifice; a liquid ammonia injection chamber is provided between the hydrogen needle valve and the liquid ammonia needle valve, and the liquid ammonia injection chamber communicates with the liquid ammonia channel; the hydrogen needle valve also includes a liquid ammonia injection orifice.

[0010] A control piston is provided, which is arranged axially with the nozzle assembly. One end of the control piston is fixedly connected to the liquid ammonia needle valve, and the other end of the control piston is located in the first control oil chamber.

[0011] When the first solenoid valve is open, the control oil at the control oil inlet enters the first control oil chamber through the first solenoid valve. The control oil pressure in the first control oil chamber is released through the first solenoid valve, so that the control piston moves along the side of the nozzle assembly close to the first control oil chamber and drives the liquid ammonia needle valve to operate. The liquid ammonia chamber is connected to the liquid ammonia spray hole through the liquid ammonia spray chamber.

[0012] When the second solenoid valve is open, the control oil from the control oil inlet enters the first control oil chamber and the second control oil chamber through the second solenoid valve. The control oil pressure in the first control oil chamber and the control oil pressure in the second control oil chamber are released through the second solenoid valve, so that the control piston moves along the side of the nozzle assembly closer to the first control oil chamber and drives the liquid ammonia needle valve and the hydrogen needle valve to act synchronously. The hydrogen chamber is connected to the hydrogen injection hole through the hydrogen injection chamber.

[0013] Optionally, the dual-fuel injector also includes: a movable push rod;

[0014] The control piston is fixedly connected to the liquid ammonia needle valve via the movable push rod.

[0015] Optionally, the dual-fuel injector may also include: a fuel control elastic seat, a hydrogen injection return elastic element, a hydrogen injection lift limit block, and an ammonia injection return elastic element;

[0016] The oil control elastic seat is fixedly connected to the hydrogen needle valve, the hydrogen injection stroke limit block is fixedly connected to the injector, and the hydrogen injection stroke limit block is located on the side of the oil control elastic seat away from the hydrogen needle valve.

[0017] The second control oil passage is disposed between the hydrogen injection stroke limiting block and the oil control elastic seat. The hydrogen injection return elastic element is disposed in the second control oil passage. One end of the hydrogen injection return elastic element abuts against the surface of the hydrogen injection stroke limiting block near the second control oil passage, and the other end of the hydrogen injection return elastic element abuts against the surface of the oil control elastic seat near the second control oil passage. The hydrogen injection stroke limiting block and the hydrogen injection return elastic element are used to limit the displacement of the oil control elastic seat along the axial direction.

[0018] The ammonia injection return elastic element is located between the movable push rod and the control piston. One end of the ammonia injection return elastic element abuts against the surface of the control piston near the movable push rod, and the other end of the ammonia injection return elastic element abuts against the surface of the movable push rod near the control piston.

[0019] Optionally, the dual-fuel injector may also include: an ammonia injection pressure regulating pad;

[0020] The ammonia injection pressure regulating shim is disposed between the control piston and the movable push rod, and the ammonia injection pressure regulating shim is used to limit the displacement of the movable push rod along the axial direction.

[0021] Optionally, the dual-fuel injector may further include: a first control chamber, a second control chamber, a third control chamber, a fourth control chamber, a fifth control chamber, and a sixth control chamber;

[0022] One end of the first control cavity is connected to the control oil inlet, and the other end of the first control cavity is connected to the first control oil cavity through the first solenoid valve.

[0023] One end of the fourth control chamber is connected to the control oil inlet, and the other end of the fourth control chamber is connected to the third control chamber through the second solenoid valve;

[0024] The second control cavity is connected to the third control cavity, the fifth control cavity and the sixth control cavity respectively, and the first control oil cavity is connected to the fifth control cavity.

[0025] Optionally, the extension direction of the first control cavity is parallel to the extension direction of the second control cavity; the extension direction of the third control cavity is parallel to the extension direction of the fourth control cavity; and the extension direction of the sixth control cavity is parallel to the extension direction of the control piston.

[0026] Optionally, the dual-fuel injector further includes: a threaded cap;

[0027] The threaded caps connect the injector and the needle valve body respectively, and are used to fix the needle valve body onto the injector.

[0028] In a second aspect, the present invention provides an engine system comprising: a hydrogen storage tank, a liquid ammonia storage tank, a control oil storage tank, a compound pump, and the dual-fuel injector described in the second aspect;

[0029] The composite pump is connected to the liquid ammonia storage tank and the control oil storage tank respectively; the composite pump is used to supply the liquid ammonia in the liquid ammonia storage tank to the liquid ammonia chamber of the dual-fuel injector, and / or, the composite pump is used to supply the control oil in the control oil storage tank to the control oil inlet of the dual-fuel injector;

[0030] The hydrogen storage tank is connected to the hydrogen chamber of the dual-fuel injector, which is used to inject the hydrogen and the liquid ammonia.

[0031] Optionally, the liquid ammonia storage tank and the control oil storage tank constitute a composite storage tank.

[0032] Optionally, the engine system also includes: a combustion cylinder, a cover, and a spark plug located on the cover;

[0033] The combustion cylinder includes a combustion chamber and a movable piston;

[0034] The cover includes a first opening and a second opening, allowing the spark plug electrode to extend into the combustion chamber through the first opening, and allowing the hydrogen nozzle and liquid ammonia nozzle of the dual-fuel injector to extend into the combustion chamber through the second opening;

[0035] When the hydrogen and liquid ammonia are burned in the combustion chamber, they are used to push the moving piston to move in the combustion cylinder.

[0036] Thirdly, the present invention provides a vehicle including the engine system described in the second aspect.

[0037] The technical solution provided by this invention, by setting control oil to enter the first and second control oil chambers of a dual-fuel injector, setting hydrogen to enter the hydrogen chamber and hydrogen injection chamber, and setting liquid ammonia to enter the liquid ammonia chamber and liquid ammonia injection chamber, enables the dual-fuel injector to inject hydrogen and liquid ammonia without injecting control oil, thus achieving zero carbon emissions. By controlling the pressure of the control oil in the first control oil chamber using a first solenoid valve, the position of the liquid ammonia needle valve can be controlled to allow the dual-fuel injector to inject liquid ammonia. By controlling the pressure of the control oil in the first and second control oil chambers using a second solenoid valve, the position of the liquid ammonia needle valve and hydrogen needle valve can be controlled to allow the dual-fuel injector to inject hydrogen. Therefore, only the opening states of the first and second solenoid valves need to be controlled. This allows for easy control of the dual-fuel injector, enabling the injection of either hydrogen or ammonia. The hydrogen needle valve and liquid ammonia needle valve are located near the hydrogen and liquid ammonia nozzles, reducing the dead volume of hydrogen or liquid ammonia within the injector. This improves the injection pressure, increases engine power, and enhances the utilization rate of hydrogen and liquid ammonia, reducing operating costs. Both the first and second solenoid valves are externally mounted, providing better heat dissipation and simplifying the design of the dual-fuel injector. Furthermore, when applied to engines, only the existing engine system needs to be supplemented with hydrogen, liquid ammonia, and control oil supply devices, as well as an ignition system. The hydrogen supply, liquid ammonia supply, ignition system, and control oil supply devices operate independently, ensuring high reliability and ease of implementation. Attached Figure Description

[0038] Figure 1 This is a schematic diagram of a dual-fuel injector provided in an embodiment of the present invention;

[0039] Figure 2 for Figure 1 Enlarged schematic diagram of region A in the middle;

[0040] Figure 3 for Figure 1 Enlarged schematic diagram of region B in the middle;

[0041] Figure 4 A schematic diagram of an engine system provided in an embodiment of the present invention;

[0042] Figure 5 This is a schematic diagram of another engine system provided in an embodiment of the present invention;

[0043] Figure 6 This is a schematic diagram of another engine system provided in an embodiment of the present invention;

[0044] The reference numerals in the attached figures are explained as follows:

[0045] 01. Dual-fuel injector; 16. Injector body; 22. First control oil chamber; 23. Second control oil chamber; 17. Hydrogen chamber; 5. Liquid ammonia chamber; 3. Control oil inlet; 15. First solenoid valve; 2. Second solenoid valve; 30. Nozzle assembly; 11. Needle valve body; 10. Hydrogen needle valve; 12. Liquid ammonia needle valve; 24. Hydrogen injection chamber; 21. Hydrogen nozzle; 25. Liquid ammonia injection chamber; 13. Liquid ammonia nozzle; 4. Control piston; X, axial direction; 19. Movable push rod; 8. Oil control elastic seat; 20. Hydrogen injection return elastic element; 7. Hydrogen injection stroke limit block; 6. Ammonia injection return elastic element; 18. 41. Ammonia injection pressure regulating gasket; 42. First control chamber; 43. Second control chamber; 44. Third control chamber; 45. Fourth control chamber; 46. Fifth control chamber; 47. Sixth control chamber; 9. Threaded cap; 51. Hydrogen storage tank; 52. Liquid ammonia storage tank; 53. Control oil storage tank; 54. Compound pump; 55. Compound storage tank; 80. Combustion cylinder; 60. Cover; 70. Spark plug; 81. Combustion chamber; 82. Moving piston; 61. First opening; 62. Second opening; 91. High-pressure hydrogen rail; 92. High-pressure liquid ammonia rail; 93. High-pressure control oil rail; 94. Control module. Detailed Implementation

[0046] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0047] Figure 1 This is a schematic diagram of a dual-fuel injector provided in an embodiment of the present invention. Figure 3 for Figure 1 A magnified diagram of region B in the middle, for reference. Figure 1 and Figure 3The dual-fuel injector 01 includes an injector body 16, a first solenoid valve 15, a second solenoid valve 2, a nozzle assembly 30, and a control piston 4. The injector body 16 internally comprises a first control oil passage 22, a second control oil passage 23, a hydrogen passage 17, a liquid ammonia passage 5, and a control oil inlet 3. The first solenoid valve 15 connects the control oil inlet 3 to the first control oil passage 22. The second solenoid valve 2 connects the control oil inlet 3 to both the first and second control oil passages 22 and 23. The nozzle assembly 30 includes a needle valve body 11, a hydrogen needle valve 10, and a liquid ammonia needle valve 12. The hydrogen needle valve 10 is located within the needle valve body 11, and the liquid ammonia needle valve 12 is located within the hydrogen needle body 11. Inside the gas needle valve 10; there is a hydrogen injection chamber 24 between the needle valve body 11 and the hydrogen needle valve 10, the hydrogen injection chamber 24 is connected to the hydrogen channel 17, and the needle valve body 11 also includes a hydrogen injection hole 21; there is a liquid ammonia injection chamber 25 between the hydrogen needle valve 10 and the liquid ammonia needle valve 12, the liquid ammonia injection chamber 25 is connected to the liquid ammonia channel 5, and the hydrogen needle valve 10 also includes a liquid ammonia injection hole 13; control piston 4, the control piston 4 and the nozzle assembly 30 are arranged in the axial direction, one end of the control piston 4 is fixedly connected to the liquid ammonia needle valve 12, and the other end of the control piston 4 is located in the first control oil channel 22.

[0048] When the first solenoid valve 15 is opened, the control oil from the control oil inlet 3 enters the first control oil chamber 22 through the first solenoid valve 15. The control oil pressure in the first control oil chamber 22 is released through the first solenoid valve 15, causing the control piston 4 to move along the side of the nozzle assembly 30 near the first control oil chamber 22, and driving the liquid ammonia needle valve 12 to operate. The liquid ammonia chamber 5 is connected to the liquid ammonia spray hole 13 through the liquid ammonia spray chamber 25. When the second solenoid valve 2 is opened, the control oil from the control oil inlet 3 enters the first control oil chamber 22 and the second control oil chamber 23 through the second solenoid valve 2. The control oil pressure in the first control oil chamber 22 and the control oil pressure in the second control oil chamber 23 are released through the second solenoid valve 2, causing the control piston 4 to move along the side of the nozzle assembly 30 near the first control oil chamber 22, and driving the liquid ammonia needle valve 12 and the hydrogen needle valve 10 to operate synchronously. The hydrogen chamber 17 is connected to the hydrogen spray hole 21 through the hydrogen spray chamber 24.

[0049] It should be noted that the hydrogen chamber 17 is used to fill with hydrogen, the liquid ammonia chamber 5 is used to fill with liquid ammonia, and the control oil inlet 3 is used to fill with control oil. The control oil can enter the first control oil chamber 22 through the first solenoid valve 15 when the first solenoid valve 15 is open, and enter the first control oil chamber 22 and the second control oil chamber 23 through the second solenoid valve 2 when the second solenoid valve 2 is open, assisting the dual-fuel injector 01 in operation. The control oil includes, but is not limited to, diesel fuel. It should be noted that the control oil will not be ejected by the dual-fuel injector 01, nor will it participate in combustion. The method by which one end of the control piston 4 is fixedly connected to the liquid ammonia needle valve 12 can be configured according to actual needs; for example, it can be a threaded connection or other methods, which are not specifically limited here.

[0050] Specifically, when the first solenoid valve 15 is opened, the control oil from the control oil inlet 3 enters the first control oil chamber 22 through the first solenoid valve 15. The control oil pressure in the first control oil chamber 22 is released through the first solenoid valve 15, and the pressure in the first control oil chamber 22 decreases. When the pressure of the high-pressure control oil in the first control oil chamber 22 decreases to less than the pressure of the high-pressure liquid ammonia in the liquid ammonia injection chamber 25, the control piston 4 can move along the side of the nozzle assembly 30 near the first control oil chamber 22 under the pressure of the high-pressure liquid ammonia in the liquid ammonia injection chamber 25, and drive the liquid ammonia needle valve 12 to act. At this time, the liquid ammonia injection hole 13 on the hydrogen needle valve 10 is in a connected state with the liquid ammonia injection chamber 25, and the liquid ammonia in the liquid ammonia chamber 5 can pass through the liquid ammonia injection chamber 25. The liquid ammonia is ejected from the liquid ammonia nozzle 13. When the first solenoid valve 15 is closed, the control oil in the control oil inlet 3 still enters the first control oil chamber 22 through the first solenoid valve 15, but the control oil pressure in the first control oil chamber 22 cannot be released through the first solenoid valve 15. The pressure in the first control oil chamber 22 gradually rises, and the control piston 4 gradually falls back to the initial position under the pressure of the high-pressure control oil in the first control oil chamber 22, and drives the liquid ammonia needle valve 12 to reset. At this time, the liquid ammonia nozzle 13 on the hydrogen needle valve 10 is blocked by the liquid ammonia needle valve 12, and the liquid ammonia injection chamber 25 and the liquid ammonia nozzle 13 are in a non-connected state. The liquid ammonia in the liquid ammonia chamber 5 cannot be ejected from the liquid ammonia nozzle 13 through the liquid ammonia injection chamber 25, and the dual fuel injector 01 stops injecting liquid ammonia.

[0051] Correspondingly, when the second solenoid valve 2 opens, the control oil from the control oil inlet 3 enters the first control oil chamber 22 and the second control oil chamber 23 through the second solenoid valve 2. The control oil pressure in the first control oil chamber 22 and the control oil pressure in the second control oil chamber 23 are released through the second solenoid valve 2, and the pressure in both the first control oil chamber 22 and the second control oil chamber 23 decreases. When the pressure of the high-pressure control oil in the first control oil chamber 22 decreases to less than the pressure of the high-pressure liquid ammonia in the liquid ammonia injection chamber 25, and the pressure in the second control oil chamber 23... When the pressure of the high-pressure control oil decreases to less than the pressure of the high-pressure hydrogen in the hydrogen injection chamber 24, the control piston 4 and the hydrogen needle valve 10 move along the side of the nozzle assembly 30 near the first control oil chamber 22 under the pressure of the high-pressure liquid ammonia and the high-pressure hydrogen, respectively. At this time, the liquid ammonia needle valve 12 and the hydrogen needle valve 10 act synchronously. The liquid ammonia injection hole 13 on the hydrogen needle valve 10 is continuously blocked by the liquid ammonia needle valve 12, so that the liquid ammonia in the liquid ammonia chamber 5 cannot be ejected through the liquid ammonia injection chamber 25 and the liquid ammonia injection hole 13. However, the hydrogen needle valve 10 moves relative to the needle valve body 11 towards the nozzle assembly 30. The side closer to the first control oil passage 22 moves, connecting the hydrogen injection chamber 24 with the hydrogen injection hole 21, allowing the high-pressure hydrogen in the hydrogen passage 17 to be ejected from the hydrogen injection hole 21 through the hydrogen injection chamber 24. When the second solenoid valve 2 is closed, the control oil in the control oil inlet 3 still enters the first control oil passage 22 and the second control oil passage 23 through the second solenoid valve 2, but the control oil pressure in the first control oil passage 22 and the second control oil passage 23 cannot be released through the second solenoid valve 2, and the pressure in the first control oil passage 22 and the second control oil passage 23 remains unchanged. As the pressure gradually rises, the control piston 4 gradually returns to its initial position under the pressure of the high-pressure control oil in the first control oil chamber 22, and drives the liquid ammonia needle valve 12 to reset. The hydrogen needle valve 10 gradually returns to its initial position under the pressure of the high-pressure control oil in the second control oil chamber 23. At this time, the hydrogen nozzle 21 on the needle valve body 11 is blocked by the hydrogen needle valve 10, and the hydrogen injection chamber 24 and the hydrogen nozzle 21 are not connected. The hydrogen in the hydrogen chamber 17 cannot be ejected from the hydrogen nozzle 21 through the hydrogen injection chamber 24, and the dual-fuel injector 01 stops injecting hydrogen. Thus, by controlling the first solenoid valve 15 and the second solenoid valve 2 to open simultaneously, the dual-fuel injector 01 can inject either hydrogen or liquid ammonia according to actual needs, improving the practicality of the dual-fuel injector 01.

[0052] Understandably, the injection sequence of hydrogen and liquid ammonia can be set according to the characteristics of hydrogen and liquid ammonia combined with actual needs. Hydrogen has the characteristics of high laminar flame velocity and low minimum ignition energy, making it suitable as an ignition promoter. Liquid ammonia, on the other hand, has the characteristics of low laminar flame velocity, high ignition energy, and high latent heat of vaporization. For example, the dual-fuel injector 01 can be controlled to inject high-pressure hydrogen into the combustion chamber and burn within it. Then, the dual-fuel injector 01 can be controlled to stop injecting high-pressure hydrogen and inject high-pressure liquid ammonia, using the burning hydrogen jet to ignite the high-pressure liquid ammonia, thus improving the combustion efficiency of the liquid ammonia. Furthermore, neither hydrogen combustion nor liquid ammonia combustion produces carbonaceous emissions, achieving zero carbon emissions.

[0053] The technical solution provided in this invention, by allowing control oil to enter the first and second control oil chambers of the dual-fuel injector, allowing hydrogen to enter the hydrogen chamber and hydrogen injection chamber, and allowing liquid ammonia to enter the liquid ammonia chamber and liquid ammonia injection chamber, enables the dual-fuel injector to inject hydrogen and liquid ammonia without injecting control oil, thus achieving zero carbon emissions. By controlling the pressure of the control oil in the first control oil chamber using a first solenoid valve, the position of the liquid ammonia needle valve can be controlled, causing the dual-fuel injector to inject liquid ammonia. Similarly, by controlling the pressure of the control oil in the first and second control oil chambers using a second solenoid valve, the position of the liquid ammonia needle valve and hydrogen needle valve can be controlled, causing the dual-fuel injector to inject hydrogen. Thus, only the opening of the first and second solenoid valves needs to be controlled. The dual-fuel injector can be controlled to inject either hydrogen or ammonia, making control convenient. Both the hydrogen needle valve and the liquid ammonia needle valve are located near the hydrogen and liquid ammonia nozzles on the dual-fuel injector, reducing the dead volume of hydrogen or liquid ammonia inside the injector. This helps increase the injection pressure of hydrogen or liquid ammonia, improving engine power and increasing the utilization rate of hydrogen or liquid ammonia, thus reducing operating costs. Both the first and second solenoid valves are externally mounted, providing better heat dissipation and simplifying the design of the dual-fuel injector. Furthermore, when applied to engines, only the hydrogen, liquid ammonia, and control oil supply devices and ignition devices need to be added to the existing engine system. The hydrogen supply, liquid ammonia supply, ignition device, and control oil supply device do not interfere with each other, ensuring high reliability and ease of implementation.

[0054] Optional, see reference Figure 1 and Figure 3 The dual-fuel injector 01 also includes a movable push rod 19; the control piston 4 is fixedly connected to the liquid ammonia needle valve 12 via the movable push rod 19.

[0055] The fixed connection method between the control piston 4 and the movable push rod 19, and the fixed connection method between the liquid ammonia needle valve 12 and the movable connecting rod 19, can be set according to actual needs. For example, it can be a threaded connection or other methods, which are not specifically limited here. For example, the control piston 4, the movable push rod 19 and the liquid ammonia needle valve 12 can be processed separately to improve the controllability of matching and fixing.

[0056] Specifically, by setting a movable push rod 19 between the control piston 4 and the liquid ammonia needle valve 12, the control oil in the first control oil chamber 22 can be prevented from entering the liquid ammonia spray chamber 25 through the control piston 4 and the liquid ammonia needle valve 12, thereby improving the reliability of zero carbon emissions.

[0057] Optional, see reference Figure 1 and Figure 3 The dual-fuel injector 01 also includes an oil control elastic seat 8, a hydrogen injection return elastic element 20, a hydrogen injection lift limit block 7, and an ammonia injection return elastic element 6; the oil control elastic seat 8 is fixedly connected to the hydrogen needle valve 10, the hydrogen injection lift limit block 7 is fixedly connected to the injector body 16, and the hydrogen injection lift limit block 7 is located on the side of the oil control elastic seat 8 away from the hydrogen needle valve 10.

[0058] The fixed connection method between the oil control elastic seat 8 and the hydrogen needle valve 10, and the fixed connection method between the hydrogen injection lift limit block 7 and the injector 16, can be set according to actual needs. For example, it can be a threaded connection or other methods, which are not specifically limited here. The hydrogen injection return elastic element 20 and the ammonia injection return elastic element 6 include elastic elements such as springs, which can be set according to needs, which are not specifically limited here.

[0059] The second control oil passage 23 is located between the hydrogen injection stroke limit block 7 and the oil control elastic seat 8. The hydrogen injection return elastic element 20 is located in the second control oil passage 23. One end of the hydrogen injection return elastic element 20 abuts against the surface of the hydrogen injection stroke limit block 7 near the second control oil passage 23, and the other end of the hydrogen injection return elastic element 20 abuts against the surface of the oil control elastic seat 8 near the second control oil passage 23. The hydrogen injection stroke limit block 7 and the hydrogen injection return elastic element 20 are used to limit the displacement of the oil control elastic seat 8 in the axial direction X. The ammonia injection return elastic element 6 is located between the movable push rod 19 and the control piston 4. One end of the ammonia injection return elastic element 6 abuts against the surface of the control piston 4 near the movable push rod 19, and the other end of the ammonia injection return elastic element 6 abuts against the surface of the movable push rod 19 near the control piston 4.

[0060] Specifically, when the second solenoid valve 2 opens, the pressure of the control oil in the first control oil chamber 22 and the control oil in the second control oil chamber 23 both decrease. The hydrogen injection return elastic element 20 is compressed along the side of the control oil elastic seat 8 near the hydrogen injection stroke limit block 7. At this time, the control oil elastic seat 8 drives the liquid ammonia needle valve 12 to move along the side of the nozzle assembly 30 near the first control oil chamber 22. Simultaneously, the decrease in the pressure of the control oil in the first control oil chamber 22 causes the control piston 4 to move along the side of the nozzle assembly 30 near the first control oil chamber 22. The compression of the ammonia injection return elastic element 6 drives the movable push rod 19 and the hydrogen needle valve 10 to move along the side of the nozzle assembly 30 near the first control oil chamber 22. The liquid ammonia needle valve 12 and the hydrogen needle valve 10 move synchronously, preventing the liquid ammonia chamber 5 from communicating with the liquid ammonia injection orifice 13. During the above process, the dual-fuel injector 01 can only inject hydrogen. When the second solenoid valve 2 is closed, the pressure of the control oil in the first control oil passage 22 and the control oil in the second control oil passage 23 gradually rises. The hydrogen injection return elastic element 20 resets along the side of the control oil elastic seat 8 near the hydrogen injection lift limit block 7. At this time, the control oil elastic seat 8 drives the liquid ammonia needle valve 12 to move along the side of the first control oil passage 22 near the nozzle assembly 30. At the same time, the pressure of the control oil in the first control oil passage 22 gradually rises, causing the control piston 4 to move along the side of the first control oil passage 22 near the nozzle assembly 30. The ammonia injection return elastic element 6 returns to its original position, driving the movable push rod 19 and the hydrogen needle valve 10 to move along the side of the first control oil passage 22 near the nozzle assembly 30. At this time, the dual-fuel injector 01 cannot inject hydrogen and liquid ammonia. Thus, by setting up the oil control elastic seat 8, the hydrogen injection return elastic element 20, the hydrogen injection lift limit block 7, and the ammonia injection return elastic element 6, the liquid ammonia needle valve 12 and / or the hydrogen needle valve 10 can be reset in time when the first solenoid valve 15 or the second solenoid valve 2 is closed, so that the dual-fuel injector 01 can work normally when hydrogen or liquid ammonia is injected next time, thereby improving the reliability of the dual-fuel injector 01.

[0061] It is understood that the above description is only an exemplary illustration of the working process of the second solenoid valve 2 when it is open and closed. The working process of the first solenoid valve 15 when it is open and closed can be referred to the above process, and will not be repeated here.

[0062] Optional, see reference Figure 1 and Figure 3 The dual-fuel injector 01 also includes an ammonia injection pressure regulating shim 18; the ammonia injection pressure regulating shim 18 is disposed between the control piston 4 and the movable push rod 19, and the ammonia injection pressure regulating shim 18 is used to limit the displacement of the movable push rod 19 in the axial direction X.

[0063] The ammonia injection pressure regulating pad 18 can be pressed onto the injector 16, or it can be other types; no specific limitation is made here.

[0064] Specifically, when the first solenoid valve 15 is opened, the pressure of the control oil in the first control oil chamber 22 decreases, and the control piston 4 moves along the side of the nozzle assembly 30 close to the first control oil chamber 22. If the ammonia injection pressure regulating shim 18 is not provided, the displacement of the liquid ammonia needle valve 12 driven by the movable push rod 19 along the axial direction X can continue to increase, making it difficult to control the injection rate of liquid ammonia. By setting an ammonia injection pressure regulating shim 18 of appropriate thickness, the movement stroke of the liquid ammonia needle valve 12 driven by the movable push rod 19 towards the side of the first control oil chamber 22 can be adjusted, thereby further adjusting the responsiveness and stability of the liquid ammonia injection of the dual fuel injector 01.

[0065] Optional, Figure 2 for Figure 1 A magnified diagram of region A in the middle, for reference. Figure 1 and Figure 2 The dual-fuel injector 01 also includes a first control chamber 41, a second control chamber 42, a third control chamber 43, a fourth control chamber 44, a fifth control chamber 45, and a sixth control chamber 46. One end of the first control chamber 41 is connected to the control oil inlet 3, and the other end of the first control chamber 41 is connected to the first control oil chamber 22 through the first solenoid valve 15. One end of the fourth control chamber 44 is connected to the control oil inlet 3, and the other end of the fourth control chamber 44 is connected to the third control chamber 43 through the second solenoid valve 2. The second control chamber 42 is connected to the third control chamber 43, the fifth control chamber 45, and the sixth control chamber 46, respectively, and the first control oil chamber 22 is connected to the fifth control chamber 45.

[0066] Specifically, by setting up the first control chamber 41, when the first solenoid valve 15 is open and the second solenoid valve 2 is closed, the control oil entering from the control oil inlet 3 can reach the first control oil chamber 22 through the first control chamber 41, and the pressure in the first control oil chamber 22 can be released through the first solenoid valve 15. The pipeline setup is simple and the control is convenient. By setting up the second control chamber 42, the third control chamber 43, the fourth control chamber 44, the fifth control chamber 45, and the sixth control chamber 46, when the second solenoid valve 2 is open and the first solenoid valve 15 is closed, the control oil entering from the control oil inlet 3... The control oil can reach the first control oil chamber 22 through the fourth control chamber 44, the third control chamber 43, the second control chamber 42, and the fifth control chamber 45, and reach the second control oil chamber 23 through the fourth control chamber 44, the third control chamber 43, the second control chamber 42, and the sixth control chamber 46. The pressure of the first control oil chamber 22 and the second control oil chamber 23 can be released through the second solenoid valve 2. In this way, the pressure of the first control oil chamber 22 and the second control oil chamber 23 can be released by simply controlling the second solenoid valve 2 to open. The pipeline setup is simple and the control is convenient.

[0067] Optional, see reference Figure 2The extension direction of the first control chamber 41 is parallel to the extension direction of the second control chamber 42; the extension direction of the third control chamber 43 is parallel to the extension direction of the fourth control chamber 44; and the extension direction of the sixth control chamber 46 is parallel to the extension direction of the control piston 4. In this way, the difficulty of arranging the control chambers in the dual-fuel injector 01 can be effectively reduced, and the spatial structure of the dual-fuel injector 01 itself can be effectively utilized.

[0068] Optional, see reference Figure 1 and Figure 3 The dual-fuel injector 01 also includes a threaded cap 9; the threaded cap 9 is connected to the injector body 16 and the needle valve body 11 respectively, and is used to fix the needle valve body 11 to the injector body 16.

[0069] Specifically, the threaded cap 9 can tighten the needle valve body 11 and the injector 16 through the thread to connect and fix the injector 16 and the needle valve body 11 of the nozzle assembly 30, making it difficult for the injector 16 and the needle valve body 11 to separate, thus improving the reliability of the dual fuel injector 01.

[0070] Based on the same inventive concept, embodiments of the present invention also provide an engine system. Figure 4 A schematic diagram of an engine system provided in an embodiment of the present invention, such as... Figure 4 As shown, the engine system 02 includes a hydrogen storage tank 51, a liquid ammonia storage tank 52, a control oil storage tank 53, a compound pump 54, and a dual-fuel injector 01 provided in any embodiment of the present invention; the compound pump 54 is connected to the liquid ammonia storage tank 52 and the control oil storage tank 53 respectively; the compound pump 54 is used to supply liquid ammonia in the liquid ammonia storage tank 52 to the liquid ammonia channel 5 of the dual-fuel injector 01, and / or, the compound pump 54 is used to supply control oil in the control oil storage tank 53 to the control oil inlet 3 of the dual-fuel injector 01; the hydrogen storage tank 51 is connected to the hydrogen channel 17 of the dual-fuel injector 01, and the dual-fuel injector 01 is used to inject hydrogen and liquid ammonia.

[0071] The shape and material of the hydrogen storage tank 51, liquid ammonia storage tank 52, and control oil storage tank 53 can be set according to actual needs. For example, each storage tank is made of cylindrical steel, but other materials are also acceptable; no specific limitation is made here. The composite pump 54 includes composite hydraulic pumps, etc., and can be set according to actual needs.

[0072] Specifically, when the dual-fuel injector 01 needs to inject hydrogen, the hydrogen storage tank 51 can supply hydrogen to the dual-fuel injector 01, and the control oil storage tank 53 can supply control oil to the dual-fuel injector 01, so that the dual-fuel injector 01 is driven to inject hydrogen through the control oil. When the dual-fuel injector 01 needs to inject liquid ammonia, the combined pump 54 supplies control oil from the control oil storage tank 53 to the control oil inlet 3 of the dual-fuel injector 01, and supplies liquid ammonia from the liquid ammonia storage tank 52 to the liquid ammonia passage 5 of the dual-fuel injector 01, so that the dual-fuel injector 01 is driven to inject liquid ammonia under the drive of the control oil. In this way, by setting up the combined pump 54, the present invention can simultaneously supply liquid ammonia and control oil to the dual-fuel injector 01 under different injection conditions, or only supply control oil to the dual-fuel injector 01, thereby improving the working efficiency of the engine system, reducing the number of pumps in the engine system, and making the structure of the engine system simpler.

[0073] Optional, Figure 5 A schematic diagram of another engine system provided in an embodiment of the present invention, as shown below. Figure 5 As shown, the liquid ammonia storage tank 52 and the control oil storage tank 53 constitute a composite storage tank 55. This saves space in the engine system and improves the space utilization rate of the engine system.

[0074] Optional, see reference Figure 4 The engine system 02 also includes a combustion cylinder 80, a cover 60, and a spark plug 70 located on the cover 60; the combustion cylinder 80 includes a combustion chamber 81 and a moving piston 82; the cover 60 includes a first opening 61 and a second opening 62, so that the electrode of the spark plug 70 can extend into the combustion chamber 81 through the first opening 61, and so that the hydrogen nozzle 21 and the liquid ammonia nozzle 13 of the dual fuel injector 01 can extend into the combustion chamber 81 through the second opening 62; when hydrogen and liquid ammonia burn in the combustion chamber 81, they are used to push the moving piston 82 to move in the combustion cylinder 80.

[0075] Specifically, taking the ignition of liquid ammonia by hydrogen as an example, the dual-fuel injector 01 injects a certain amount of hydrogen into the combustion chamber 81 through the second opening 62 and then stops injecting, driving the spark plug 70 to ignite the hydrogen in the combustion chamber 81. Next, the dual-fuel injector 01 injects liquid ammonia into the combustion chamber 81 through the second opening 62, and the liquid ammonia is ignited by the burning hydrogen in the combustion chamber 81. Depending on the actual operating conditions, the timing of hydrogen injection by the dual-fuel injector 01 (i.e., controlling the amount of hydrogen injected into the combustion chamber), the ignition timing of the spark plug 70, and the timing of liquid ammonia injection by the dual-fuel injector 01 (i.e., controlling the amount of liquid ammonia injected into the combustion chamber 81) can be adjusted and controlled to achieve efficient engine operation.

[0076] In an alternative embodiment, reference is made to... Figure 4 The engine system 02 also includes a high-pressure hydrogen rail 91, a high-pressure liquid ammonia rail 92, and a high-pressure control oil rail 93. The high-pressure hydrogen rail 91 connects the hydrogen storage tank 51 and the hydrogen passage 17, ensuring that the hydrogen pressure entering the hydrogen passage 17 is consistent with the hydrogen pressure output from the hydrogen storage tank 51, reducing pressure fluctuations during hydrogen transmission and improving the stability of hydrogen transmission. The high-pressure liquid ammonia rail 92 connects the liquid ammonia storage tank 52 and the liquid ammonia passage 5, ensuring that the liquid ammonia pressure entering the liquid ammonia passage 5 is consistent with the liquid ammonia pressure output from the liquid ammonia storage tank 52, reducing pressure fluctuations during liquid ammonia transmission and improving the stability of liquid ammonia transmission. The high-pressure control oil rail 93 connects the control oil inlet 3 and the control oil storage tank 53, ensuring that the control oil pressure entering the control oil inlet 3 is consistent with the control oil pressure output from the control oil storage tank 53, reducing pressure fluctuations during control oil transmission and improving the stability of control oil transmission.

[0077] In another optional embodiment, a pressure regulating valve and a first pressure sensor are provided on the high-pressure hydrogen rail 91. The pressure regulating valve can adjust the hydrogen pressure in the high-pressure hydrogen rail 91 in real time according to the hydrogen pressure obtained by the pressure sensor to meet different application requirements. A second pressure sensor and a third pressure sensor are respectively provided on the high-pressure liquid ammonia rail 92 and the high-pressure control oil rail 93. The composite pump 54 is used to adjust the liquid ammonia pressure in the high-pressure liquid ammonia rail 92 in real time according to the liquid ammonia pressure obtained by each of the second pressure sensors, and to adjust the control oil pressure in the high-pressure control oil rail 93 in real time according to the control oil pressure obtained by the third pressure sensor, so as to improve the accuracy of pressure regulation and improve the working reliability of the engine system.

[0078] Based on the above embodiments, Figure 6 This is a schematic diagram of another engine system provided in an embodiment of the present invention, such as... Figure 6 As shown, the engine system also includes a control module 94. The control module 94 is electrically connected to the control terminals of the first solenoid valve 15 and the second solenoid valve 2 in the dual-fuel injector 01. The control module 94 is also electrically connected to the control terminal of the spark plug 70, the first pressure sensor, the pressure regulating valve, the second pressure sensor, the third pressure sensor, and the compound pump 54, etc., so as to drive the working state of the compound pump 54, the dual-fuel injector 01, and the spark plug 70, etc., according to the working needs of the engine system and through the information obtained by the various pressure sensors, etc., to improve the working stability and reliability of the engine system.

[0079] The technical solution provided by this invention, by incorporating a compound pump in the engine system, allows the compound pump to simultaneously supply liquid ammonia and control oil to the dual-fuel injector under different fuel injection conditions, or to supply only control oil to the dual-fuel injector. This improves the operating efficiency of the engine system, reduces the number of pumps required, and simplifies the engine system structure. By inserting the dual-fuel injector provided by this invention into the cover, zero carbon emissions can be achieved. Furthermore, the hydrogen supply, liquid ammonia supply, ignition device, and control oil supply device do not interfere with each other, ensuring high reliability and ease of implementation.

[0080] Based on the same inventive concept, embodiments of the present invention also provide a vehicle, which includes the engine system provided in any embodiment of the present invention. Therefore, the vehicle possesses the technical features of the engine system provided in the embodiments of the present invention and can achieve the beneficial effects of the engine system provided in the embodiments of the present invention. Similarities can be found in the above description of the engine system provided in the embodiments of the present invention, and will not be repeated here.

[0081] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, combinations, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. A dual-fuel injector, characterized in that, include: The injector (16) is provided with a first control oil channel (22), a second control oil channel (23), a hydrogen channel (17), a liquid ammonia channel (5) and a control oil inlet (3); The first solenoid valve (15) is connected to the first control oil chamber (22) through the first solenoid valve (15); The second solenoid valve (2) is connected to the first control oil passage (22) and the second control oil passage (23) respectively through the second solenoid valve (2); The nozzle assembly (30) includes a needle valve body (11), a hydrogen needle valve (10), and a liquid ammonia needle valve (12); the hydrogen needle valve (10) is located inside the needle valve body (11), and the liquid ammonia needle valve (12) is located inside the hydrogen needle valve (10); a hydrogen injection chamber (24) is provided between the needle valve body (11) and the hydrogen needle valve (10), and the hydrogen injection chamber (24) is connected to the hydrogen channel (17); the needle valve body (11) also includes a hydrogen injection hole (21); a liquid ammonia injection chamber (25) is provided between the hydrogen needle valve (10) and the liquid ammonia needle valve (12), and the liquid ammonia injection chamber (25) is connected to the liquid ammonia channel (5); the hydrogen needle valve (10) also includes a liquid ammonia injection hole (13); A control piston (4) is arranged along the axial direction (X) with the nozzle assembly (30). One end of the control piston (4) is fixedly connected to the liquid ammonia needle valve (12), and the other end of the control piston (4) is located in the first control oil passage (22). When the first solenoid valve (15) is opened, the control oil in the control oil inlet (3) enters the first control oil chamber (22) through the first solenoid valve (15). The control oil pressure in the first control oil chamber (22) is released through the first solenoid valve (15) so that the control piston (4) moves along the side of the nozzle assembly (30) close to the first control oil chamber (22) and drives the liquid ammonia needle valve (12) to operate. The liquid ammonia chamber (5) is connected to the liquid ammonia spray hole (13) through the liquid ammonia spray chamber (25). When the second solenoid valve (2) is opened, the control oil in the control oil inlet (3) enters the first control oil chamber (22) and the second control oil chamber (23) respectively through the second solenoid valve (2). The control oil pressure in the first control oil chamber (22) and the control oil pressure in the second control oil chamber (23) are released through the second solenoid valve (2) respectively, so that the control piston (4) moves along the side of the nozzle assembly (30) close to the first control oil chamber (22) and drives the liquid ammonia needle valve (12) and the hydrogen needle valve (10) to act synchronously. The hydrogen chamber (17) is connected to the hydrogen nozzle (21) through the hydrogen spray chamber (24).

2. The dual-fuel injector according to claim 1, characterized in that, Also includes: Movable top rod (19); The control piston (4) is fixedly connected to the liquid ammonia needle valve (12) via the movable push rod (19).

3. The dual-fuel injector according to claim 2, characterized in that, Also includes: Oil control elastic seat (8), hydrogen injection return elastic element (20), hydrogen injection stroke limit block (7) and ammonia injection return elastic element (6); The oil control elastic seat (8) is fixedly connected to the hydrogen needle valve (10), the hydrogen injection stroke limit block (7) is fixedly connected to the injector (16), and the hydrogen injection stroke limit block (7) is located on the side of the oil control elastic seat (8) away from the hydrogen needle valve (10). The second control oil passage (23) is disposed between the hydrogen injection stroke limit block (7) and the oil control elastic seat (8). The hydrogen injection return elastic element (20) is disposed in the second control oil passage (23). One end of the hydrogen injection return elastic element (20) abuts against the side surface of the hydrogen injection stroke limit block (7) near the second control oil passage (23), and the other end of the hydrogen injection return elastic element (20) abuts against the side surface of the oil control elastic seat (8) near the second control oil passage (23). The hydrogen injection stroke limit block (7) and the hydrogen injection return elastic element (20) are used to limit the displacement of the oil control elastic seat (8) along the axial direction (X). The ammonia injection return elastic element (6) is located between the movable push rod (19) and the control piston (4). One end of the ammonia injection return elastic element (6) abuts against the side surface of the control piston (4) near the movable push rod (19), and the other end of the ammonia injection return elastic element (6) abuts against the side surface of the movable push rod (19) near the control piston (4).

4. The dual-fuel injector according to claim 3, characterized in that, Also includes: ammonia injection pressure regulating pad (18); The ammonia injection pressure regulating shim (18) is disposed between the control piston (4) and the movable push rod (19), and the ammonia injection pressure regulating shim (18) is used to limit the displacement of the movable push rod (19) along the axial direction (X).

5. The dual-fuel injector according to claim 1, characterized in that, Also includes: First control cavity (41), second control cavity (42), third control cavity (43), fourth control cavity (44), fifth control cavity (45) and sixth control cavity (46); One end of the first control chamber (41) is connected to the control oil inlet (3), and the other end of the first control chamber (41) is connected to the first control oil chamber (22) through the first solenoid valve (15). One end of the fourth control chamber (44) is connected to the control oil inlet (3), and the other end of the fourth control chamber (44) is connected to the third control chamber (43) through the second solenoid valve (2); The second control cavity (42) is connected to the third control cavity (43), the fifth control cavity (45) and the sixth control cavity (46) respectively, and the first control oil cavity (22) is connected to the fifth control cavity (45).

6. The dual-fuel injector according to claim 5, characterized in that, The extension direction of the first control cavity (41) is parallel to the extension direction of the second control cavity (42); the extension direction of the third control cavity (43) is parallel to the extension direction of the fourth control cavity (44); and the extension direction of the sixth control cavity (46) is parallel to the extension direction of the control piston (4).

7. The dual-fuel injector according to claim 1, characterized in that, The dual-fuel injector also includes: a threaded cap (9); The threaded cap (9) is connected to the injector (16) and the needle valve body (11) respectively, and is used to fix the needle valve body (11) onto the injector (16).

8. An engine system, characterized in that, include: Hydrogen storage tank (51), liquid ammonia storage tank (52), control oil storage tank (53), composite pump (54) and dual-fuel injector as described in any one of claims 1-7; The composite pump (54) is connected to the liquid ammonia storage tank (52) and the control oil storage tank (53) respectively; the composite pump (54) is used to supply the liquid ammonia in the liquid ammonia storage tank (52) to the liquid ammonia channel (5) of the dual-fuel injector, and / or, the composite pump (54) is used to supply the control oil in the control oil storage tank (53) to the control oil inlet (3) of the dual-fuel injector; The hydrogen storage tank (51) is connected to the hydrogen chamber (17) of the dual-fuel injector, which is used to inject the hydrogen and the liquid ammonia.

9. The engine system according to claim 8, characterized in that, The liquid ammonia storage tank (52) and the control oil storage tank (53) constitute a composite storage tank (55).

10. The engine system according to claim 8, characterized in that, Also includes: Combustion cylinder (80), cover (60) and spark plug (70) located on the cover (60); The combustion cylinder (80) includes a combustion chamber (81) and a movable piston (82); The cover (60) includes a first opening (61) and a second opening (62) to allow the electrode of the spark plug (70) to extend into the combustion chamber (81) through the first opening (61), and to allow the hydrogen nozzle (21) and liquid ammonia nozzle (13) of the dual fuel injector to extend into the combustion chamber (81) through the second opening (62). When the hydrogen and the liquid ammonia are burned in the combustion chamber (81), they are used to push the moving piston (82) to move in the combustion cylinder (80).

11. A vehicle, characterized in that, include: The engine system according to any one of claims 8-10.

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