A method, device and system for injecting hydrogen into an intake manifold

Abstract

The present invention relates to the field of engine technology, and specifically discloses an injection method, device and system for injecting hydrogen into an intake manifold, wherein the injection method comprises: obtaining the actual air-fuel ratio of the engine in the previous cycle; comparing the target air-fuel ratio of the engine with the actual air-fuel ratio of the engine in the previous cycle; adjusting the air flow rate entering the intake pipe in the current cycle or adjusting the air mass ejected from the mixing nozzle in the current cycle according to the comparison result of the air-fuel ratio of the engine in the previous cycle, so as to adjust the actual air-fuel ratio of the engine in the current cycle; comparing the target air-fuel ratio of the engine with the actual air-fuel ratio of the engine in the current cycle; adjusting the air mass ejected from the mixing nozzle in the next cycle or adjusting the air flow rate entering the intake pipe in the next cycle according to the comparison result of the air-fuel ratio of the engine in the current cycle. The present invention can effectively prevent backfire, increase the charging efficiency in the intake manifold, and improve the power performance of the engine.

Description

Technical Field

[0001] The present invention relates to the technical field of engines, and in particular to an injection method for injecting hydrogen into an intake manifold, an injection device for injecting hydrogen into an intake manifold, and an injection system for injecting hydrogen into an intake manifold. Background Art

[0002] Hydrogen burns quickly, and the flame propagates faster when burning in the cylinder, so it has strong anti-knock performance, which is beneficial to improving the thermal efficiency of the engine; hydrogen has low ignition energy and a wide range of combustible mixture concentrations, so hydrogen engines can easily achieve lean combustion, improve economy, and reduce the maximum combustion temperature, significantly reducing NO X emissions.

[0003] In-cylinder injection is when the cylinder inhales air instead of a mixture with fuel during the intake stroke; during the compression stroke of the cylinder, after the intake valve is closed, high-pressure hydrogen is injected into the cylinder through the fuel injection valve installed on the cylinder body to form a mixed gas with the air. Due to the high pressure in the cylinder, this method requires the injection of high-pressure hydrogen. The required hydrogen storage pressure is high, the sealing performance of the material is high, the cost is high, and incomplete mixing of the high-pressure direct injection will result in low indicated thermal efficiency of the engine.

[0004] Intake manifold injection refers to a fuel injection method in which the fuel is mixed with air in the intake manifold and then sucked into the cylinder. By controlling the switching time of the high-speed solenoid valve, the fuel injection control of each cylinder can be achieved in a timely and quantitative manner, so as to quickly and accurately control the air-fuel ratio, and the intake manifold injection can increase the uniformity of the mixture. Compared with the method of hydrogen cylinder injection, the intake manifold injection has lower cost, higher reliability and higher thermal efficiency.

[0005] However, intake manifold injection technology faces a prominent problem, that is, there will be residual hydrogen in the intake manifold. When the valve overlap angle is reached, the incompletely burned high-temperature gas will ignite the residual hydrogen in the intake manifold and cause backfire. Backfire will have a serious impact on the normal operation and safety of the engine, and may even cause engine damage.

[0006] Some existing hydrogen engine systems with multi-point injection in the intake manifold have certain limitations in solving the backfire problem, and will also cause a loss of charging efficiency, narrowing the mixture concentration range of the engine operation, and also limiting the increase in engine output power, resulting in a decrease in engine power performance. Summary of the invention

[0007] In view of the deficiencies in the prior art, the present invention provides an injection method for injecting hydrogen into an intake manifold, an injection device for injecting hydrogen into an intake manifold, and an injection system for injecting hydrogen into an intake manifold, which can effectively prevent backfire, increase the charging efficiency in the intake manifold, and improve the engine power performance.

[0008] As a first aspect of the present invention, a method for injecting hydrogen into an intake manifold is provided, the method for injecting hydrogen into an intake manifold comprising:

[0009] Step S1: Obtaining the actual air-fuel ratio of the engine in the previous cycle;

[0010] Step S2: comparing the set engine target air-fuel ratio with the actual engine air-fuel ratio of the previous cycle to obtain a comparison result of the engine air-fuel ratio of the previous cycle;

[0011] Step S3: adjusting the air flow rate entering the intake pipe of the current cycle or adjusting the air mass ejected from the mixing nozzle of the current cycle according to the comparison result of the engine air-fuel ratio of the previous cycle, so as to adjust the actual air-fuel ratio of the engine of the current cycle;

[0012] Step S4: comparing the set engine target air-fuel ratio with the actual engine air-fuel ratio of the current cycle to obtain a comparison result of the engine air-fuel ratio of the current cycle;

[0013] Step S5: According to the engine air-fuel ratio comparison result of the current cycle, the air mass sprayed from the mixing nozzle of the next cycle is adjusted or the air flow entering the intake pipe of the next cycle is adjusted.

[0014] Furthermore, the steps S2 to S5 further include:

[0015] If the actual air-fuel ratio of the engine in the previous cycle is less than the set target air-fuel ratio of the engine, increasing the air flow rate entering the intake pipe in the current cycle to increase the actual air-fuel ratio of the engine in the current cycle;

[0016] If the actual engine air-fuel ratio of the current cycle is also less than the set engine target air-fuel ratio, the air mass sprayed from the mixing nozzle of the next cycle is increased so that the actual engine air-fuel ratio of the next cycle reaches the engine target air-fuel ratio.

[0017] Furthermore, the steps S2 to S5 further include:

[0018] If the actual air-fuel ratio of the engine in the previous cycle is greater than the set target air-fuel ratio of the engine, the mass of air sprayed from the mixing nozzle in the current cycle is reduced to reduce the actual air-fuel ratio of the engine in the current cycle; wherein the mass of air sprayed from the mixing nozzle in the current cycle shall not be reduced below the minimum air mass in the mixing nozzle for exhausting residual hydrogen in the intake pipe;

[0019] If the actual engine air-fuel ratio of the current cycle is also greater than the set engine target air-fuel ratio, the air flow entering the intake pipe of the next cycle is reduced so that the actual engine air-fuel ratio of the next cycle reaches the engine target air-fuel ratio.

[0020] As another aspect of the present invention, an injection device for injecting hydrogen into an intake manifold is provided, which is used to implement the injection method for injecting hydrogen into an intake manifold as described above, and the injection device for injecting hydrogen into an intake manifold comprises:

[0021] An acquisition module is used to obtain the actual air-fuel ratio of the engine in the previous cycle;

[0022] A first comparison module, used for comparing the set engine target air-fuel ratio with the actual engine air-fuel ratio of the previous cycle to obtain a comparison result of the engine air-fuel ratio of the previous cycle;

[0023] A first adjustment module, used for adjusting the air flow rate entering the intake pipe in the current cycle or adjusting the air mass sprayed from the mixing nozzle in the current cycle according to the engine air-fuel ratio comparison result of the previous cycle, so as to adjust the actual air-fuel ratio of the engine in the current cycle;

[0024] a second comparison module, configured to compare the set engine target air-fuel ratio with the actual engine air-fuel ratio of the current cycle to obtain a comparison result of the engine air-fuel ratio of the current cycle;

[0025] The second adjustment module is used to adjust the air mass sprayed from the mixing nozzle in the next cycle or adjust the air flow entering the intake pipe in the next cycle according to the engine air-fuel ratio comparison result of the current cycle.

[0026] As another aspect of the present invention, there is provided an injection system for injecting hydrogen into an intake manifold, comprising: a hydrogen supply system, a compressed air supply system, a mixing nozzle, an intake pipe, an air flow sensor, a throttle, an electronic control unit, a crankshaft position sensor, an exhaust pipe, an oxygen sensor, an engine harness, an engine cylinder and an engine cylinder head; the mixing nozzle is provided with a hydrogen injection port, an air injection port and a mixing injection port;

[0027] The hydrogen supply system comprises a hydrogen flow meter, a hydrogen rail and a hydrogen pipe group, wherein the pipeline where the hydrogen flow meter is located is connected to one end of the hydrogen rail, and the other end of the hydrogen rail is connected to the hydrogen injection port through the hydrogen pipe group, and the hydrogen flow meter is used to detect the hydrogen flow in the pipeline where the hydrogen flow meter is located;

[0028] The compressed air supply system comprises an air flow meter, an air rail and an air pipe group, wherein the pipeline where the air flow meter is located is connected to one end of the air rail, and the other end of the air rail is connected to the air injection port through the air pipe group, and the air flow meter is used to detect the air flow in the pipeline where the air flow meter is located;

[0029] The intake pipe is divided into four intake branch pipes and connected to the intake side of the engine cylinder head, and is respectively connected to one end of four engine cylinders in the engine cylinder head, and the other ends of the four engine cylinders are connected to the exhaust pipe, and four mixing injection ports are respectively installed on the four intake branch pipes connecting the intake pipe and the engine cylinder head;

[0030] The throttle valve is installed at the front end of the intake pipe, and the throttle valve is used to control the air flow entering the intake pipe; the air flow sensor is installed on the intake pipe, and the air flow sensor is used to detect the air flow entering the intake pipe per unit time; the crankshaft position sensor is installed on the engine cylinder head, and the crankshaft position sensor is used to detect the crankshaft angle signal; the oxygen sensor is installed on the exhaust pipe, and the oxygen sensor is used to detect the actual air-fuel ratio of the engine;

[0031] The electronic control unit is connected to the hydrogen flow meter, hydrogen rail, mixing nozzle, air flow meter, air rail, air flow sensor, throttle, crankshaft position sensor and oxygen sensor respectively through the engine wiring harness, and the electronic control unit includes the injection device for injecting hydrogen into the intake manifold as described above;

[0032] When the electronic control unit determines that the engine intake stroke of the previous cycle has been reached according to the crankshaft angle signal, after the exhaust valve of the intake stroke is closed, the electronic control unit controls the hydrogen solenoid valve in the hydrogen rail to be opened for a certain period of time. During the opening of the hydrogen solenoid valve, the hydrogen in the hydrogen supply system passes through the hydrogen pipe group and enters the mixing nozzle from the hydrogen injection port, and is sprayed from the mixing injection port into the engine cylinder;

[0033] When the hydrogen is sprayed, the electronic control unit controls the hydrogen solenoid valve to close, controls the air solenoid valve in the air rail to open for a certain period of time, and closes the air solenoid valve when the intake valve of the intake stroke closes and enters the compression stroke; during the opening process of the air solenoid valve, the air in the compressed air supply system passes through the air pipe group and enters the mixing nozzle from the air injection port, and is sprayed from the mixing injection port into the engine cylinder;

[0034] Wherein, during the opening process of the hydrogen solenoid valve and the opening process of the air solenoid valve, the electronic control unit controls the opening of the throttle valve to control the air in the intake pipe to enter the engine cylinder during the intake stroke of the engine in the previous cycle;

[0035] After the last cycle is completed, the electronic control unit obtains the actual air-fuel ratio of the engine in the last cycle through the oxygen sensor; and according to the comparison result of the engine air-fuel ratio in the last cycle, adjusts the opening of the throttle valve in the current cycle, thereby adjusting the air flow entering the intake pipe in the current cycle; or adjusts the opening time of the air solenoid valve in the current cycle, thereby adjusting the air mass sprayed from the mixing nozzle in the current cycle; so as to adjust the actual air-fuel ratio of the engine in the current cycle;

[0036] After the current cycle is completed, the electronic control unit obtains the actual air-fuel ratio of the engine in the current cycle through the oxygen sensor; and according to the comparison result of the engine air-fuel ratio in the current cycle, adjusts the opening time of the air solenoid valve in the next cycle, thereby adjusting the air mass sprayed from the mixing nozzle in the next cycle; or adjusts the opening of the throttle valve in the next cycle, thereby adjusting the air flow entering the intake pipe in the next cycle; so that the actual air-fuel ratio of the engine in the next cycle reaches the target air-fuel ratio of the engine.

[0037] Further, the hydrogen supply system also includes a high-pressure hydrogen cylinder, a hydrogen filter, a hydrogen stop valve, a hydrogen pressure reducer and a hydrogen pressure sensor. The hydrogen stop valve and the hydrogen pressure sensor are connected to the electronic control unit through an engine wiring harness. The hydrogen pressure sensor is installed on the hydrogen rail. The hydrogen pressure sensor is used to detect the hydrogen pressure in the hydrogen rail. When the hydrogen stop valve is opened, the high-pressure hydrogen cylinder releases high-pressure hydrogen of more than 15MPa. After the particulate impurities in the high-pressure hydrogen are filtered out by the hydrogen filter, the filtered high-pressure hydrogen passes through the hydrogen stop valve and passes through a pipeline provided with the hydrogen flowmeter. The high-pressure hydrogen then enters the hydrogen rail after the hydrogen pressure is reduced by the hydrogen pressure reducer. There are 4 hydrogen solenoid valves in the hydrogen rail. When the 4 hydrogen solenoid valves are controlled to be opened, hydrogen will enter the 4 mixing nozzles through the hydrogen pipe group, and then be sprayed into the 4 engine cylinders through the 4 mixing injection ports.

[0038] Furthermore, the compressed air supply system also includes a high-pressure air cylinder, an air filter, an air stop valve, an air pressure reducer and an air pressure sensor. The air stop valve and the air pressure sensor are both connected to the electronic control unit through an engine wiring harness. The air pressure sensor is installed on the air rail, and the air pressure sensor is used to detect the air pressure in the air rail. When the air stop valve is opened, the high-pressure air cylinder releases high-pressure air of more than 15MPa. After the air filter filters out particulate impurities in the high-pressure air, the filtered high-pressure air passes through the air stop valve and the pipeline provided with the air flow meter. The high-pressure air then enters the air rail after the air pressure is reduced by the air pressure reducer. There are 4 air solenoid valves in the air rail. When the 4 air solenoid valves are controlled to open, the air will enter the 4 mixing nozzles through the air pipe group, and then be sprayed into the 4 engine cylinders through the 4 mixing injection ports.

[0039] Furthermore, the hydrogen flow meter is used to calculate the hydrogen flow in the pipeline where the hydrogen flow meter is located. , hydrogen flow The calculation formula is as follows:

[0040] ;

[0041] in, D 1 is the diameter of the pipeline where the hydrogen flowmeter is located, Δ P 1 is the pressure difference before and after the hydrogen flow meter, ρ H2 is the density of hydrogen;

[0042] The air flow meter is used to calculate the air flow in the pipeline where the air flow meter is located. , air flow The calculation formula is as follows:

[0043] ;

[0044] in, D 2 is the diameter of the pipe where the air flow meter is located, Δ P 2 is the pressure difference before and after the air flow meter, ρ 空气 is the density of air.

[0045] Furthermore, the mass of hydrogen sprayed from a single mixing nozzle is , then the hydrogen flow rate entering a single engine cylinder per unit time is ,in, t 1 is the opening time of the hydrogen solenoid valve;

[0046] Air mass from a single mixing nozzle , then the air flow rate entering a single engine cylinder per unit time is ,in, t 2 is the opening time of the air solenoid valve;

[0047] The engine theoretical air-fuel ratio l The calculation formula for 3 is as follows:

[0048] ;

[0049] in, is the air flow rate entering the intake pipe per unit time;

[0050] By adjusting the air flow rate entering the intake pipe per unit time , or adjust the air flow into a single engine cylinder per unit time , to adjust the engine theoretical air-fuel ratio l 3. Due to the actual air-fuel ratio of the engine l 1 The changing trend and engine theoretical air-fuel ratio l 3, and then adjust the actual air-fuel ratio of the engine l 1. Make the actual air-fuel ratio of the engine l 1Achieve the engine target air-fuel ratio l 2.

[0051] Furthermore, the air injection port and the hydrogen injection port are respectively located on both sides of the middle main tube of the mixing nozzle, forming an angle of 30° with the middle main tube, and the position of the air injection port is higher than that of the hydrogen injection port.

[0052] The method for injecting hydrogen into an intake manifold provided by the present invention has the following beneficial effects:

[0053] (1) Use hydrogen rails and air rails to supply air to the mixing nozzle. By introducing high-pressure air, the residual hydrogen in the intake pipes of each cylinder that has not entered the cylinder in time before the intake valve is closed can be blown into the cylinder to prevent the residual hydrogen in the intake pipe from backfired, increase the excess air coefficient entering the cylinder, and blow out the residual hydrogen in the mixing nozzle to prevent hydrogen embrittlement from causing damage to the mixing nozzle;

[0054] (2) The type and timing of the jet can be adjusted according to the crankshaft angle, and the jet flow rate can be closed-loop controlled according to the air flow sensor and oxygen sensor. The air-fuel ratio can be controlled more reasonably, thereby improving the engine power and thermal efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] The accompanying drawings are used to provide further understanding of the present invention and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present invention, but do not constitute a limitation of the present invention.

[0056] Figure 1 A flow chart of a method for injecting hydrogen into an intake manifold provided by the present invention.

[0057] Figure 2 A structural diagram of an injection system for injecting hydrogen into an intake manifold provided by the present invention.

[0058] Figure 3 This is a structural diagram of the mixing nozzle provided by the present invention.

[0059] In the figure: 1. high-pressure hydrogen cylinder; 2. hydrogen filter; 3. hydrogen stop valve; 4. hydrogen flow meter; 5. hydrogen pressure reducer; 6. hydrogen pressure sensor; 7. hydrogen rail; 8. hydrogen pipe group; 9. mixing nozzle; 10. air pipe group; 11. high-pressure air cylinder; 12. air filter; 13. air stop valve; 14. air flow meter; 15. air pressure reducer; 16. air pressure sensor; 17. air rail; 18. intake pipe; 19. air flow sensor; 20. throttle; 21. electronic control unit; 22. crankshaft position sensor; 23. exhaust pipe; 24. oxygen sensor; 25. engine wiring harness; 26. engine cylinder; 27. engine cylinder head; 91. hydrogen injection port; 92. air injection port; 93. mixing injection port. DETAILED DESCRIPTION

[0060] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0061] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiment of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiment of the present invention. Obviously, the described embodiment is only a part of the embodiment of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work should fall within the scope of protection of the present invention.

[0062] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so as to describe the embodiments of the present invention described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0063] During the intake stroke of the engine, the piston moves downward, the intake valve opens, and the exhaust valve closes; during the compression stroke, the piston moves upward, the intake valve closes, and the exhaust valve closes; during the power stroke, the piston moves downward, the intake valve closes, and the exhaust valve closes; during the exhaust stroke, the piston moves upward, the intake valve closes, and the exhaust valve opens. However, when the engine is at the end of the exhaust stroke, the exhaust valve has not yet closed but the intake valve has opened in advance, and this is the valve overlap angle. If there is residual hydrogen in the engine intake manifold at this time, a part of the incompletely burned hydrogen in the cylinder will enter the intake manifold in the reverse direction, igniting the residual hydrogen in the intake manifold and causing backfire, which will damage the engine.

[0064] In order to prevent flashback, a method for injecting hydrogen into the intake manifold is provided in this embodiment, such as Figure 1 As shown, the injection method for injecting hydrogen into the intake manifold includes:

[0065] Step S1: Obtaining the actual air-fuel ratio of the engine in the previous cycle;

[0066] Step S2: comparing the set engine target air-fuel ratio with the actual engine air-fuel ratio of the previous cycle to obtain a comparison result of the engine air-fuel ratio of the previous cycle;

[0067] Step S3: adjusting the air flow rate entering the intake pipe of the current cycle or adjusting the air mass ejected from the mixing nozzle of the current cycle according to the comparison result of the engine air-fuel ratio of the previous cycle, so as to adjust the actual air-fuel ratio of the engine of the current cycle;

[0068] Step S4: comparing the set engine target air-fuel ratio with the actual engine air-fuel ratio of the current cycle to obtain a comparison result of the engine air-fuel ratio of the current cycle;

[0069] Step S5: According to the engine air-fuel ratio comparison result of the current cycle, the air mass sprayed from the mixing nozzle of the next cycle is adjusted or the air flow entering the intake pipe of the next cycle is adjusted.

[0070] Preferably, the steps S2 to S5 further include:

[0071] If the actual air-fuel ratio of the engine in the previous cycle is less than the set target air-fuel ratio of the engine, increasing the air flow rate entering the intake pipe in the current cycle to increase the actual air-fuel ratio of the engine in the current cycle;

[0072] If the actual engine air-fuel ratio of the current cycle is also less than the set engine target air-fuel ratio, the air mass sprayed from the mixing nozzle of the next cycle is increased so that the actual engine air-fuel ratio of the next cycle reaches the engine target air-fuel ratio.

[0073] Preferably, the steps S2 to S5 further include:

[0074] If the actual air-fuel ratio of the engine in the previous cycle is greater than the set target air-fuel ratio of the engine, the mass of air sprayed from the mixing nozzle in the current cycle is reduced to reduce the actual air-fuel ratio of the engine in the current cycle; wherein the mass of air sprayed from the mixing nozzle in the current cycle shall not be reduced below the minimum air mass in the mixing nozzle for exhausting residual hydrogen in the intake pipe;

[0075] If the actual engine air-fuel ratio of the current cycle is also greater than the set engine target air-fuel ratio, the air flow entering the intake pipe of the next cycle is reduced so that the actual engine air-fuel ratio of the next cycle reaches the engine target air-fuel ratio.

[0076] The injection method for injecting hydrogen into an intake manifold provided by the embodiment of the present invention can effectively prevent backfire, increase the charging efficiency in the intake manifold, and improve the power performance of the engine.

[0077] As another embodiment of the present invention, an injection device for injecting hydrogen into an intake manifold is provided, which is used to implement the injection method for injecting hydrogen into an intake manifold as described above. The injection device for injecting hydrogen into an intake manifold comprises:

[0078] An acquisition module is used to obtain the actual air-fuel ratio of the engine in the previous cycle;

[0079] A first comparison module, used for comparing the set engine target air-fuel ratio with the actual engine air-fuel ratio of the previous cycle to obtain a comparison result of the engine air-fuel ratio of the previous cycle;

[0080] A first adjustment module, used for adjusting the air flow rate entering the intake pipe in the current cycle or adjusting the air mass sprayed from the mixing nozzle in the current cycle according to the engine air-fuel ratio comparison result of the previous cycle, so as to adjust the actual air-fuel ratio of the engine in the current cycle;

[0081] a second comparison module, configured to compare the set engine target air-fuel ratio with the actual engine air-fuel ratio of the current cycle to obtain a comparison result of the engine air-fuel ratio of the current cycle;

[0082] The second adjustment module is used to adjust the air mass sprayed from the mixing nozzle in the next cycle or adjust the air flow entering the intake pipe in the next cycle according to the engine air-fuel ratio comparison result of the current cycle.

[0083] The working principle of the injection device for injecting hydrogen into the intake manifold provided by the present invention can be referred to the description of the injection method for injecting hydrogen into the intake manifold in the foregoing text, and will not be repeated here.

[0084] As another embodiment of the present invention, an injection system for injecting hydrogen into an intake manifold is provided, such as Figure 2-Figure 3 As shown, it includes: a hydrogen supply system, a compressed air supply system, a mixing nozzle 9, an intake pipe 18, an air flow sensor 19, a throttle 20, an electronic control unit 21, a crankshaft position sensor 22, an exhaust pipe 23, an oxygen sensor 24, an engine harness 25, an engine cylinder 26 and an engine cylinder head 27; the mixing nozzle 9 is provided with three gas channels, namely, a hydrogen injection port 91 controlled by a hydrogen solenoid valve, an air injection port 92 controlled by an air solenoid valve and a mixing injection port 93; wherein the electronic control unit 21 is an ECU;

[0085] The hydrogen supply system includes a hydrogen flowmeter 4, a hydrogen rail 7 and a hydrogen pipe group 8. The pipeline where the hydrogen flowmeter 4 is located is connected to one end of the hydrogen rail 7, and the other end of the hydrogen rail 7 is connected to the hydrogen injection port 91 through the hydrogen pipe group 8. The hydrogen flowmeter 4 is used to detect the hydrogen flow in the pipeline where the hydrogen flowmeter is located;

[0086] The compressed air supply system includes an air flow meter 14, an air rail 17 and an air pipe group 10, wherein the pipeline where the air flow meter 14 is located is connected to one end of the air rail 17, and the other end of the air rail 17 is connected to the air injection port 92 through the air pipe group 10, and the air flow meter 14 is used to detect the air flow in the pipeline where the air flow meter is located;

[0087] The intake pipe 18 is divided into four intake branch pipes and connected to the intake side of the engine cylinder head 27, and is connected to one end of four engine cylinders 26 in the engine cylinder head 27, respectively. The other ends of the four engine cylinders 26 are connected to the exhaust pipe 23, and four mixing injection ports 93 are respectively installed on the four intake branch pipes connecting the intake pipe 18 and the engine cylinder head 27;

[0088] The throttle valve 20 is installed at the front end of the intake pipe 18, and the throttle valve 20 is used to change the opening size of the throttle proportional valve according to the instruction issued by the electronic control unit 21 to control the air flow entering the intake pipe; the air flow sensor 19 is installed on the intake pipe 18 after the throttle valve 20, and the air flow sensor 19 is used to detect the air flow entering the intake pipe per unit time; the crankshaft position sensor 22 is installed on the engine cylinder head 27, and the crankshaft position sensor 22 is used to detect the crankshaft angle signal; the oxygen sensor 24 is installed on the exhaust pipe 23, and the oxygen sensor 24 is used to detect the actual air-fuel ratio of the engine;

[0089] The electronic control unit 21 is connected to the hydrogen flow meter 4, the hydrogen rail 7, the mixing nozzle 9, the air flow meter 14, the air rail 17, the air flow sensor 19, the throttle 20, the crankshaft position sensor 22 and the oxygen sensor 24 through the engine wiring harness 25. The electronic control unit 21 controls each actuator in coordination according to the collected data of each sensor. The electronic control unit 21 includes the injection device for injecting hydrogen into the intake manifold as described above;

[0090] When the electronic control unit 21 determines that the engine intake stroke of the previous cycle has been reached according to the crankshaft angle signal, after the exhaust valve of the intake stroke is closed, the electronic control unit 21 controls the hydrogen solenoid valve in the hydrogen rail 7 to be opened for a certain period of time. During the opening of the hydrogen solenoid valve, the hydrogen in the hydrogen supply system passes through the hydrogen pipe group 8 and enters the mixing nozzle 9 from the hydrogen injection port 91, and is sprayed from the mixing injection port 93 into the engine cylinder 26;

[0091] When the hydrogen is sprayed, the electronic control unit 21 controls the hydrogen solenoid valve to close, controls the air solenoid valve in the air rail 17 to open for a certain period of time, and closes the air solenoid valve when the intake valve of the intake stroke closes and enters the compression stroke; during the opening process of the air solenoid valve, the air in the compressed air supply system passes through the air pipe group 10 from the air injection port 92 into the mixing nozzle 9, and is sprayed from the mixing injection port 93 into the engine cylinder 26;

[0092] Wherein, during the opening process of the hydrogen solenoid valve and the opening process of the air solenoid valve, the electronic control unit 21 controls the opening of the throttle valve 20 to control the air in the intake pipe 18 to enter the engine cylinder 26 during the intake stroke of the engine in the previous cycle;

[0093] After the last cycle is completed, the electronic control unit 21 obtains the actual air-fuel ratio of the engine in the last cycle through the oxygen sensor 24; and compares the actual air-fuel ratio of the engine in the last cycle with the target air-fuel ratio of the engine set under the working condition, and adjusts the opening of the throttle valve 20 in the current cycle according to the comparison result of the engine air-fuel ratio in the last cycle, thereby adjusting the air flow entering the intake pipe in the current cycle; or adjusts the opening time of the air solenoid valve in the current cycle, thereby adjusting the air mass sprayed from the mixing nozzle in the current cycle; so as to adjust the actual air-fuel ratio of the engine in the current cycle;

[0094] After the current cycle is completed, the electronic control unit 21 obtains the actual air-fuel ratio of the engine in the current cycle through the oxygen sensor 24; and according to the comparison result of the engine air-fuel ratio in the current cycle, adjusts the opening time of the air solenoid valve in the next cycle, thereby adjusting the air mass sprayed from the mixing nozzle in the next cycle; or adjusts the opening of the throttle valve 20 in the next cycle, thereby adjusting the air flow entering the intake pipe in the next cycle; so that the actual air-fuel ratio of the engine in the next cycle reaches the target air-fuel ratio of the engine.

[0095] Specifically, the hydrogen supply system also includes a high-pressure hydrogen cylinder 1, a hydrogen filter 2, a hydrogen stop valve 3, a hydrogen pressure reducer 5 and a hydrogen pressure sensor 6. The hydrogen stop valve 3 and the hydrogen pressure sensor 6 are connected to the electronic control unit 21 through the engine wiring harness 25. The hydrogen pressure sensor 6 is installed on the hydrogen rail 7. The hydrogen pressure sensor 6 is used to detect the hydrogen pressure in the hydrogen rail 7. When the hydrogen stop valve 3 is opened, the high-pressure hydrogen cylinder 1 releases high-pressure hydrogen above 15MPa. After the particulate impurities in the high-pressure hydrogen are filtered out by the hydrogen filter 2, the filtered high-pressure hydrogen passes through the hydrogen shut-off valve 3 and the pipeline provided with the hydrogen flowmeter 4. The high-pressure hydrogen then passes through the hydrogen pressure reducer 5 to reduce the hydrogen pressure to about 0.5 MPa and then enters the hydrogen rail 7. There are 4 hydrogen solenoid valves in the hydrogen rail 7. When the 4 hydrogen solenoid valves are controlled to open, the hydrogen will pass through the hydrogen pipe group 8 into the 4 mixing nozzles 9, and then be sprayed into the 4 engine cylinders 26 through the 4 mixing injection ports 93.

[0096] It should be noted that the flow of hydrogen is controlled by opening and closing four hydrogen solenoid valves to achieve precise control of the hydrogen supply; the pressure sensor 6 is used to monitor the changes in the hydrogen pressure data in the hydrogen rail 7, and judge whether the entire hydrogen supply system has leaks based on the changes in the hydrogen pressure data, and help optimize the performance of the entire hydrogen supply system to ensure that appropriate hydrogen pressure can be provided under different working conditions.

[0097] Specifically, the compressed air supply system also includes a high-pressure air cylinder 11, an air filter 12, an air stop valve 13, an air reducer 15 and an air pressure sensor 16. The air stop valve 13 and the air pressure sensor 16 are connected to the electronic control unit 21 through the engine wiring harness 25. The air pressure sensor 16 is installed on the air rail 17. The air pressure sensor 16 is used to detect the air pressure in the air rail 17. When the air stop valve 13 is opened, the high-pressure air cylinder 11 releases more than 15MPa of air. The high-pressure air is filtered out of particulate impurities in the high-pressure air by the air filter 12, and then the filtered high-pressure air passes through the air stop valve 13 and the pipeline provided with the air flow meter 14. The high-pressure air then passes through the air reducer 15 to reduce the air pressure to about 2MPa and then enters the air rail 17. There are 4 air solenoid valves in the air rail 17. When the 4 air solenoid valves are controlled to open, the air will pass through the air pipe group 10 into the 4 mixing nozzles 9, and then be sprayed into the 4 engine cylinders 26 through the 4 mixing injection ports 93.

[0098] It should be noted that the flow of air is controlled by opening and closing four air solenoid valves to achieve precise control of the air supply; the pressure sensor 16 is used to monitor the changes in air pressure data in the air rail 17, and judge whether the entire compressed air supply system has leaks based on the changes in air pressure data, and help optimize the performance of the entire compressed air supply system to ensure that appropriate air pressure can be provided under different working conditions.

[0099] Specifically, the hydrogen flow meter 4 is used to calculate the hydrogen flow in the pipeline where the hydrogen flow meter is located. , hydrogen flow The calculation formula is as follows:

[0100] ;

[0101] in, D 1 is the diameter of the pipeline where the hydrogen flowmeter is located, Δ P 1 is the pressure difference before and after the hydrogen flow meter, ρ H2 is the density of hydrogen;

[0102] The air flow meter 14 is used to calculate the air flow in the pipeline where the air flow meter is located. , air flow The calculation formula is as follows:

[0103] ;

[0104] in, D 2 is the diameter of the pipe where the air flow meter is located, Δ P2 is the pressure difference before and after the air flow meter, ρ 空气 is the density of air.

[0105] Specifically, the mass of hydrogen sprayed from a single mixing nozzle is ,in, t 1 is the opening time of the hydrogen solenoid valve; then the hydrogen flow rate entering a single engine cylinder 26 per unit time is , t is 1 second;

[0106] Air mass from a single mixing nozzle ,in, t 2 is the opening time of the air solenoid valve; then the air flow rate entering a single engine cylinder 26 per unit time is , t is 1 second;

[0107] The engine theoretical air-fuel ratio l The calculation formula for 3 is as follows:

[0108] ;

[0109] in, is the air flow rate entering the intake pipe per unit time;

[0110] By adjusting the air flow rate entering the intake pipe per unit time , or adjust the air flow rate into a single engine cylinder 26 per unit time , to adjust the engine theoretical air-fuel ratio l 3. Due to the actual air-fuel ratio of the engine l 1 The changing trend and engine theoretical air-fuel ratio l 3, and then adjust the actual air-fuel ratio of the engine l 1. Make the actual air-fuel ratio of the engine l 1Achieve the engine target air-fuel ratio l 2.

[0111] In the embodiment of the present invention, the electronic control unit 21 compares the actual air-fuel ratio of the engine in the previous cycle with the target air-fuel ratio of the engine under the current working condition. l 2. If the actual air-fuel ratio of the engine in the previous cycle is less than the target air-fuel ratio of the engine, l 2, the throttle opening of the current cycle is increased to increase the air flow into the intake pipe of the current cycle to increase the actual air-fuel ratio of the engine of the current cycle; if the actual air-fuel ratio of the engine of the current cycle is also less than the target air-fuel ratio of the engine l2. By increasing the opening time of the air solenoid valve in the next cycle, the air mass ejected from the mixing nozzle in the next cycle is increased, so that the actual air-fuel ratio of the engine in the next cycle reaches the target air-fuel ratio of the engine. l 2.

[0112] In the embodiment of the present invention, the electronic control unit 21 compares the actual air-fuel ratio of the engine in the previous cycle with the target air-fuel ratio of the engine under the current working condition. l 2. If the actual air-fuel ratio of the engine in the previous cycle is greater than the target air-fuel ratio of the engine, l 2, the air mass ejected from the mixing nozzle in the current cycle is reduced by reducing the opening time of the air solenoid valve in the current cycle (the reduced air mass shall not be less than the minimum air mass in the mixing nozzle 9 for exhausting the residual hydrogen in the intake pipe), so as to reduce the actual air-fuel ratio of the engine in the current cycle; if the actual air-fuel ratio of the engine in the current cycle is also greater than the target air-fuel ratio of the engine l 2, by reducing the throttle opening of the next cycle, the air flow entering the intake pipe of the next cycle is reduced, so that the actual air-fuel ratio of the engine in the next cycle reaches the target air-fuel ratio of the engine l 2.

[0113] Specifically, the air injection port 92 and the hydrogen injection port 91 are respectively located on both sides of the middle main tube of the mixing nozzle 9, forming an angle of 30° with the middle main tube. The position of the air injection port 92 is higher than the hydrogen injection port 91, which helps high-pressure air to expel all residual hydrogen in the mixing nozzle 9.

[0114] The working principle of the injection system for injecting hydrogen into the intake manifold provided by the embodiment of the present invention can be referred to the description of the injection method for injecting hydrogen into the intake manifold in the foregoing text, and will not be repeated here.

[0115] The injection system for injecting hydrogen into the intake manifold provided in the embodiment of the present invention can use high-pressure air to bring the hydrogen remaining in the intake manifold into the cylinder after the hydrogen injection is completed to prevent backfire. In addition, since the current hydrogen engines generally have a low air-fuel ratio, the injection system can increase the amount of air entering the cylinder to increase the air-fuel ratio, thereby improving the power and thermal efficiency of the hydrogen engine. It can also blow out the residual hydrogen in the mixing nozzle to prevent hydrogen embrittlement from causing damage to the mixing nozzle.

[0116] It is to be understood that the above embodiments are merely exemplary embodiments used to illustrate the principles of the present invention, but the present invention is not limited thereto. For those of ordinary skill in the art, various modifications and improvements can be made without departing from the spirit and essence of the present invention, and these modifications and improvements are also considered to be within the scope of protection of the present invention.

Claims

1. A method for injecting hydrogen into an intake manifold, characterized in that: The injection method for injecting hydrogen into the intake manifold includes: Step S1: Obtaining the actual air-fuel ratio of the engine in the previous cycle; Step S2: comparing the set engine target air-fuel ratio with the actual engine air-fuel ratio of the previous cycle to obtain the engine air-fuel ratio comparison result of the previous cycle; Step S3: adjusting the air flow entering the intake pipe of the current cycle or adjusting the air mass ejected from the mixing nozzle of the current cycle according to the engine air-fuel ratio comparison result of the previous cycle to adjust the actual engine air-fuel ratio of the current cycle; Step S4: comparing the set engine target air-fuel ratio with the actual engine air-fuel ratio of the current cycle to obtain a comparison result of the engine air-fuel ratio of the current cycle; Step S5: adjusting the mass of air sprayed from the mixing nozzle in the next cycle or adjusting the air flow rate entering the intake pipe in the next cycle according to the comparison result of the engine air-fuel ratio in the current cycle; Wherein, the steps S2 to S5 further include: If the actual air-fuel ratio of the engine in the previous cycle is less than the set target air-fuel ratio of the engine, increasing the air flow rate entering the intake pipe in the current cycle to increase the actual air-fuel ratio of the engine in the current cycle; If the actual air-fuel ratio of the engine in the current cycle is also less than the set target air-fuel ratio of the engine, the mass of air sprayed from the mixing nozzle in the next cycle is increased so that the actual air-fuel ratio of the engine in the next cycle reaches the target air-fuel ratio of the engine; Wherein, the steps S2 to S5 further include: If the actual air-fuel ratio of the engine in the previous cycle is greater than the set target air-fuel ratio of the engine, the mass of air sprayed from the mixing nozzle in the current cycle is reduced to reduce the actual air-fuel ratio of the engine in the current cycle; wherein the mass of air sprayed from the mixing nozzle in the current cycle shall not be reduced below the minimum air mass in the mixing nozzle for exhausting residual hydrogen in the intake pipe; If the actual engine air-fuel ratio of the current cycle is also greater than the set engine target air-fuel ratio, the air flow entering the intake pipe of the next cycle is reduced so that the actual engine air-fuel ratio of the next cycle reaches the engine target air-fuel ratio.

2. An injection device for injecting hydrogen into an intake manifold, used to implement the injection method for injecting hydrogen into an intake manifold according to claim 1, characterized in that: The injection device for injecting hydrogen into the intake manifold comprises: An acquisition module is used to obtain the actual air-fuel ratio of the engine in the previous cycle; A first comparison module, used for comparing the set engine target air-fuel ratio with the actual engine air-fuel ratio of the previous cycle to obtain a comparison result of the engine air-fuel ratio of the previous cycle; A first adjustment module, used for adjusting the air flow rate entering the intake pipe in the current cycle or adjusting the air mass sprayed from the mixing nozzle in the current cycle according to the engine air-fuel ratio comparison result of the previous cycle, so as to adjust the actual air-fuel ratio of the engine in the current cycle; a second comparison module, configured to compare the set engine target air-fuel ratio with the actual engine air-fuel ratio of the current cycle to obtain a comparison result of the engine air-fuel ratio of the current cycle; The second adjustment module is used to adjust the air mass sprayed from the mixing nozzle in the next cycle or adjust the air flow entering the intake pipe in the next cycle according to the engine air-fuel ratio comparison result of the current cycle.

3. An injection system for injecting hydrogen into an intake manifold, characterized in that: include: A hydrogen supply system, a compressed air supply system, a mixing nozzle (9), an intake pipe (18), an air flow sensor (19), a throttle valve (20), an electronic control unit (21), a crankshaft position sensor (22), an exhaust pipe (23), an oxygen sensor (24), an engine wiring harness (25), an engine cylinder (26), and an engine cylinder head (27); the mixing nozzle (9) is provided with a hydrogen injection port (91), an air injection port (92), and a mixing injection port (93); the hydrogen supply system comprises a hydrogen flow meter (4), a hydrogen rail (7), and a hydrogen pipe group (8); the pipeline where the hydrogen flow meter (4) is located is connected to one end of the hydrogen rail (7), and the other end of the hydrogen rail (7) is connected to the hydrogen injection port (91) through the hydrogen pipe group (8); the hydrogen flow meter (4) is used to detect the hydrogen flow in the pipeline where the hydrogen flow meter is located; The compressed air supply system comprises an air flow meter (14), an air rail (17) and an air pipe assembly (10); the pipe where the air flow meter (14) is located is connected to one end of the air rail (17); the other end of the air rail (17) is connected to the air injection port (92) through the air pipe assembly (10); the air flow meter (14) is used to detect the air flow in the pipe where the air flow meter is located; The intake pipe (18) is divided into four intake branch pipes and connected to the intake side of the engine cylinder head (27), and is respectively connected to one end of four engine cylinders (26) in the engine cylinder head (27); the other ends of the four engine cylinders (26) are connected to the exhaust pipe (23); and four mixing injection ports (93) are respectively mounted on the four intake branch pipes connecting the intake pipe (18) and the engine cylinder head (27); The throttle valve (20) is mounted on the front end of the intake pipe (18), and the throttle valve (20) is used to control the air flow rate entering the intake pipe; the air flow sensor (19) is mounted on the intake pipe (18), and the air flow sensor (19) is used to detect the air flow rate entering the intake pipe per unit time; the crankshaft position sensor (22) is mounted on the engine cylinder head (27), and the crankshaft position sensor (22) is used to detect a crankshaft angle signal; the oxygen sensor (24) is mounted on the exhaust pipe (23), and the oxygen sensor (24) is used to detect an actual air-fuel ratio of the engine; The electronic control unit (21) is connected to the hydrogen flow meter (4), the hydrogen rail (7), the mixing nozzle (9), the air flow meter (14), the air rail (17), the air flow sensor (19), the throttle valve (20), the crankshaft position sensor (22) and the oxygen sensor (24) respectively through the engine wiring harness (25), and the electronic control unit (21) includes the injection device for injecting hydrogen into the intake manifold according to claim 2; When the electronic control unit (21) determines that the engine intake stroke of the previous cycle has been reached based on the crankshaft angle signal, after the exhaust valve of the intake stroke is closed, the electronic control unit (21) controls the hydrogen solenoid valve in the hydrogen rail (7) to be opened for a certain period of time. During the opening of the hydrogen solenoid valve, the hydrogen in the hydrogen supply system passes through the hydrogen pipe group (8) from the hydrogen injection port (91) into the mixing nozzle (9), and is sprayed from the mixing injection port (93) into the engine cylinder (26); When the hydrogen is sprayed, the electronic control unit (21) controls the hydrogen solenoid valve to close, controls the air solenoid valve in the air rail (17) to open for a certain period of time, and closes the air solenoid valve when the intake valve of the intake stroke closes and enters the compression stroke; during the opening of the air solenoid valve, the air in the compressed air supply system passes through the air pipe assembly (10) from the air injection port (92) into the mixing nozzle (9), and is sprayed from the mixing injection port (93) into the engine cylinder (26); Wherein, during the opening process of the hydrogen solenoid valve and the opening process of the air solenoid valve, the electronic control unit (21) controls the opening degree of the throttle valve (20) so as to control the air in the intake pipe (18) to enter the engine cylinder (26) during the intake stroke of the engine in the previous cycle; After the previous cycle is completed, the electronic control unit (21) obtains the actual air-fuel ratio of the engine in the previous cycle through the oxygen sensor (24); and according to the comparison result of the engine air-fuel ratio in the previous cycle, adjusts the opening of the throttle valve (20) in the current cycle, thereby adjusting the air flow rate entering the intake pipe in the current cycle; or adjusts the opening time of the air solenoid valve in the current cycle, thereby adjusting the air mass ejected from the mixing nozzle in the current cycle; so as to adjust the actual air-fuel ratio of the engine in the current cycle; after the current cycle is completed, the electronic control unit (21) obtains the actual air-fuel ratio of the engine in the current cycle through the oxygen sensor (24); and according to the comparison result of the engine air-fuel ratio in the current cycle, adjusts the opening time of the air solenoid valve in the next cycle, thereby adjusting the air mass ejected from the mixing nozzle in the next cycle; or adjusts the opening of the throttle valve (20) in the next cycle, thereby adjusting the air flow rate entering the intake pipe in the next cycle; so that the actual air-fuel ratio of the engine in the next cycle reaches the target air-fuel ratio of the engine.

4. The injection system for injecting hydrogen into an intake manifold according to claim 3, characterized in that: The hydrogen supply system further comprises a high-pressure hydrogen cylinder (1), a hydrogen filter (2), a hydrogen stop valve (3), a hydrogen pressure reducer (5) and a hydrogen pressure sensor (6). The hydrogen stop valve (3) and the hydrogen pressure sensor (6) are both connected to the electronic control unit (21) via an engine wiring harness (25). The hydrogen pressure sensor (6) is mounted on the hydrogen rail (7). The hydrogen pressure sensor (6) is used to detect the hydrogen pressure in the hydrogen rail (7). When the hydrogen stop valve (3) is opened, the high-pressure hydrogen cylinder (1) releases 15MP a, after the particulate impurities in the high-pressure hydrogen are filtered out by the hydrogen filter (2), the filtered high-pressure hydrogen passes through the hydrogen shut-off valve (3) and the pipeline provided with the hydrogen flowmeter (4), and then the high-pressure hydrogen passes through the hydrogen pressure reducer (5) to reduce the pressure of the hydrogen and then enters the hydrogen rail (7), wherein the hydrogen rail (7) has four hydrogen solenoid valves, and when the four hydrogen solenoid valves are controlled to open, the hydrogen passes through the hydrogen pipe group (8) and enters the four mixing nozzles (9), and then is sprayed into the four engine cylinders (26) through the four mixing injection ports (93).

5. The injection system for injecting hydrogen into an intake manifold according to claim 4, characterized in that: The compressed air supply system further comprises a high-pressure air cylinder (11), an air filter (12), an air stop valve (13), an air pressure reducer (15) and an air pressure sensor (16); the air stop valve (13) and the air pressure sensor (16) are both connected to the electronic control unit (21) via an engine wiring harness (25); the air pressure sensor (16) is mounted on the air rail (17); the air pressure sensor (16) is used to detect the air pressure in the air rail (17); when the air stop valve (13) is opened, the high-pressure air cylinder (11) releases air. After high-pressure air of more than 15 MPa passes through the air filter (12) to filter out particulate impurities in the high-pressure air, the filtered high-pressure air passes through the air stop valve (13) and passes through a pipeline provided with the air flow meter (14). The high-pressure air then passes through an air reducer (15) to reduce the air pressure and then enters an air rail (17). There are four air solenoid valves in the air rail (17). When the four air solenoid valves are controlled to open, the air passes through the air pipe group (10) and enters the four mixing nozzles (9), and then is ejected into the four engine cylinders (26) through the four mixing injection ports (93).

6. The injection system for injecting hydrogen into an intake manifold according to claim 5, characterized in that: The hydrogen flow meter (4) is used to calculate the hydrogen flow in the pipeline where the hydrogen flow meter is located. , hydrogen flow The calculation formula is as follows: ， in, D 1 is the diameter of the pipeline where the hydrogen flowmeter is located, Δ P 1 is the pressure difference before and after the hydrogen flow meter, is the density of hydrogen; The air flow meter (14) is used to calculate the air flow in the pipeline where the air flow meter is located. , air flow The calculation formula is as follows: ， in, D 2 is the diameter of the pipe where the air flow meter is located, Δ P 2 is the pressure difference before and after the air flow meter, is the density of air.

7. The injection system for injecting hydrogen into an intake manifold according to claim 6, characterized in that: Hydrogen mass ejected from a single mixing nozzle , then the hydrogen flow rate entering a single engine cylinder (26) per unit time is, ,in, t 1 is the opening time of the hydrogen solenoid valve; The air mass emitted by a single mixing nozzle, , then the air flow rate entering a single engine cylinder (26) per unit time is ,in, t 2 is the opening time of the air solenoid valve; The engine theoretical air-fuel ratio λ The calculation formula for 3 is as follows: ， in, is the air flow rate entering the intake pipe per unit time; By adjusting the air flow rate entering the intake pipe per unit time , or adjust the air flow rate into a single engine cylinder (26) per unit time , to adjust the engine theoretical air-fuel ratio λ 3. Due to the actual air-fuel ratio of the engine λ 1 The changing trend and engine theoretical air-fuel ratio λ 3, and then adjust the actual air-fuel ratio of the engine λ 1. Make the actual air-fuel ratio of the engine λ 1Achieve the engine target air-fuel ratio λ 2.

8. The injection system for injecting hydrogen into an intake manifold according to claim 3, characterized in that: The air injection port (92) and the hydrogen injection port (91) are respectively located on both sides of the middle main tube of the mixing nozzle (9), forming an angle of 30° with the middle main tube, and the position of the air injection port (92) is higher than the hydrogen injection port (91).

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