Control method, system and device for reducing nitrous oxide of hydrogen ammonia engine

Abstract

The invention discloses a control method, system and device for reducing nitrous oxide of a hydrogen ammonia engine, which are used for reducing the generation of nitrous oxide and avoiding environmental hazards. The method comprises the steps that the real-time first gas inlet flow and the fuel injection amount of an engine are obtained, and the fuel injection amount comprises the ammonia injection amount and the hydrogen injection amount; second air inlet flow required by fuel combustion is obtained through calculation of the fuel injection amount; according to the first air inlet flow and the second air inlet flow, an excessive air inlet coefficient is calculated; and the fuel injection amount is dynamically adjusted according to the excessive air inlet coefficient.

Description

Technical Field

[0001] The present application relates to the technical field of engine fuel supply systems, and in particular to a control method, system and device for reducing nitrous oxide in a hydrogen-ammonia engine. Background Art

[0002] With the increasing global greenhouse gas emissions, the trend of global warming is becoming more severe. Reducing greenhouse gas emissions has become the direction of joint efforts of all countries in the world. At present, as a major energy consumer, my country's carbon emissions in the transportation sector account for about 13% of the total emissions, of which road transportation accounts for as high as 83%, and in terms of energy use in road transportation, diesel engines and gasoline engines each account for roughly half. Since diesel and gasoline release a lot of carbon dioxide during combustion, the development of low-carbon and zero-carbon internal combustion engine technology is of particular significance to the development of the automotive industry.

[0003] In the prior art, ammonia and hydrogen are usually used as dual fuels for engines. Ammonia has the advantages of good combustibility, fast combustion speed and small ignition energy, while hydrogen has the advantages of high energy density, clean combustion products and high combustion efficiency. Using ammonia and hydrogen as dual fuels can make up for the defects of the two fuels. During the combustion process of the engine, the two work synergistically to ensure good combustion performance and achieve carbon-free emissions.

[0004] However, during the combustion process of hydrogen and ammonia, a large amount of nitrous oxide will be produced. Nitrous oxide is a strong greenhouse gas with a greenhouse effect potential much higher than that of carbon dioxide, posing a huge environmental risk. Summary of the invention

[0005] In order to solve the above technical problems, the present application provides a control method, system and device for reducing nitrous oxide in a hydrogen-ammonia engine.

[0006] The technical solution provided in this application is described below:

[0007] In a first aspect, the present application provides a control method for reducing nitrous oxide in a hydrogen-ammonia engine, the method comprising:

[0008] Acquiring a real-time first intake air flow rate and a fuel injection amount of the engine, wherein the fuel injection amount includes an ammonia injection amount and a hydrogen injection amount;

[0009] The second intake air flow rate required for fuel combustion is calculated by the fuel injection amount;

[0010] calculating an excess air intake coefficient according to the first intake air flow rate and the second intake air flow rate;

[0011] The fuel injection amount is dynamically adjusted according to the excess intake coefficient.

[0012] Optionally, dynamically adjusting the fuel injection amount according to the excess intake coefficient includes:

[0013] determining a nitrous oxide generation coefficient according to the excess air intake coefficient, wherein the nitrous oxide generation coefficient is positively correlated with the excess air intake coefficient;

[0014] Establishing a correction model for the fuel injection amount based on the nitrous oxide generation coefficient and bench test parameters;

[0015] Determining whether the nitrous oxide generation coefficient exceeds a preset threshold;

[0016] If so, the fuel injection amount is dynamically adjusted according to the correction model.

[0017] Optionally, dynamically adjusting the fuel injection amount according to the correction model includes:

[0018] Obtaining a correction coefficient output by the correction model;

[0019] The injection rates of ammonia and hydrogen are corrected by the correction coefficient so that the injection amount of hydrogen is increased and the injection amount of ammonia is reduced.

[0020] Optionally, the step of calculating the second intake air flow rate required for fuel combustion by using the fuel injection amount includes:

[0021] Calculating the amount of oxygen required for fuel combustion based on the fuel injection amount and the combustion chemical reaction equation of ammonia and hydrogen;

[0022] The calculated oxygen amount is determined as the second intake air flow rate.

[0023] Optionally, after dynamically adjusting the fuel injection amount according to the excess intake coefficient, the method further includes:

[0024] Obtaining a control signal of an exhaust valve, and determining whether combustion in the cylinder is about to end according to the control signal;

[0025] If so, the hydrogen injection amount is quantitatively increased.

[0026] Optionally, the quantitatively increasing the hydrogen injection amount comprises:

[0027] Acquiring the operating state of the engine, wherein the operating state includes operating speed and load;

[0028] A hydrogen supplement amount is calculated according to the operating state, and the hydrogen injection amount is increased according to the hydrogen supplement amount.

[0029] Optionally, the excess air intake coefficient is:

[0030] λ=Q0 / Q1,

[0031] Wherein, λ represents the excess intake coefficient, Q0 represents the first intake air flow rate, and Q1 represents the second intake air flow rate.

[0032] A second aspect of the present application provides a control system for reducing nitrous oxide in a hydrogen-ammonia engine, the system comprising:

[0033] An acquisition unit, for acquiring a real-time first intake flow rate and a fuel injection amount of the engine, wherein the fuel injection amount includes an ammonia injection amount and a hydrogen injection amount;

[0034] a first calculation unit, which calculates a second intake air flow rate required for fuel combustion according to the fuel injection amount;

[0035] a second calculation unit, calculating an excess air intake coefficient according to the first intake air flow rate and the second intake air flow rate;

[0036] An adjustment unit dynamically adjusts the fuel injection amount according to the excess intake coefficient.

[0037] A third aspect of the present application provides a control device for reducing nitrous oxide in a hydrogen-ammonia engine, the device comprising:

[0038] Processor, memory, input-output unit, and bus;

[0039] The processor is connected to the memory, the input and output unit, and the bus;

[0040] The memory stores a program, and the processor calls the program to execute the first aspect and any optional method in the first aspect.

[0041] A fourth aspect of the present application provides a computer-readable storage medium, on which a program is stored. When the program is executed on a computer, the program executes the first aspect and any optional method in the first aspect.

[0042] It can be seen from the above technical solutions that this application has the following advantages:

[0043] By acquiring the engine's intake flow and fuel injection amount in real time, accurate data is provided for subsequent control of the combustion reaction. By calculating the excess intake coefficient and dynamically adjusting the ammonia injection amount and hydrogen injection amount according to the excess intake coefficient, the combustion process is controlled, the generation of nitrous oxide is greatly reduced, environmental damage is avoided, and the overall performance of the engine is further improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] In order to more clearly illustrate the technical solution in the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0045] Figure 1 A schematic flow chart of an embodiment of a control method for reducing nitrous oxide in a hydrogen-ammonia engine provided in the present application;

[0046] Figure 2 A schematic flow chart of an embodiment of a process of dynamically adjusting the fuel injection amount by using an excess air intake coefficient in a control method for reducing nitrous oxide in a hydrogen-ammonia engine provided by the present application;

[0047] Figure 3 A schematic flow chart of another embodiment of a control method for reducing nitrous oxide in a hydrogen-ammonia engine provided in the present application;

[0048] Figure 4 A schematic diagram of the structure of an embodiment of a control system for reducing nitrous oxide in a hydrogen-ammonia engine provided by the present application;

[0049] Figure 5 A schematic structural diagram of an embodiment of a control device for reducing nitrous oxide in a hydrogen-ammonia engine provided in the present application. DETAILED DESCRIPTION

[0050] The present application provides a control method, system and device for reducing nitrous oxide in a hydrogen-ammonia engine, which significantly reduces the generation of nitrous oxide and avoids environmental damage. It should be noted that the control method for reducing nitrous oxide in a hydrogen-ammonia engine of the present application is applied to a terminal.

[0051] The hydrogen-ammonia engine is a new type of engine that uses ammonia and hydrogen as fuel. Ammonia has the advantages of high energy density, mature production infrastructure, and flexible transportation methods, while hydrogen has the characteristics of being pollution-free and having high combustion efficiency. In a hydrogen-ammonia engine, a mixed fuel of ammonia and hydrogen is introduced into the combustion chamber. The chemical properties of ammonia are relatively stable, and specific conditions are required to ensure full combustion during combustion. The addition of hydrogen helps to improve this situation. Hydrogen has the characteristics of good flammability, low ignition energy, and fast combustion speed, which can make up for the defects of ammonia's difficulty in burning and low combustion efficiency. During the combustion process of the hydrogen-ammonia engine, the main products are nitrous oxide and water, and almost no carbon dioxide is produced, which is in line with the environmental protection concept of low carbon or even zero carbon. The research and development and application of this engine are expected to promote energy transformation in the fields of transportation, power generation, etc., reduce dependence on traditional fossil fuels, and are innovative technical directions to address climate change and the needs of sustainable energy development.

[0052] See also Figure 1 The present application first provides an embodiment of a control method for reducing nitrous oxide in a hydrogen-ammonia engine, the embodiment comprising:

[0053] S101, obtaining a real-time first intake air flow rate and a fuel injection amount of the engine, where the fuel injection amount includes an ammonia injection amount and a hydrogen injection amount;

[0054] In this embodiment, the real-time first intake air flow and gas injection amount of the engine are obtained by a high-precision sensor installed in the hydrogen-ammonia engine, where the fuel injection amount is the ammonia injection amount and the hydrogen injection amount. To obtain the real-time first intake air flow and gas injection amount of the engine, it is first necessary to convert the collected physical signal into an electrical signal through a high-precision sensor and transmit it to the built-in data acquisition module. In the data acquisition module, the electrical signal is filtered by a filter circuit to remove noise interference in the signal, and then the weak electrical signal is amplified to a suitable amplitude by an amplifier circuit, and then the electrical signal is converted into a digital signal by an analog-to-digital converter. Finally, the data acquisition module transmits the processed digital signal to the engine according to the communication protocol.

[0055] S102, calculating a second intake air flow rate required for fuel combustion by the fuel injection amount;

[0056] In this embodiment, the second intake flow rate required for fuel combustion is calculated by the fuel injection amount. First, the ammonia and hydrogen injected for complete combustion are calculated based on the obtained fuel injection amount, that is, the ammonia injection amount and the hydrogen injection amount. Ammonia requires a certain amount of air to cooperate with it during the combustion process to be completely burned. According to the combustion characteristics of ammonia itself and related combustion theories, and through the obtained ammonia injection amount, the air amount required for complete combustion of these ammonia is calculated. At the same time, according to the combustion characteristics of hydrogen and the obtained hydrogen injection amount, the air amount required for complete combustion of hydrogen is calculated. Finally, the air amount required for complete combustion of ammonia and the air amount required for complete combustion of hydrogen are added to obtain the second intake flow rate required for fuel combustion.

[0057] This embodiment accurately calculates the second intake flow rate required for fuel combustion, providing a basis for subsequent calculations. If the calculated second intake flow rate is biased, it may lead to problems such as incomplete combustion or unnecessary pollutant emissions. For example, if the actual intake flow rate is less than the second intake flow rate, it may cause incomplete fuel combustion, reduce engine efficiency and produce harmful combustion byproducts; if the intake flow rate is much greater than the second intake flow rate, it may cause problems such as airflow turbulence inside the engine, affecting the normal operation of the engine.

[0058] S103, calculating an excess intake coefficient according to the first intake air flow rate and the second intake air flow rate;

[0059] In this embodiment, after obtaining the first intake flow rate and the second intake flow rate, calculation is performed based on the first intake flow rate and the second intake flow rate, and the calculation method is to divide the first intake flow rate by the second intake flow rate to obtain the excess intake coefficient. For example, the first intake flow rate is 100 cubic meters / hour, and the second intake flow rate is 80 cubic meters / hour. The calculation method of obtaining the excess intake coefficient is based on dividing the first intake flow rate by the second intake flow rate. The result is 100÷80=1.25, that is, the excess intake coefficient is 1.25.

[0060] The calculation of the excess air intake coefficient value in this embodiment can intuitively understand the intake state of the engine. If the excess air intake coefficient is too high, it may cause some problems in the combustion process, such as changes in combustion efficiency and increased generation of pollutants such as nitrous oxide; if the excess air intake coefficient is too low, it may indicate insufficient intake, which can easily cause incomplete combustion of the fuel and affect the power output of the engine. Therefore, the calculation of the excess air intake coefficient in this embodiment provides an important basis for subsequent adjustment operations.

[0061] S104, dynamically adjusting the fuel injection amount according to the excess air intake coefficient.

[0062] In this embodiment, the fuel injection amount is dynamically adjusted according to the calculated excess air intake coefficient, wherein the dynamic adjustment is as follows: when the excess air intake coefficient is larger or smaller, the fuel injection amount can be increased or decreased according to the larger or smaller excess air intake coefficient, thereby improving the fuel utilization rate, reducing the output of harmful gases, and thus improving the overall performance of the engine.

[0063] This embodiment obtains the intake flow rate and fuel injection amount of the engine in real time to provide accurate data for the subsequent control of the combustion reaction. The second intake flow rate required for fuel combustion is calculated through the fuel injection amount, which helps to accurately analyze the matching of the second intake flow rate and the fuel combustion demand, thereby providing a basis for controlling the generation of nitrous oxide and optimizing the operation of the engine. By calculating the excess intake coefficient based on the first intake flow rate and the second intake flow rate, a quantitative basis is further provided for subsequent operations, which helps to optimize the engine combustion process, reduce harmful gas emissions and ensure stable power output. By dynamically adjusting the ammonia injection amount and the hydrogen injection amount according to the excess intake coefficient, the combustion process is controlled, the generation of nitrous oxide is greatly reduced, environmental damage is avoided, and the overall performance of the engine is further improved.

[0064] The following is an explanation of the process of dynamically adjusting the fuel injection amount by the excess intake coefficient. Figure 2 , Figure 2 Another embodiment of the control method for reducing nitrous oxide in a hydrogen-ammonia engine provided by the present application comprises:

[0065] S201. determining a nitrous oxide generation coefficient according to the excess air intake coefficient, wherein the nitrous oxide generation coefficient is positively correlated with the excess air intake coefficient;

[0066] In this embodiment, the excess intake coefficient is determined according to the excess intake coefficient. First, the calculated excess intake coefficient needs to be obtained. The nitrous oxide generation coefficient is positively correlated with the excess intake coefficient. When the engine is officially running, the nitrous oxide generation coefficient is obtained by looking up the table from the fitting model in the engine through the excess intake coefficient. The fitting model in the engine is that before the engine is officially running, the engine test will be carried out many times. By adjusting different excess intake coefficients, the generation coefficient of nitrous oxide and the amount of nitrous oxide generated are measured, and then the excess intake coefficient, the generation coefficient of nitrous oxide and the amount of nitrous oxide generated are recorded and then a fitting model is generated and put into the engine, so that when the nitrous oxide generation coefficient needs to be determined each time the engine is running, the nitrous oxide generation coefficient can be directly obtained by looking up the table through the fitting model. The nitrous oxide generation coefficient can quickly and accurately obtain the amount of nitrous oxide generated, which helps to take countermeasures in advance to reduce the emission of nitrous oxide.

[0067] The excess air intake coefficient is:

[0068] λ=Q0 / Q1,

[0069] Wherein, λ represents the excess intake coefficient, Q0 represents the first intake air flow rate, and Q1 represents the second intake air flow rate.

[0070] S202, establishing a correction model for the fuel injection amount based on the nitrous oxide generation coefficient and the bench test parameters;

[0071] In this embodiment, a correction model for the fuel injection amount is established based on the nitrous oxide generation coefficient and the bench test parameters. First, the generation coefficient of nitrous oxide is obtained by looking up the table through the fitting model, and then the nitrous oxide generation amount is obtained through the nitrous oxide generation coefficient. During the bench test, the bench test parameters under different working conditions are recorded. For example, when the nitrous oxide generation coefficient exceeds the limit, the proportion data of reducing ammonia and increasing hydrogen are fitted with the nitrous oxide generation coefficient as a factor and the fuel injection amount as a result, so as to establish a correction model for the fuel injection amount. The fitting method can be a multivariate linear regression or a nonlinear fitting method. The correction model can accurately reflect the relative relationship between the nitrous oxide generation coefficient and the fuel injection amount under different working conditions, and provide a reliable basis for the subsequent engine to accurately control the fuel injection amount in actual operation, which helps to achieve the goal of reducing nitrous oxide emissions.

[0072] S203, determining whether the nitrous oxide generation coefficient exceeds a preset threshold;

[0073] In this embodiment, to determine whether the nitrous oxide generation coefficient exceeds a preset threshold, the nitrous oxide generation coefficient is first obtained, and then the nitrous oxide generation coefficient is determined to be greater than the preset threshold. The preset threshold is set based on engine performance requirements, environmental protection standards and other factors. During engine operation, the nitrous oxide generation coefficient is compared with the preset threshold. For example, the preset threshold is 0.8. If the current nitrous oxide generation coefficient is 0.9, the nitrous oxide generation coefficient exceeds the threshold.

[0074] S204, if yes, obtain the correction coefficient output by the correction model;

[0075] In this embodiment, when it is determined that the nitrous oxide generation coefficient exceeds the preset threshold, the fuel injection amount correction model established based on the nitrous oxide generation coefficient and the bench test parameters will be automatically called to output the correction coefficient, where the correction coefficient can provide an accurate basis for the subsequent correction of the ammonia and hydrogen injection rates, which helps to effectively reduce nitrous oxide emissions.

[0076] S205. Correct the injection rates of ammonia and hydrogen by using the correction coefficient so that the injection amount of hydrogen increases and the injection amount of ammonia decreases.

[0077] In this embodiment, when it is determined that the preset threshold is exceeded, a correction coefficient is obtained, and the injection rates of ammonia and hydrogen are dynamically adjusted according to the correction coefficient, thereby increasing the injection amount of hydrogen and reducing the injection amount of ammonia. In practical applications, correcting the injection rates of ammonia and hydrogen by correction coefficients can ensure that the output of the engine combustion power remains unchanged and does not affect the user's driving of the vehicle.

[0078] This embodiment determines the nitrous oxide generation coefficient according to the excess intake coefficient, and can quickly estimate the generation trend of nitrous oxide according to the excess intake coefficient, providing basic data for the subsequent control of the generation of nitrous oxide. By establishing a correction model of the fuel injection amount based on the nitrous oxide generation coefficient and the bench test parameters, it can accurately reflect the relationship between the nitrous oxide generation coefficient and the fuel injection amount under actual working conditions, provide a basis for accurately controlling the fuel injection amount, and effectively reduce nitrous oxide emissions. By judging whether the nitrous oxide generation coefficient exceeds the preset threshold, it can be timely discovered whether the nitrous oxide generation coefficient is in a dangerous range. By determining that the correction model outputs the correction coefficient after exceeding the preset threshold, it plays a supporting role for the subsequent control of the correction fuel injection amount. By adjusting the injection rate of ammonia and hydrogen, the positive effect of hydrogen on reducing the generation of nitrous oxide is utilized to effectively reduce the generation of nitrous oxide, while maintaining the normal combustion and power output of the engine.

[0079] See also Figure 3 , Figure 3Another embodiment of a method for building an image provided by the present application includes:

[0080] S301, obtaining a real-time first intake air flow rate and a fuel injection amount of the engine, where the fuel injection amount includes an ammonia injection amount and a hydrogen injection amount;

[0081] In this embodiment, step S301 is similar to step S101 in the above embodiment and will not be described again here.

[0082] S302, calculating the amount of oxygen required for fuel combustion according to the fuel injection amount and the combustion chemical reaction equation of ammonia and hydrogen;

[0083] In this embodiment, the amount of oxygen required for fuel combustion is calculated based on the fuel injection amount and the combustion chemical reaction equation of ammonia and hydrogen. First, the amount of ammonia and hydrogen in the current fuel injection amount is obtained, and then the amount of oxygen required for the combustion of ammonia and hydrogen is calculated respectively based on the stoichiometric relationship in the chemical reaction equation.

[0084] Among them, the chemical reaction equation of ammonia combustion is:

[0085] 4NH3+3O2=2N2+6H2O;

[0086] The chemical reaction equation for hydrogen combustion is:

[0087] 2H2+O2=2H2O;

[0088] The amount of oxygen required for the combustion of ammonia and hydrogen calculated by the chemical reaction equation is added together to obtain the amount of oxygen required for the combustion of the fuel.

[0089] S303, determining the calculated oxygen amount as the second intake air flow rate;

[0090] In this embodiment, after the amount of oxygen required for fuel combustion is calculated through the above steps, the amount of oxygen is set as the second intake flow rate. The set second intake flow rate provides data support for the subsequent calculation of the excess intake coefficient.

[0091] S304, calculating an excess intake coefficient according to the first intake air flow rate and the second intake air flow rate;

[0092] S305, dynamically adjusting the fuel injection amount according to the excess air intake coefficient;

[0093] In this embodiment, steps S304 to S305 are similar to steps S103 to S104 of the above embodiment, and are not described again here.

[0094] S306, obtaining a control signal of an exhaust valve, and determining whether combustion in the cylinder is about to end according to the control signal;

[0095] In this embodiment, the exhaust valve control signal is obtained by the engine control system, and the control system can monitor and obtain various control signals related to the exhaust valve in real time, wherein the control signal includes relevant information such as exhaust valve opening time, and the actual exhaust valve control signal obtained is carefully compared with the preset signal characteristics of the end of combustion. If the two are found to match in key parameters during the comparison process, for example, when the preset signal judges that the time point when the exhaust valve is opened coincides with the moment when combustion is about to end, the combustion is about to end. This judgment method can accurately grasp the progress of engine combustion and provide accurate time basis for subsequent operations.

[0096] S307: If yes, obtain the running state of the engine, which includes the running speed and load;

[0097] In this embodiment, when it is determined that the combustion in the engine is about to end, the control system of the engine begins to obtain the operating state of the engine, which includes the operating speed and load parameters. Among them, obtaining the operating speed is achieved by installing a speed sensor on the rotating part of the engine. The speed sensor can accurately measure the number of revolutions per minute of the engine and transmit this data to the control system of the engine; obtaining the engine load parameters is to integrate the data of multiple sensors, such as the intake flow sensor, the throttle position sensor, etc. The control system calculates the engine load parameters based on the data of multiple sensors and the set algorithm. Obtaining the operating speed and load parameters of the engine can provide a key basis for the subsequent accurate control of the injection amount of hydrogen.

[0098] S308, calculating the hydrogen replenishment amount according to the operating state, and increasing the hydrogen injection amount according to the hydrogen replenishment amount;

[0099] In this embodiment, after obtaining the operating state of the engine, which includes the operating speed and load, the hydrogen supplement amount is calculated. This calculation needs to combine multiple factors such as the temperature, pressure, residual gas composition, and nitrous oxide generation in the cylinder at different speeds and loads of the engine. For example, when the engine is at high speed and high load, the temperature and pressure in the cylinder are higher, and the mixing and reaction speed of the gas is faster. At this time, the calculated hydrogen supplement amount is relatively large; while at low speed and low load, the calculated hydrogen supplement amount is relatively small. Finally, according to the calculated hydrogen supplement amount, the hydrogen injection amount is added as needed.

[0100] This embodiment calculates the amount of oxygen required for fuel combustion based on the fuel injection amount and the combustion chemical reaction equation of ammonia and hydrogen, provides support for subsequent calculations, and helps to reasonably arrange the intake amount, ensure the full combustion of the fuel, improve combustion efficiency, and reduce energy losses caused by incomplete combustion. By determining the calculated amount of oxygen as the second intake flow rate, data support is provided for the subsequent calculation of the excess intake coefficient. By obtaining the control signal of the exhaust valve and judging whether the combustion in the cylinder is about to end according to the control signal, the combustion state in the cylinder can be accurately judged, and accurate timing judgment can be provided for the subsequent accurate injection of hydrogen to reduce nitrous oxide emissions, thereby improving the emission reduction effect of nitrous oxide. By obtaining the operating speed and load parameters of the engine, a key basis can be provided for the subsequent accurate control of the injection amount of hydrogen. By calculating the hydrogen replenishment amount according to the operating status and increasing the hydrogen injection amount according to the hydrogen replenishment amount, the reaction efficiency of hydrogen and nitrous oxide can be maximized, thereby effectively reducing the emission of nitrous oxide and realizing environmental protection measures. At the same time, a reasonable hydrogen injection amount will not have a negative impact on the normal combustion and power output of the engine. On the contrary, it can maintain the stable operation of the engine while reducing pollutant emissions. By scientifically calculating the hydrogen replenishment amount, excessive use of hydrogen can be avoided, unnecessary cost expenditure can be reduced, and energy utilization efficiency can be improved.

[0101] The following is a detailed description of the control system for reducing nitrous oxide in a hydrogen-ammonia engine provided by the present application. Figure 4 , Figure 4 Another embodiment of the control system for reducing nitrous oxide in a hydrogen-ammonia engine provided by the present application comprises:

[0102] An acquisition unit 401 is used to acquire a real-time first intake air flow rate and a fuel injection amount of the engine, where the fuel injection amount includes an ammonia injection amount and a hydrogen injection amount;

[0103] A first calculation unit 402 calculates a second intake air flow rate required for fuel combustion according to the fuel injection amount;

[0104] A second calculation unit 403 calculates an excess air intake coefficient according to the first intake air flow rate and the second intake air flow rate;

[0105] The adjustment unit 404 dynamically adjusts the fuel injection amount according to the excess intake coefficient.

[0106] Optionally, the adjusting unit 404 is further configured to:

[0107] The nitrous oxide generation coefficient is determined according to the excess air intake coefficient, and the nitrous oxide generation coefficient is positively correlated with the excess air intake coefficient;

[0108] A correction model for fuel injection quantity is established based on the nitrous oxide generation coefficient and bench test parameters;

[0109] Determining whether the nitrous oxide generation coefficient exceeds a preset threshold;

[0110] If so, the fuel injection amount is dynamically adjusted according to the modified model.

[0111] Optionally, the adjusting unit 404 is further configured to:

[0112] Obtain correction coefficients for correcting model output;

[0113] The injection rates of ammonia and hydrogen are corrected by the correction coefficient so that the injection amount of hydrogen is increased and the injection amount of ammonia is reduced.

[0114] Optionally, the first computing unit 402 is further configured to:

[0115] Calculate the amount of oxygen required for fuel combustion based on the fuel injection amount and the combustion chemical reaction equations of ammonia and hydrogen;

[0116] The calculated oxygen amount is determined as the second intake air flow rate.

[0117] Optionally, a judgment unit 405 is further included, which is specifically used to:

[0118] Obtaining the exhaust valve control signal, and judging whether the combustion in the cylinder is about to end according to the control signal;

[0119] If so, increase the amount of hydrogen injection quantitatively.

[0120] Optionally, the determining unit 405 is further configured to:

[0121] Obtain the operating status of the engine, which includes the operating speed and load;

[0122] The hydrogen replenishment amount is calculated according to the operating status, and the hydrogen injection amount is increased according to the hydrogen replenishment amount.

[0123] Optionally, the excess air intake coefficient is:

[0124] λ=Q0 / Q1,

[0125] Wherein, λ represents the excess intake coefficient, Q0 represents the first intake air flow rate, and Q1 represents the second intake air flow rate.

[0126] This application also provides a control device for reducing nitrous oxide in a hydrogen-ammonia engine. Figure 5 , Figure 5 An embodiment of a control device for reducing nitrous oxide in a hydrogen-ammonia engine provided in the present application, the device comprises:

[0127] Processor 501, memory 502, input and output unit 503, bus 504;

[0128] The processor 501 is connected to the memory 502, the input and output unit 503 and the bus 504;

[0129] The memory 502 stores a program, and the processor 501 calls the program to execute any of the above methods.

[0130] The present application also relates to a computer-readable storage medium on which a program is stored, wherein when the program is run on a computer, the computer is caused to execute any of the above methods.

[0131] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0132] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0133] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0134] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0135] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions to enable a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, read-only memory), random access memory (RAM, random access memory), disk or optical disk and other media that can store program code.

Claims

1. A control method for reducing nitrous oxide in a hydrogen-ammonia engine, characterized in that: The control method comprises: Acquiring a real-time first intake air flow rate and a fuel injection amount of the engine, wherein the fuel injection amount includes an ammonia injection amount and a hydrogen injection amount; The second intake air flow rate required for fuel combustion is calculated by the fuel injection amount; calculating an excess air intake coefficient according to the first intake air flow rate and the second intake air flow rate; The fuel injection amount is dynamically adjusted according to the excess intake coefficient.

2. The control method according to claim 1, characterized in that: The dynamically adjusting the fuel injection amount according to the excess intake coefficient comprises: determining a nitrous oxide generation coefficient according to the excess air intake coefficient, wherein the nitrous oxide generation coefficient is positively correlated with the excess air intake coefficient; Establishing a correction model for the fuel injection amount based on the nitrous oxide generation coefficient and bench test parameters; Determining whether the nitrous oxide generation coefficient exceeds a preset threshold; If so, the fuel injection amount is dynamically adjusted according to the correction model.

3. The control method according to claim 2, characterized in that: The dynamically adjusting the fuel injection amount according to the correction model comprises: Obtaining a correction coefficient output by the correction model; The injection rates of ammonia and hydrogen are corrected by the correction coefficient so that the injection amount of hydrogen is increased and the injection amount of ammonia is reduced.

4. The control method according to any one of claims 1, characterized in that: The step of calculating the second intake air flow rate required for fuel combustion by using the fuel injection amount includes: Calculating the amount of oxygen required for fuel combustion based on the fuel injection amount and the combustion chemical reaction equation of ammonia and hydrogen; The calculated oxygen amount is determined as the second intake air flow rate.

5. The control method according to any one of claims 1, characterized in that: After dynamically adjusting the fuel injection amount according to the excess intake coefficient, the method further includes: Obtaining a control signal of an exhaust valve, and determining whether combustion in the cylinder is about to end according to the control signal; If so, the hydrogen injection amount is quantitatively increased.

6. The control method according to any one of claims 5, characterized in that: The step of quantitatively increasing the hydrogen injection amount comprises: Acquiring the operating state of the engine, wherein the operating state includes operating speed and load; A hydrogen supplement amount is calculated according to the operating state, and the hydrogen injection amount is increased according to the hydrogen supplement amount.

7. The control method according to any one of claims 1 to 6, characterized in that: The excess air intake coefficient is: λ=Q0 / Q1, Wherein, λ represents the excess intake coefficient, Q0 represents the first intake air flow rate, and Q1 represents the second intake air flow rate.

8. A control system for reducing nitrous oxide in a hydrogen-ammonia engine, characterized in that: The control system comprises: An acquisition unit, for acquiring a real-time first intake flow rate and a fuel injection amount of the engine, wherein the fuel injection amount includes an ammonia injection amount and a hydrogen injection amount; a first calculation unit, which calculates a second intake air flow rate required for fuel combustion according to the fuel injection amount; a second calculation unit, calculating an excess air intake coefficient according to the first intake air flow rate and the second intake air flow rate; An adjustment unit dynamically adjusts the fuel injection amount according to the excess intake coefficient.

9. A control device for reducing nitrous oxide in a hydrogen-ammonia engine, characterized in that: The control device comprises: Processor, memory, input-output unit, and bus; The processor is connected to the memory, the input and output unit, and the bus; The memory stores a program, and the processor calls the program to execute the method according to any one of claims 1 to 7.

10. A computer-readable storage medium having a program stored thereon, wherein the program, when executed on a computer, performs the method according to any one of claims 1 to 7.

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