Composite hydrogen injection method, system and device for air inlet channel of hydrogen-fired engine

Abstract

The invention discloses a hydrogen combustion engine air inlet composite hydrogen injection method, a related device and a computer storage medium, and is used for an air inlet composite hydrogen injection structure which comprises a plurality of air cylinders and air inlet manifolds and nozzle units arranged on the air cylinders, and each air cylinder comprises a cylinder body, an air cylinder cover, an air inlet valve and a piston; a closed space formed by the piston, the cylinder body and the cylinder cover is a combustion chamber, one end of the intake manifold is connected with the intake valve, the nozzle unit comprises a first intake duct nozzle and a second intake duct nozzle, the first intake duct nozzle and the second intake duct nozzle are connected with the intake manifold, the first intake duct nozzle is arranged between the intake valve and the second intake duct nozzle, and the second intake duct nozzle is arranged between the intake valve and the cylinder cover. The flow of the first air inlet channel nozzle is smaller than that of the second air inlet channel nozzle; the method comprises the steps that when the hydrogen-fired engine is started, the operation working condition of the hydrogen-fired engine is obtained; and the first air inlet channel nozzle and / or the second air inlet channel nozzle are / is started according to the operation working condition.

Description

Technical Field

[0001] The present application relates to the field of engine technology, and in particular to a method, system and device for composite hydrogen injection in an intake duct of a hydrogen-fired engine. Background Art

[0002] With the global demand for clean energy and the increase in environmental awareness, hydrogen engines are increasingly attracting widespread attention from all walks of life. In order to reduce dependence on traditional fuels, hydrogen production technology continues to develop, making the fuel supply of hydrogen engines stable and diverse, and its sources include water electrolysis, fossil fuel reforming, and biomass hydrogen production. The working principle of a hydrogen engine is to mix hydrogen and air to burn, converting the energy generated by combustion into mechanical energy. Its combustion products are mostly water, and there is very little pollution to the environment. In the fields of automobiles, aerospace, and industry, with the growth of sustainable development needs, the application scope of hydrogen engines continues to expand, and against the backdrop of accelerated global energy transformation, hydrogen engines will occupy an important position in the future energy landscape.

[0003] In the prior art, an intake nozzle is usually provided on the intake manifold of each cylinder of a hydrogen-fired engine. When the intake nozzle is enabled, hydrogen is sprayed toward the intake valve so that the hydrogen and air are fully mixed before combustion, thereby avoiding problems such as incomplete combustion and unstable power output due to uneven mixing, and improving the combustion efficiency and overall performance of the hydrogen-fired engine.

[0004] However, the prior art only provides one intake nozzle on the intake manifold, and the hydrogen supply pressure needs to be adjusted in real time according to the working conditions. For this purpose, an additional set of electronically controlled hydrogen supply pressure regulating device is required. The pressure regulating strategy of the device is complex, which can easily lead to a lag in the pressure regulating response. Summary of the invention

[0005] The present application provides a method, system and related device for composite hydrogen injection in the intake duct of a hydrogen combustion engine, which are used to avoid the delay in pressure regulation response caused by adding an external electronically controlled hydrogen supply and pressure regulation device.

[0006] The first aspect of the present application provides a method for composite hydrogen injection in an intake port of a hydrogen combustion engine, comprising: the method is applied to a composite hydrogen injection structure in an intake port, the composite hydrogen injection structure in the intake port comprising:

[0007] A plurality of cylinders and an intake manifold and a nozzle unit arranged on each cylinder, wherein the cylinder comprises a cylinder body, a cylinder head, an intake valve and a piston, wherein the enclosed space formed by the piston, the cylinder body and the cylinder head is a combustion chamber, one end of the intake manifold is connected to the intake valve, and the nozzle unit comprises a first intake nozzle and a second intake nozzle, wherein the first intake nozzle and the second intake nozzle are connected to the intake manifold, the first intake nozzle is arranged between the intake valve and the second intake nozzle, and the flow rate of the first intake nozzle is smaller than the flow rate of the second intake nozzle;

[0008] The method comprises:

[0009] When the hydrogen-fired engine is started, obtaining the operating condition of the hydrogen-fired engine;

[0010] The first intake duct nozzle and / or the second intake duct nozzle are activated according to the operating condition.

[0011] Optionally, starting the first intake nozzle and / or the second intake nozzle according to the operating condition includes:

[0012] Determining whether the hydrogen-fired engine is started according to the operating conditions;

[0013] If yes, starting the first air intake nozzle;

[0014] If not, the engine load is obtained according to the operating condition, and the first intake nozzle and / or the second intake nozzle is started according to the engine load.

[0015] Optionally, starting the first intake nozzle and / or the second intake nozzle according to the engine load includes:

[0016] Determining whether the engine load satisfies an idle condition;

[0017] If yes, maintaining the spraying state of the first inlet nozzle;

[0018] If not, the required hydrogen flow rate is determined according to the engine load, and the first intake nozzle and / or the second intake nozzle are activated according to the required hydrogen flow rate.

[0019] Optionally, determining the required hydrogen flow rate according to the engine load, and starting the first intake nozzle and / or the second intake nozzle according to the required hydrogen flow rate includes:

[0020] determining a hydrogen demand flow rate according to the engine load, and judging whether the hydrogen demand flow rate is greater than a first threshold;

[0021] If the required hydrogen flow rate is less than the first threshold, maintaining the injection state of the first intake nozzle;

[0022] If the required hydrogen flow rate is greater than the first threshold, the first intake nozzle is closed and the second intake nozzle is started.

[0023] Optionally, after closing the first intake duct nozzle and starting the second intake duct nozzle, the method further includes:

[0024] Determining whether the hydrogen demand flow rate is greater than a second threshold;

[0025] If the required hydrogen flow rate is less than the second threshold, maintaining the injection state of the second intake nozzle;

[0026] If the required hydrogen flow rate is greater than the second threshold, the injection state of the second intake nozzle is maintained and the first intake nozzle is started.

[0027] Optionally, starting the first air inlet nozzle includes:

[0028] Starting the first intake duct nozzle to spray the intake manifold and the intake valve;

[0029] The starting of the second air inlet nozzle comprises:

[0030] The second intake port nozzle is activated to spray the intake manifold and the intake valve.

[0031] Optionally, the ratio of the injection flow rate of the first inlet duct nozzle to the second inlet duct nozzle is 1:1 to 1:10.

[0032] The second aspect of the present application provides a hydrogen combustion engine intake composite hydrogen injection system, the system is applied to an intake composite hydrogen injection structure, the intake composite hydrogen injection structure comprises:

[0033] A plurality of cylinders and an intake manifold and a nozzle unit arranged on each cylinder, wherein the cylinder comprises a cylinder body, a cylinder head, an intake valve and a piston, wherein the enclosed space formed by the piston, the cylinder body and the cylinder head is a combustion chamber, one end of the intake manifold is connected to the intake valve, and the nozzle unit comprises a first intake nozzle and a second intake nozzle, wherein the first intake nozzle and the second intake nozzle are connected to the intake manifold, the first intake nozzle is arranged between the intake valve and the second intake nozzle, and the flow rate of the first intake nozzle is smaller than the flow rate of the second intake nozzle;

[0034] The method comprises:

[0035] an acquisition unit, which acquires the operating condition of the hydrogen-fired engine when the hydrogen-fired engine is started;

[0036] A first starting unit starts the first intake duct nozzle and / or the second intake duct nozzle according to the operating condition.

[0037] The third aspect of the present application provides a composite hydrogen injection device for an intake port of a hydrogen combustion 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 scheme that the present application has the following advantages: by connecting both the first intake duct nozzle and the second intake duct nozzle to the intake manifold, it is helpful to improve the uniformity of mixing of hydrogen and air in the intake manifold, avoid the situation where the local hydrogen concentration is too high or too low, and further improve the performance of the hydrogen combustion engine; by starting the first intake duct nozzle and / or the second intake duct nozzle according to the operating conditions, it is possible to achieve the need to adjust the hydrogen supply pressure in real time according to the operating conditions, thereby eliminating the need to add an additional set of electronically controlled hydrogen supply pressure regulating devices, avoiding the problem of delayed pressure regulation responsiveness due to the complexity of the pressure regulation strategy of the electronically controlled hydrogen supply pressure regulating device, and helping to improve the stability and reliability of the hydrogen combustion engine system and reduce the complexity of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] 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.

[0044] Figure 1 A schematic flow chart of an embodiment of a method for composite hydrogen injection in an intake port of a hydrogen-fired engine provided in the present application;

[0045] Figure 2A schematic structural diagram of an embodiment of an intake port composite hydrogen injection structure in a hydrogen combustion engine intake port composite hydrogen injection method provided in the application;

[0046] Figure 3 A schematic flow chart of another embodiment of the method for composite hydrogen injection in the intake port of a hydrogen-fired engine provided by the present application;

[0047] Figure 4 A schematic diagram of the structure of an embodiment of a composite hydrogen injection system for an intake port of a hydrogen combustion engine provided by the present application;

[0048] Figure 5 This is a schematic structural diagram of an embodiment of a composite hydrogen injection device for an intake port of a hydrogen combustion engine provided in the present application. DETAILED DESCRIPTION

[0049] The present application provides a method, system and device for composite hydrogen injection in an intake port of a hydrogen combustion engine, which are used to avoid pressure regulation responsiveness lag.

[0050] A hydrogen-fired engine is a new type of engine that uses hydrogen as fuel, in which hydrogen releases energy through combustion in the engine, thereby driving mechanical operation. Traditional fuel engines rely on gasoline or diesel refined from petroleum, while hydrogen-fired engines use hydrogen, which has a wide range of sources and can be produced through green methods such as water electrolysis. In terms of environmental protection, traditional fuel engines will produce a large amount of pollutants such as carbon dioxide and nitrogen oxides, while the main product of hydrogen-fired engines after combustion is water, which is more environmentally friendly and almost achieves zero carbon emissions, which makes hydrogen-fired engines have huge development potential.

[0051] It should be noted that the composite hydrogen injection method for the hydrogen combustion engine intake port of the present application is applied to the composite hydrogen injection structure of the intake port, wherein the composite hydrogen injection structure of the intake port is specifically referred to in Figure 2 , Figure 2 A schematic diagram of an intake manifold composite hydrogen injection structure provided in the specification of the present application, the intake manifold composite hydrogen injection structure comprising: a plurality of cylinders and an intake manifold 205 and a nozzle unit arranged on each cylinder, the cylinder comprising a cylinder block, a cylinder head 204, an intake valve 203 and a piston 207, the enclosed space formed by the piston 207, the cylinder block and the cylinder head 204 is a combustion chamber 206, one end of the intake manifold 205 is connected to the intake valve 207, the nozzle unit comprises a first intake manifold nozzle 201 and a second intake manifold nozzle 202, the first intake manifold nozzle 201 and the second intake manifold nozzle 202 are connected to the intake manifold 205, the first intake manifold nozzle 201 is arranged between the intake valve 207 and the second intake manifold nozzle 202, and the flow rate of the first intake manifold nozzle 201 is less than the flow rate of the second intake manifold nozzle 202.

[0052] See also Figure 1The present application first provides an embodiment of a method for composite hydrogen injection in an intake port of a hydrogen combustion engine, the embodiment comprising:

[0053] S101, when the hydrogen-fired engine is started, obtaining the operating condition of the hydrogen-fired engine;

[0054] In this embodiment, when the hydrogen-fired engine is started, the operating conditions of the hydrogen-fired engine are first obtained through sensors installed on the hydrogen-fired engine, such as temperature sensors, speed sensors, pressure sensors, etc. After these sensors obtain the initial data of the operating conditions such as the engine startup temperature, speed, and intake pressure, they are transmitted to the control unit of the hydrogen-fired engine, and the control unit analyzes and processes the initial data of the operating conditions to determine the current operating condition of the engine, such as cold start, hot start, etc.

[0055] S102: Start the first intake duct nozzle and / or the second intake duct nozzle according to the operating conditions.

[0056] The first intake duct nozzle and the second intake duct nozzle are both intake duct nozzles. The intake duct nozzle is an intake duct nozzle device for injecting fuel into the engine intake duct. Usually, the device is installed near the intake manifold and can inject hydrogen into the intake duct at a certain pressure, angle and flow rate, which helps to optimize the mixture during the intake process. During the engine intake stroke, air is sucked into the intake duct, and the intake duct nozzle simultaneously injects hydrogen into it, so that the hydrogen and air begin to mix before entering the cylinder, which helps to improve the uniformity of the mixing of hydrogen and air, thereby improving combustion efficiency. In this embodiment, the flow rate of the first intake duct nozzle is less than the flow rate of the second intake duct nozzle, and the injection flow rate ratio of the first intake duct nozzle and the second intake duct nozzle is 1:1 to 1:10.

[0057] In this embodiment, after the operating condition of the hydrogen-fired engine is obtained by the sensor on the hydrogen-fired engine, the control unit will make a decision based on the obtained operating condition data, such as analyzing whether the engine is in a low-load condition. If it is determined to be in a low-load condition, only the first intake duct nozzle is started to maintain stable combustion with a lower hydrogen flow supply; if the engine is in a high-load condition, the second intake duct nozzle is started according to the actual condition, or the first intake duct nozzle and the second intake duct nozzle are started at the same time to increase the hydrogen supply to meet the power demand, and the control unit will accurately control the nozzle opening time, injection frequency, etc. according to the specific needs under different working conditions.

[0058] This embodiment obtains the operating conditions when the hydrogen-fired engine is started, which provides a key basis for the subsequent reasonable control of hydrogen injection, helps to optimize the supply of hydrogen, improve combustion efficiency, reduce energy waste and incomplete combustion during startup, thereby reducing harmful gas emissions, and can also extend the service life of the engine and improve the stability and reliability of engine startup. By starting the first intake nozzle and / or the second intake nozzle according to the operating conditions, it is possible to achieve the need to adjust the hydrogen supply pressure in real time according to the operating conditions, thereby eliminating the need to add an additional set of electronically controlled hydrogen supply pressure regulating devices, avoiding the problem of delayed pressure regulation responsiveness due to the complexity of the pressure regulation strategy of the electronically controlled hydrogen supply pressure regulating device, and helping to improve the stability and reliability of the hydrogen-fired engine system and reduce the complexity of the system.

[0059] See also Figure 3 , Figure 3 Another embodiment of a method for composite hydrogen injection in an intake port of a hydrogen combustion engine provided by the present application includes:

[0060] S301, when the hydrogen-fired engine is started, obtaining the operating condition of the hydrogen-fired engine;

[0061] In this embodiment, step S301 is similar to step S101 in the above embodiment and will not be described again here.

[0062] S302, judging whether the hydrogen-fired engine is started according to the operating conditions;

[0063] In this embodiment, after obtaining the operating conditions, the engine control unit will compare these operating condition data with the preset start-up judgment criteria, for example, comparing the detected speed, temperature and other data with the minimum speed and suitable temperature range required for normal start-up. If these data are within the start-up judgment criteria, the engine is judged to be started; if any data does not meet the criteria, the engine is judged not to be started. Determining whether the hydrogen-fired engine is started by the operating conditions can avoid unnecessary operations when the engine is not actually started, and prevent the accidental injection of hydrogen. If so, step 303 is executed; if not, the engine load is obtained according to the operating conditions, and an intake nozzle and / or a second intake nozzle is started according to the engine load, that is, step 304 is executed.

[0064] S303, starting the first intake duct nozzle to spray the intake manifold and the intake valve;

[0065] In this embodiment, when it is determined that the engine is in the starting state, the engine control unit will send a starting instruction to the first intake duct nozzle. After receiving the instruction, the first intake duct nozzle will open its internal solenoid valve, and the hydrogen in the high-pressure hydrogen storage device will be injected into the intake manifold and the intake valve through the first intake duct nozzle under the action of pressure. At the same time, the engine control unit will control the opening time and injection frequency of the first intake duct nozzle according to pre-set parameters such as the hydrogen injection amount at startup.

[0066] S304, determining whether the engine load satisfies the idle condition;

[0067] Idle condition is an engine working state, in which the engine maintains the lowest stable speed and the external output power is basically zero. In a car, when the vehicle is stopped but the engine is still running, such as when waiting for a red light or stopping for a short time without turning off the engine, the engine is in idle condition. At this time, the engine only needs to overcome its own internal friction and the energy required for the operation of equipment such as water pumps and generators. The idle speed is usually within a specific range, which may vary for different types of engines, generally around 600-1000 rpm. Under this condition, the engine's hydrogen consumption is low, but if the idle time is too long or the idle condition is not well controlled, it will cause energy waste.

[0068] In this embodiment, the engine control unit first obtains various operating parameters of the engine, such as speed, intake volume, throttle opening, etc., and then compares these data with the preset standard parameters of the idle condition. For example, if the engine speed is in a specific low speed range of 700-900 rpm, the intake volume is also in a lower numerical range corresponding to the idle condition, and the throttle opening is close to the minimum state, it is determined whether the engine load meets the idle condition based on these parameters. If yes, step 305 is executed. If not, the hydrogen demand flow rate is determined according to the engine load, and the first intake nozzle and / or the second intake nozzle are started according to the hydrogen demand flow rate, that is, step 306 is executed.

[0069] S305, maintaining the spraying state of the first air inlet nozzle;

[0070] In this embodiment, when it is determined that the engine load meets the idle condition, the engine control unit will send an instruction to maintain the existing injection state of the first intake duct nozzle, and the first intake duct nozzle will continue to inject hydrogen according to previously set parameters such as injection frequency, injection duration and injection amount, among which the solenoid valve and other control components inside the first intake duct nozzle will continue to maintain the current working state to stably inject hydrogen into the intake manifold and intake valve.

[0071] It should be noted that, in the process of maintaining the injection state of the first intake duct nozzle, it is necessary to continue to execute step S304 to continuously determine whether the engine load meets the idle condition. Once the engine load does not meet the idle condition, it is necessary to execute step S306 to further start the first intake duct nozzle and / or the second intake duct nozzle according to the hydrogen demand flow rate.

[0072] S306, determining a hydrogen demand flow rate according to the engine load, and judging whether the hydrogen demand flow rate is greater than a first threshold;

[0073] In this embodiment, the engine control unit will collect relevant data of engine operation from multiple sensors. After obtaining these data, the hydrogen demand flow rate will be calculated. For example, if the engine speed is high and the intake volume is large, it means that the engine is in a high-load working state. At this time, more hydrogen is needed to maintain efficient combustion. The calculated hydrogen demand flow rate will increase accordingly. Then the engine control unit compares the calculated hydrogen demand flow rate with a pre-set first threshold value. The first threshold value is determined during the engine development and debugging process. It takes into account the hydrogen supply demand, combustion efficiency, and exhaust emissions of the engine under different working conditions. For example, for a hydrogen-burning engine, the first threshold value may be set to a hydrogen flow rate of 5 cubic meters per hour, which is an important boundary for distinguishing high and low hydrogen demand. If the hydrogen demand flow rate is less than the first threshold value, step 307 is executed. If the hydrogen demand flow rate is greater than the first threshold value, step 308 is executed.

[0074] S307, the required hydrogen flow rate is less than the first threshold value, and the injection state of the first intake nozzle is maintained;

[0075] In this embodiment, when it is determined that the hydrogen demand flow rate is less than the first threshold value, the engine control unit starts to execute the operation of maintaining the injection state of the first intake nozzle, wherein the engine control unit first checks the current working parameters of the first intake nozzle, which include but are not limited to the injection frequency, injection duration and injection amount, etc. For example, the current injection frequency of the first intake nozzle may be 15 times per second, the injection duration is 15 milliseconds each time, and the injection amount is 0.2 liters of hydrogen per injection. The engine control unit sends a specific control instruction to the first intake nozzle, which will be received by the controller inside the first intake nozzle, and the controller will maintain the current injection frequency, injection duration and injection amount unchanged. For example, other working conditions of the engine may undergo some minor changes, but as long as the hydrogen demand flow rate is still less than the first threshold value, the first intake nozzle will continue to inject hydrogen to the intake manifold and the intake valve according to the injection frequency of 15 times per second, the injection duration of 15 milliseconds each time, and the injection amount of 0.2 liters of hydrogen per injection.

[0076] S308, the required hydrogen flow rate is greater than the first threshold, the first intake nozzle is closed and the second intake nozzle is started to spray the intake manifold and the intake valve;

[0077] In this embodiment, when it is determined that the hydrogen demand flow rate is greater than the first threshold value, the engine control unit will first send a closing instruction to the first intake nozzle. After receiving the instruction, the controller built into the first intake nozzle will immediately operate the internal solenoid valve to close. After the first intake nozzle is closed, the engine control unit will send a start instruction to the second intake nozzle. After receiving the instruction, the solenoid valve inside the second intake nozzle will open, so that hydrogen can be injected into the intake manifold and the intake valve through the second intake nozzle. In this process, the working parameters of the second intake nozzle, such as injection frequency, injection duration and injection amount, will be initialized according to a pre-set program. For example, the second intake nozzle may inject hydrogen into the intake manifold and the intake valve at an injection frequency of 8 times per second, an injection duration of 10 milliseconds each time, and an injection amount of 0.3 liters of hydrogen per injection.

[0078] S309, determining whether the hydrogen demand flow rate is greater than a second threshold;

[0079] In this embodiment, when the hydrogen demand flow rate is greater than the first threshold and the second intake nozzle has started to spray, the engine control unit will perform an operation of comparing the current hydrogen demand flow rate with the second threshold, wherein the engine control unit will first reacquire the precise value of the hydrogen demand flow rate, and after the intake nozzle is started to spray, the engine control unit will continuously update this value to reflect the real-time hydrogen demand of the engine, and then the engine control unit will read the pre-set second threshold value from its internal storage unit, which is set based on the performance, combustion efficiency, exhaust emissions and hydrogen supply system capacity of the engine under higher hydrogen demand conditions. The engine control unit compares the acquired real-time value of the hydrogen demand flow rate with the second threshold value, and determines the subsequent hydrogen injection strategy adjustment according to the comparison result, for example, if the hydrogen demand flow rate is 5 cubic meters per hour and the second threshold value is 8 cubic meters per hour, then the hydrogen demand flow rate is less than the second threshold value; if the hydrogen demand flow rate is 10 cubic meters per hour, then the hydrogen demand flow rate is greater than the second threshold value. If the required hydrogen flow rate is less than the second threshold, step 310 is executed; if the required hydrogen flow rate is greater than the first threshold, step 311 is executed.

[0080] S310, the required hydrogen flow rate is less than the second threshold value, and the injection state of the second intake nozzle is maintained;

[0081] In this embodiment, when it is determined that the hydrogen demand flow is less than the second threshold value, the engine control unit will perform an operation to maintain the current working state of the second intake nozzle, wherein the engine control unit will first send a maintenance instruction to the second intake nozzle, and the instruction will be received by the controller built into the second intake nozzle. After receiving the maintenance instruction, the controller will ensure that the various working parts of the second intake nozzle maintain the current state, for example, the solenoid valve inside the second intake nozzle will maintain the current opening degree, so as to maintain the injection frequency of 6 times per second, the injection duration of 10 milliseconds each time, and the injection amount of 0.3 liters of hydrogen per injection to inject hydrogen into the intake manifold and the intake valve. In this process, the engine control unit will continuously monitor the operating state of the engine and the hydrogen demand flow. Even if there are some minor changes in the working conditions of the engine, as long as the hydrogen demand flow is still less than the second threshold value, the engine control unit will not adjust the working state of the second intake nozzle.

[0082] S311: The required hydrogen flow rate is greater than the second threshold value, the injection state of the second intake nozzle is maintained and the first intake nozzle is started.

[0083] In this embodiment, when it is determined that the hydrogen demand flow rate is greater than the second threshold value, the engine control unit will confirm the current working status of the second intake duct nozzle and keep it unchanged, and then send a start command to the first intake duct nozzle. After receiving the command, the built-in controller of the first intake duct nozzle will open the internal solenoid valve to allow hydrogen to be injected into the intake manifold and the intake valve through the first intake duct nozzle, so that both the intake duct nozzle and the direct injection nozzle are in working condition.

[0084] This embodiment determines whether the hydrogen-fired engine is started according to the operating conditions, which not only provides basic data for subsequent operations, but also helps to optimize the engine's starting process, improve the starting efficiency, and reduce the waste of hydrogen during starting. At the same time, it can also ensure the stability of the engine during the starting phase and reduce the risk of damage to engine components. By determining that the engine is in the starting state, starting the first intake nozzle with a small flow rate helps the engine to quickly enter a stable working state, and does not need to adjust the hydrogen supply pressure in real time according to the working conditions, so there is no need to add an additional set of electronically controlled hydrogen supply pressure regulating devices, avoiding the problem of delayed pressure regulation responsiveness due to the complex pressure regulation strategy of the electronically controlled hydrogen supply pressure regulating device, improving combustion efficiency, and ensuring that the engine can quickly output power after starting, reducing the transition time from starting to normal operation, and optimizing hydrogen consumption, reducing overall energy consumption.

[0085] Furthermore, by judging whether the engine load meets the idle condition, it is helpful to accurately manage energy for the idle condition, avoid unnecessary waste of hydrogen, and maintain stable operation of the engine at idle, reducing engine wear and emissions. By determining that the engine load meets the idle condition, the injection state of the first intake nozzle is maintained, which can ensure stable operation of the engine at idle, avoid unstable phenomena such as engine jitter or flameout, reduce the complexity of control, and also help improve hydrogen utilization efficiency and reduce energy consumption at idle.

[0086] Under non-idling conditions, the present application will also determine the hydrogen demand flow rate according to the engine load, and judge whether the hydrogen demand flow rate is greater than the first threshold value. The hydrogen demand flow rate can be graded and judged, which provides a basis for the subsequent precise control of the hydrogen injection strategy, and helps to reasonably adjust the hydrogen supply mode under different hydrogen demand conditions, improve the hydrogen utilization efficiency, and ensure that the engine can operate stably under different working conditions. By determining that the hydrogen demand flow rate is less than the first threshold value, the injection state of the first intake nozzle is maintained, and the stable operation of the engine can be maintained when the hydrogen demand is low. There is no need to make complex adjustments to the hydrogen injection, which reduces the complexity of the control, and there is no need to add an additional set of electronically controlled hydrogen supply and pressure regulating devices, which avoids the engine operation instability factors that may be caused by frequent adjustments. By determining that the hydrogen demand flow rate is greater than the first threshold value, the first intake nozzle is closed and the second intake nozzle is started to spray the intake manifold and the intake valve, and the hydrogen injection mode can be adjusted in time according to the hydrogen demand flow rate, so as to better optimize the mixing of hydrogen and air, improve combustion efficiency, and reduce hydrogen waste. At the same time, it also helps to adjust the power output of the engine to adapt to different working conditions. By judging whether the hydrogen demand flow rate is greater than the second threshold, it is helpful to more accurately control the hydrogen supply under different hydrogen demand levels, further improve the hydrogen utilization efficiency, and achieve stable operation and good power output. By determining that the hydrogen demand flow rate is less than the second threshold, the injection state of the second intake nozzle is maintained, and hydrogen can be stably provided to the engine when the hydrogen demand is less than the second threshold, avoiding unnecessary adjustments and helping to maintain stable operation of the engine. By determining that the hydrogen demand flow rate is greater than the second threshold, the injection state of the second intake nozzle is maintained and the first intake nozzle is started to spray the intake manifold and the intake valve, which can meet the engine's large demand for hydrogen, improve the hydrogen supply capacity, ensure that the engine has sufficient power output under high load and other working conditions, and optimize the mixing of hydrogen and air to improve combustion efficiency.

[0087] The following is a detailed description of the hydrogen fueled engine intake composite hydrogen injection system provided by the present application. Figure 4 , Figure 4 Another embodiment of the hydrogen combustion engine intake port composite hydrogen injection system provided by the present application is applied to Figure 2 The composite hydrogen injection structure shown in the figure comprises a plurality of cylinders and an intake manifold and a nozzle unit arranged on each cylinder, the cylinder comprises a cylinder body, a cylinder head, an intake valve and a piston, the closed space formed by the piston, the cylinder body and the cylinder head is a combustion chamber, one end of the intake manifold is connected to the intake valve, the nozzle unit comprises a first intake nozzle and a second intake nozzle, the first intake nozzle and the second intake nozzle are connected to the intake manifold, the first intake nozzle is arranged between the intake valve and the second intake nozzle, and the flow rate of the first intake nozzle is smaller than the flow rate of the second intake nozzle;

[0088] The system includes:

[0089] An acquisition unit 401 acquires the operating condition of the hydrogen-fired engine when the hydrogen-fired engine is started;

[0090] The first starting unit 402 starts the first intake nozzle and / or the second intake nozzle according to the operating conditions.

[0091] Optionally, the first starting unit 402 is further used for:

[0092] Determine whether the hydrogen-fired engine is started according to the operating conditions;

[0093] If yes, start the first intake nozzle;

[0094] If not, the engine load is obtained according to the operating conditions, and the first intake nozzle and / or the second intake nozzle are started according to the engine load.

[0095] Optionally, the first starting unit 402 is further used for:

[0096] Determine whether the engine load meets the idle condition;

[0097] If yes, the spray state of the nozzle of the first intake duct is maintained;

[0098] If not, the required hydrogen flow rate is determined according to the engine load, and the first intake port nozzle and / or the second intake port nozzle are activated according to the required hydrogen flow rate.

[0099] Optionally, the first starting unit 402 is further used for:

[0100] Determine the required hydrogen flow rate according to the engine load, and judge whether the required hydrogen flow rate is greater than a first threshold;

[0101] If the required hydrogen flow rate is less than the first threshold, the injection state of the first intake nozzle is maintained;

[0102] If the required hydrogen flow rate is greater than the first threshold, the first intake nozzle is closed and the second intake nozzle is started.

[0103] Optionally, the method further includes a judging unit 403, which is specifically configured to:

[0104] Determining whether the hydrogen demand flow rate is greater than a second threshold;

[0105] If the required hydrogen flow rate is less than the second threshold, the injection state of the second intake nozzle is maintained;

[0106] If the required hydrogen flow rate is greater than the second threshold, the injection state of the second intake nozzle is maintained and the first intake nozzle is started.

[0107] Optionally, starting the first intake nozzle to spray the intake manifold and the intake valve;

[0108] Activating the second inlet nozzle includes:

[0109] The second intake port nozzle is activated to spray the intake manifold and intake valve.

[0110] Optionally, the ratio of the injection flow rate of the first inlet nozzle to that of the second inlet nozzle is 1:1 to 1:10.

[0111] The present application also provides a composite hydrogen injection device for the intake port of a hydrogen combustion engine, see Figure 5 , Figure 5 An embodiment of a composite hydrogen injection device for an intake port of a hydrogen combustion engine provided in the present application comprises:

[0112] Processor 501, memory 502, input and output unit 503, bus 504;

[0113] The processor 501 is connected to the memory 502, the input and output unit 503 and the bus 504;

[0114] The memory 502 stores a program, and the processor 501 calls the program to execute any of the above methods.

[0115] 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.

[0116] 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.

[0117] 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.

[0118] 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.

[0119] 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.

[0120] 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 method for composite hydrogen injection in the intake port of a hydrogen combustion engine, characterized in that: The method is applied to an intake manifold composite hydrogen injection structure, which comprises: a plurality of cylinders, an intake manifold and a nozzle unit arranged on each cylinder, wherein the cylinder comprises a cylinder block, a cylinder head, an intake valve and a piston, wherein a closed space formed by the piston, the cylinder block and the cylinder head is a combustion chamber, one end of the intake manifold is connected to the intake valve, the nozzle unit comprises a first intake manifold nozzle and a second intake manifold nozzle, the first intake manifold nozzle and the second intake manifold nozzle are connected to the intake manifold, the first intake manifold nozzle is arranged between the intake valve and the second intake manifold nozzle, and a flow rate of the first intake manifold nozzle is smaller than a flow rate of the second intake manifold nozzle; The method comprises: When the hydrogen-fired engine is started, obtaining the operating condition of the hydrogen-fired engine; The first intake duct nozzle and / or the second intake duct nozzle are activated according to the operating condition.

2. A method for composite hydrogen injection in the intake port of a hydrogen combustion engine, characterized in that: The starting the first intake nozzle and / or the second intake nozzle according to the operating condition comprises: Determining whether the hydrogen-fired engine is started according to the operating conditions; If yes, starting the first air inlet nozzle; If not, the engine load is obtained according to the operating condition, and the first intake nozzle and / or the second intake nozzle is started according to the engine load.

3. The method according to claim 2, characterized in that The starting the first intake nozzle and / or the second intake nozzle according to the engine load comprises: Determining whether the engine load satisfies an idle condition; If yes, maintaining the spraying state of the first air inlet nozzle; If not, the required hydrogen flow rate is determined according to the engine load, and the first intake nozzle and / or the second intake nozzle are activated according to the required hydrogen flow rate.

4. The method according to claim 3, characterized in that The method of determining the required hydrogen flow rate according to the engine load and starting the first intake nozzle and / or the second intake nozzle according to the required hydrogen flow rate includes: determining a hydrogen demand flow rate according to the engine load, and judging whether the hydrogen demand flow rate is greater than a first threshold; If the required hydrogen flow rate is less than the first threshold, maintaining the injection state of the first intake nozzle; If the required hydrogen flow rate is greater than the first threshold, the first intake nozzle is closed and the second intake nozzle is started.

5. The method according to claim 4, characterized in that After closing the first intake nozzle and starting the second intake nozzle, the method further includes: Determining whether the hydrogen demand flow rate is greater than a second threshold; If the required hydrogen flow rate is less than the second threshold, maintaining the injection state of the second intake nozzle; If the required hydrogen flow rate is greater than the second threshold, the injection state of the second intake nozzle is maintained and the first intake nozzle is started.

6. The method according to any one of claims 1 to 5, characterized in that The starting of the first air inlet nozzle comprises: Starting the first intake duct nozzle to spray the intake manifold and the intake valve; The starting of the second air inlet nozzle comprises: The second intake port nozzle is activated to spray the intake manifold and the intake valve.

7. The method according to any one of claims 1 to 5, characterized in that The ratio of the injection flow rates of the first intake nozzle and the second intake nozzle is 1:1 to 1:

10.

8. A composite hydrogen injection system for the intake port of a hydrogen combustion engine, characterized in that: The system is applied to an intake manifold composite hydrogen injection structure, which includes: a plurality of cylinders, an intake manifold and a nozzle unit arranged on each cylinder, the cylinder including a cylinder body, a cylinder head, an intake valve and a piston, the closed space formed by the piston, the cylinder body and the cylinder head is a combustion chamber, one end of the intake manifold is connected to the intake valve, the nozzle unit includes a first intake manifold nozzle and a second intake manifold nozzle, the first intake manifold nozzle and the second intake manifold nozzle are connected to the intake manifold, the first intake manifold nozzle is arranged between the intake valve and the second intake manifold nozzle, and the flow rate of the first intake manifold nozzle is smaller than the flow rate of the second intake manifold nozzle; The system comprises: an acquisition unit, which acquires the operating condition of the hydrogen-fired engine when the hydrogen-fired engine is started; A first starting unit starts the first intake duct nozzle and / or the second intake duct nozzle according to the operating condition.

9. A composite hydrogen injection device for the intake port of a hydrogen combustion engine, characterized in that: The 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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