Hydrogen-oxygen rotor machine based on active pre-combustion chamber hydrogen direct injection and control method

Abstract

The invention designs a hydrogen-oxygen rotor machine based on hydrogen direct injection of an active pre-combustion chamber and a control method, and particularly relates to a control method for adjusting the combustion mode of the hydrogen-oxygen rotor machine according to the power condition required by the hydrogen-oxygen rotor engine. According to a signal of the rotating speed sensor, the electromagnetic valve is controlled to be opened, the pressure is stabilized to enable the oxyhydrogen rotor machine to run to a stable working condition, then a hydrogen supply strategy is changed according to a manually set power requirement signal and an output signal of the oxygen flow sensor, and therefore the internal combustion mode is controlled. A low-temperature starting strategy is designed for application of the oxyhydrogen rotor machine in aerospace crafts, different power selections are provided, and the fuel utilization rate is increased.

Description

Technical Field

[0001] The present invention designs a hydrogen-oxygen rotor engine and a control method based on active pre-combustion chamber hydrogen direct injection, and specifically relates to a control method for adjusting the combustion mode of the hydrogen-oxygen rotor engine according to the power conditions required by the hydrogen-oxygen rotor engine, and belongs to the field of internal combustion engines. Technical Background

[0002] Hydrogen energy is a secondary energy source, a clean energy source with huge development potential. Hydrogen internal combustion engines can take advantage of clean and renewable energy, and can also utilize the mature internal combustion engine industrial system that has been established, with the advantage of low cost. Compared with natural gas, gasoline, diesel and other fuels, hydrogen fuel has a wider combustion limit, lower ignition energy, higher combustion speed, less pollutant emissions and a larger diffusion coefficient. The combustion characteristics of hydrogen make the hydrogen internal combustion engine cycle close to the ideal thermodynamic cycle.

[0003] The rotor of the rotor engine is different from the reciprocating piston engine. The rotor of the rotor engine bears the combustion pressure and makes the eccentric shaft output torque. The rotor performs unidirectional rotation. The rotor engine is small in size and light in weight. It does not require a connecting rod or a valve mechanism. It has a simpler structure and a high power density. It does not need to bear excessive inertia force. The torque is more uniform, the rotation is smoother, and the vibration is smaller. Its high power density makes the rotor engine have a good development prospect in the aerospace field. However, its narrow and long combustion chamber structure is not conducive to flame propagation, resulting in poor combustion performance, unsatisfactory combustion efficiency, and easy to produce combustion dead zones.

[0004] As a technology to improve fuel economy and exhaust emissions, the jet diffusion ignition system has gradually attracted the attention of scholars, and some studies have applied it to triangular rotor engines. Compared with spark plug ignition, the pilot flame ignition system has a large ignition energy release, a large flame contact area with the mixture, and a long flame contact time. Therefore, the pilot flame ignition system is expected to provide a powerful and reliable ignition source. At the same time, in view of the dead zone combustion problem of the triangular rotor engine, unlike the premixed mixture combustion, the appropriate adjustment of the jet system can control the fuel in the rotor pit, and there is no fuel in the slit, so the combustion process occurs entirely in the large rotor pit, effectively solving the problem of poor flame propagation and low combustion efficiency. In addition, by controlling the amount of fuel injected before and after ignition, the ratio of stratified combustion and diffusion combustion can be controlled, which provides feasibility for controlling its power and efficiency characteristics.

[0005] Hydrogen-oxygen internal combustion engines that use pure hydrogen as fuel and pure oxygen as oxidant are widely used in the field of aerospace propulsion, and have performed well in manned lunar landings, deep space exploration, and space orbit change missions. Internal combustion engines on the ground mostly use air as the source of oxidant, and the proportion of oxygen in it is much lower than the proportion of oxygen in pure oxygen. Therefore, the combustion process of hydrogen-oxygen internal combustion engines is more intense than hydrogen-air combustion, and will erupt in a high cylinder pressure and temperature in a short period of time. At the same time, unlike the ground environment, the ambient temperature in aerospace missions can be as low as -100°C, and the internal combustion engine needs to be reasonably controlled to meet its rapid start-up requirements.

[0006] Therefore, the present invention designs a hydrogen-oxygen rotor machine and control method based on active pre-combustion chamber hydrogen direct injection. The jet diffusion ignition technology is combined with the hydrogen-oxygen rotor machine, and the appropriate excess oxygen coefficient is set for the starting condition and the working condition, and different in-cylinder combustion processes are organized through the in-cylinder hydrogen injection strategy to meet different power requirements. Summary of the invention

[0007] A hydrogen-oxygen rotor machine and control method based on active pre-combustion chamber hydrogen direct injection, characterized in that the applied device comprises: an oxygen intake pipeline (P1), on which an oxygen tank (1), an oxygen flow sensor (2), an electromagnetic pressure valve (3), an electronic throttle (4), and an intake flame retardant valve (5) are connected in series; a hydrogen supply pipeline (P2), on which a hydrogen tank (6), a hydrogen flow sensor (7), a hydrogen supply flame retardant valve (8), and a hydrogen nozzle (9) are connected in series; a hydrogen-oxygen rotor machine (10), on which a spark plug (11), a hydrogen nozzle (9), and a rotor are externally connected. speed sensor (12), crankshaft position sensor (13); control console (C); ECU (E); ECU (E) receives power requirement signal (a) through wires; ECU (E) receives output signal (b) of speed sensor (12), output signal (c) of oxygen flow sensor (2), output signal (d) of hydrogen flow sensor (7), output signal (e) of crankshaft position sensor (13) through wires; ECU (E) inputs signal (f) to electromagnetic pressure valve (3) and signal (g) to hydrogen nozzle (9) through wires.

[0008] The hydrogen-oxygen rotor machine and control method based on active pre-combustion chamber hydrogen direct injection are characterized by:

[0009] ECU (E) receives the output signal (b) of the speed sensor (12) and obtains the real-time speed n:

[0010] When the speed n=0, the hydrogen-oxygen rotor machine is in a stationary state, and the electromagnetic pressure valve (3) remains closed to prevent gas leakage in the oxygen tank.

[0011] When the speed changes from n=0 to n≠0, the hydrogen-oxygen rotor engine enters a low-temperature starting state, uses supercharged intake to increase intake charge, and the ECU inputs a signal (f) to the electromagnetic pressure valve (3) to control it to open and maintain the intake pressure at 5 bar. The ECU (E) receives the output signal (c) of the oxygen flow sensor (2) and the output signal (d) of the hydrogen flow sensor (7), and calculates the hydrogen mass required for a single cycle according to the speed and the excess oxygen coefficient λ=3. The ECU (E) inputs a signal (g) to the hydrogen nozzle (9) to control its injection amount and control its injection pulse width so that the injection fuel ratio is 80% before the ignition moment and 20% after the ignition moment, thereby increasing the stratified combustion ratio in the cylinder, improving the combustion intensity, and accelerating the starting speed.

[0012] When the speed n reaches the rated speed, the ECU (E) inputs a signal (f) to the electromagnetic pressure valve (3) to control it to maintain the intake pressure at 3 bar. The ECU (E) receives a power requirement signal (a) and controls the hydrogen injection volume and injection pulse width to meet different power requirements:

[0013] When the power requirement is 0<P≤20kW, the ECU (E) receives the output signal (c) of the oxygen flow sensor (2) and the output signal (d) of the hydrogen flow sensor (7), and calculates the hydrogen mass required for a single cycle according to the rotation speed and controls the excess oxygen coefficient λ=10-P / 10. The ECU (E) inputs a signal (g) to the hydrogen nozzle (9) to control its injection amount and control its fuel injection ratio to 20% before the ignition moment and 80% after the ignition moment. The hydrogen injection plays a role of jet ignition, and controls the combustion intensity in the cylinder to be at a lower level.

[0014] When the power requirement is 20<P≤30kW, the ECU (E) receives the output signal (c) of the oxygen flow sensor (2) and the output signal (d) of the hydrogen flow sensor (7), and calculates the hydrogen mass required for a single cycle according to the rotation speed and controls the excess oxygen coefficient λ=14-3*P / 10. The ECU (E) inputs a signal (g) to the hydrogen nozzle (9) to control its injection amount and control its fuel injection ratio to 50% before the ignition moment and 50% after the ignition moment. The ratio of stratified combustion in the cylinder is equal to that of diffusion combustion, and the combustion intensity in the cylinder is controlled to be at a medium level.

[0015] When the power requirement is 30<P≤40kW, the ECU (E) receives the output signal (c) of the oxygen flow sensor (2) and the output signal (d) of the hydrogen flow sensor (7), and calculates the hydrogen mass required for a single cycle according to the rotation speed and controls the excess oxygen coefficient λ=11-2*P / 10. The ECU (E) inputs a signal (g) to the hydrogen nozzle (9) to control its injection amount and controls its fuel injection ratio to 80% before the ignition moment and 20% after the ignition moment. The stratified combustion is dominant in the cylinder, and the combustion intensity in the cylinder is controlled to be at a high level.

[0016] When n≠0 changes to n=0, the hydrogen-oxygen rotor machine is turned off, the ECU (E) inputs a signal () to the electromagnetic pressure valve () to control it to close, and the ECU (E) inputs a signal (g) to the hydrogen nozzle (9) to stop the hydrogen supply;

[0017] Among them, the excess oxygen coefficient BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 Schematic diagram of a hydrogen-oxygen rotor engine based on active pre-combustion chamber hydrogen direct injection;

[0019] In the figure: 1, oxygen tank, P1, oxygen intake pipeline, 2, oxygen flow sensor, 3, electromagnetic pressure valve, 4, electronic throttle, 5, intake flame retardant valve, P2, hydrogen supply pipeline, 6, hydrogen tank, 7, hydrogen flow sensor, 8, hydrogen supply flame retardant valve, 9, hydrogen nozzle, 10, hydrogen and oxygen rotor machine, 11, spark plug, 12, speed sensor, 13, crankshaft position sensor, 14, console (C), 15, electronic control unit ECU (E);

[0020] a. Power requirement signal, b. Rotor speed signal, c. Oxygen flow signal, d. Hydrogen flow signal, e. Crankshaft position signal, f. Electromagnetic pressure control signal, g. Hydrogen injection signal. DETAILED DESCRIPTION

[0021] The present invention will be further described below in conjunction with the accompanying drawings and specific embodiments:

[0022] A hydrogen-oxygen rotor machine and control method based on active pre-combustion chamber hydrogen direct injection, characterized in that the applied device comprises: an oxygen intake pipeline (P1), on which an oxygen tank (1), an oxygen flow sensor (2), an electromagnetic pressure valve (3), an electronic throttle (4), and an intake flame retardant valve (5) are connected in series; a hydrogen supply pipeline (P2), on which a hydrogen tank (6), a hydrogen flow sensor (7), a hydrogen supply flame retardant valve (8), and a hydrogen nozzle (9) are connected in series; a hydrogen-oxygen rotor machine (10), on which a spark plug (11), a hydrogen nozzle (9), and a rotor are externally connected. speed sensor (12), crankshaft position sensor (13); control console (C); ECU (E); ECU (E) receives power requirement signal (a) through wires; ECU (E) receives output signal (b) of speed sensor (12), output signal (c) of oxygen flow sensor (2), output signal (d) of hydrogen flow sensor (7), output signal (e) of crankshaft position sensor (13) through wires; ECU (E) inputs signal (f) to electromagnetic pressure valve (3) and signal (g) to hydrogen nozzle (9) through wires.

[0023] The hydrogen-oxygen rotor machine and control method based on active pre-combustion chamber hydrogen direct injection are characterized by:

[0024] ECU (E) receives the output signal (b) of the speed sensor (12) and obtains the real-time speed n:

[0025] When the speed n=0, the hydrogen-oxygen rotor machine is in a stationary state, and the electromagnetic pressure valve (3) remains closed to prevent gas leakage in the oxygen tank.

[0026] When the speed changes from n=0 to n≠0, the hydrogen-oxygen rotor engine enters a low-temperature starting state, uses supercharged intake to increase intake charge, and the ECU inputs a signal (f) to the electromagnetic pressure valve (3) to control it to open and maintain the intake pressure at 5 bar. The ECU (E) receives the output signal (c) of the oxygen flow sensor (2) and the output signal (d) of the hydrogen flow sensor (7), and calculates the hydrogen mass required for a single cycle according to the speed and the excess oxygen coefficient λ=3. The ECU (E) inputs a signal (g) to the hydrogen nozzle (9) to control its injection amount and control its injection pulse width so that the injection fuel ratio is 80% before the ignition moment and 20% after the ignition moment, thereby increasing the stratified combustion ratio in the cylinder, improving the combustion intensity, and accelerating the starting speed.

[0027] When the speed n reaches the rated speed, the ECU (E) inputs a signal (f) to the electromagnetic pressure valve (3) to control it to maintain the intake pressure at 3 bar. The ECU (E) receives a power requirement signal (a) and controls the hydrogen injection volume and injection pulse width to meet different power requirements:

[0028] When the power requirement is 0<P≤20kW, the ECU (E) receives the output signal (c) of the oxygen flow sensor (2) and the output signal (d) of the hydrogen flow sensor (7), and calculates the hydrogen mass required for a single cycle according to the rotation speed and controls the excess oxygen coefficient λ=10-P / 10. The ECU (E) inputs a signal (g) to the hydrogen nozzle (9) to control its injection amount and control its fuel injection ratio to 20% before the ignition moment and 80% after the ignition moment. The hydrogen injection plays a role of jet ignition, and controls the combustion intensity in the cylinder to be at a lower level.

[0029] When the power requirement is 20<P≤30kW, the ECU (E) receives the output signal (c) of the oxygen flow sensor (2) and the output signal (d) of the hydrogen flow sensor (7), and calculates the hydrogen mass required for a single cycle according to the rotation speed and controls the excess oxygen coefficient λ=14-3*P / 10. The ECU (E) inputs a signal (g) to the hydrogen nozzle (9) to control its injection amount and control its fuel injection ratio to 50% before the ignition moment and 50% after the ignition moment. The ratio of stratified combustion in the cylinder is equal to that of diffusion combustion, and the combustion intensity in the cylinder is controlled to be at a medium level.

[0030] When the power requirement is 30<P≤40kW, the ECU (E) receives the output signal (c) of the oxygen flow sensor (2) and the output signal (d) of the hydrogen flow sensor (7), and calculates the hydrogen mass required for a single cycle according to the rotation speed and controls the excess oxygen coefficient λ=11-2*P / 10. The ECU (E) inputs a signal (g) to the hydrogen nozzle (9) to control its injection amount and controls its fuel injection ratio to 80% before the ignition moment and 20% after the ignition moment. The stratified combustion is dominant in the cylinder, and the combustion intensity in the cylinder is controlled to be at a high level.

[0031] When n≠0 changes to n=0, the hydrogen-oxygen rotor machine is turned off, the ECU (E) inputs a signal () to the electromagnetic pressure valve () to control it to close, and the ECU (E) inputs a signal (g) to the hydrogen nozzle (9) to stop the hydrogen supply;

[0032] Among them, the excess oxygen coefficient

Claims

1. A hydrogen-oxygen rotor machine and control method based on active pre-combustion chamber hydrogen direct injection, characterized in that: The device used comprises: an oxygen intake pipeline (P1), on which an oxygen tank (1), an oxygen flow sensor (2), an electromagnetic pressure valve (3), an electronic throttle valve (4), and an intake flame retardant valve (5) are connected in series; a hydrogen supply pipeline (P2), on which a hydrogen tank (6), a hydrogen flow sensor (7), a hydrogen supply flame retardant valve (8), and a hydrogen nozzle (9) are connected in series; a hydrogen-oxygen rotor machine (10), on which a spark plug (11), a hydrogen nozzle (9), a speed sensor (12), and a crankshaft position sensor (13) are externally connected; a control console (C); and an ECU (E), wherein the ECU (E) receives a power requirement signal (a) through a wire, receives an output signal (b) of the speed sensor (12), an output signal (c) of the oxygen flow sensor (2), an output signal (d) of the hydrogen flow sensor (7), and an output signal (e) of the crankshaft position sensor (13) through a wire, and the ECU (E) inputs a signal (f) to the electromagnetic pressure valve (3) and a signal (g) to the hydrogen nozzle (9) through a wire.

2. The hydrogen-oxygen rotor machine and control method based on active pre-combustion chamber hydrogen direct injection according to claim 1, characterized in that: ECU (E) receives the output signal (b) of the speed sensor (12) and obtains the real-time speed n: When the speed n=0, the hydrogen-oxygen rotor machine is in a stationary state, and the electromagnetic pressure valve (3) remains closed to prevent gas leakage in the oxygen tank; When the speed changes from n=0 to n≠0, the hydrogen-oxygen rotor engine enters a low-temperature starting state, uses supercharged intake to increase intake charge, and the ECU inputs a signal (f) to the electromagnetic pressure valve (3) to control it to open and maintain the intake pressure at 5 bar. The ECU (E) receives the output signal (c) of the oxygen flow sensor (2) and the output signal (d) of the hydrogen flow sensor (7), and calculates the hydrogen mass required for a single cycle according to the speed and the excess oxygen coefficient λ=3. The ECU (E) inputs a signal (g) to the hydrogen nozzle (9) to control its injection amount and control its injection pulse width so that the injection fuel ratio is 80% before the ignition moment and 20% after the ignition moment, thereby increasing the stratified combustion ratio in the cylinder, improving the combustion intensity, and accelerating the starting speed. When the speed n reaches the rated speed, the ECU (E) inputs a signal (f) to the electromagnetic pressure valve (3) to control it to maintain the intake pressure at 3 bar. The ECU (E) receives a power requirement signal (a) and controls the hydrogen injection volume and injection pulse width to meet different power requirements: When the power requirement is 0<P≤20kW, the ECU (E) receives the output signal (c) of the oxygen flow sensor (2) and the output signal (d) of the hydrogen flow sensor (7), and calculates the hydrogen mass required for a single cycle according to the rotation speed and controls the excess oxygen coefficient λ=10-P / 10. The ECU (E) inputs a signal (g) to the hydrogen nozzle (9) to control its injection amount and control its fuel injection ratio to 20% before the ignition moment and 80% after the ignition moment. The hydrogen injection plays a role of jet ignition, and controls the combustion intensity in the cylinder to be at a lower level. When the power requirement is 20<P≤30kW, the ECU (E) receives the output signal (c) of the oxygen flow sensor (2) and the output signal (d) of the hydrogen flow sensor (7), and calculates the hydrogen mass required for a single cycle according to the rotation speed and controls the excess oxygen coefficient λ=14-3*P / 10. The ECU (E) inputs a signal (g) to the hydrogen nozzle (9) to control its injection amount and control its fuel injection ratio to 50% before the ignition moment and 50% after the ignition moment. The ratio of stratified combustion in the cylinder is equal to that of diffusion combustion, and the combustion intensity in the cylinder is controlled to be at a medium level. When the power requirement is 30<P≤40kW, the ECU (E) receives the output signal (c) of the oxygen flow sensor (2) and the output signal (d) of the hydrogen flow sensor (7), and controls the excess oxygen coefficient λ=11-2*P / 10 according to the rotation speed, calculates the hydrogen mass required for a single cycle, and the ECU (E) inputs a signal (g) to the hydrogen nozzle (9) to control its injection amount, and controls its fuel injection ratio to 80% before the ignition moment and 20% after the ignition moment, and controls the stratified combustion in the cylinder to be dominant, and controls the combustion intensity in the cylinder to be at a high level; When n≠0 changes to n=0, the hydrogen-oxygen rotor machine is turned off, the ECU (E) inputs a signal () to the electromagnetic pressure valve () to control it to close, and the ECU (E) inputs a signal (g) to the hydrogen nozzle (9) to stop the hydrogen supply; Among them, the excess oxygen coefficient

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