Hydrogen rotor machine based on active pre-combustion chamber jet flow diffusion ignition and control method
By adopting active pre-combustion chamber jet diffusion ignition technology and direct hydrogen supply in the cylinder in the hydrogen rotor machine, the problems of leakage and abnormal combustion between the cylinders of the hydrogen rotor machine are solved, the power and efficiency are improved, the risk of knock is reduced, and stable operation is achieved over a wider range.
Patent Information
- Application Number
- CN202411744485.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-11-30
- Publication Date
- 2025-03-11
AI Technical Summary
Due to the leakage between cylinders caused by spark plug holes, the efficiency of the hydrogen rotor machine is reduced, and abnormal combustion problems such as premature combustion and tempering occur. At the same time, due to the low body energy density of hydrogen, the power can only reach half of the traditional fuel, and it is prone to detonation, which limits working conditions.
Active pre-combustion chamber jet diffusion ignition technology is adopted, by setting up a pre-combustion chamber in the cylinder and directly supplying hydrogen in the cylinder, air bleed between cylinders is reduced, layered combustion and diffusion combustion ratios are controlled, and combustion phase is adjusted to achieve efficient combustion.
It effectively solves the problems of inter-cylinder leakage and abnormal combustion, improves the power and efficiency of the hydrogen rotor machine, reduces the risk of knocking, and achieves the ability to operate stably in a wider range.
Smart Images
Figure CN119593865A_ABST
Abstract
Description
Technical Field
[0001] The present invention designs a hydrogen rotor engine based on active pre-combustion chamber jet diffusion ignition and a control method, and specifically relates to a method for directly supplying hydrogen in the cylinder of a hydrogen rotor engine and a structural optimization method, and belongs to the field of internal combustion engines. Background Art
[0002] As a zero-carbon technology route, the hydrogen internal combustion engine uses the currently highly anticipated hydrogen as an alternative fuel to traditional fossil energy. The hydrogen internal combustion engine can be realized while the structure of the internal combustion engine remains basically unchanged. Today, when the transportation industry has become a key carbon emission industry in the world, the hydrogen rotor engine has been proven to be a power device with near-zero carbon emissions and dynamic performance. It is one of the most promising power sources to replace existing power devices. However, due to its own structural problems, the spark plug hole of the rotor engine causes the rotor engine to have serious inter-cylinder leakage problems. Compared with fossil fuels such as gasoline, hydrogen, a small molecule and short quenching distance fuel, will have more serious leakage problems, resulting in reduced efficiency of the hydrogen rotor engine, and even back-inducing inter-cylinder flame leakage, causing abnormal combustion problems such as premature combustion and flashback in the next cylinder. In addition, due to the ultra-low volume energy density of hydrogen, the power of the hydrogen rotor engine can only reach half of that of traditional fuels, and the power per liter is greatly reduced. Finally, due to the use of hydrogen, the hydrogen rotor engine is prone to detonation. The hydrogen rotor engine can only work under lean combustion conditions, further increasing the problem of low power and torque.
[0003] In order to solve the above problems, the present application proposes a hydrogen rotor engine and a control method based on active pre-combustion chamber jet diffusion ignition. By changing the spark plug hole to a pre-combustion chamber and adopting the method of direct hydrogen supply in the cylinder on the pre-combustion chamber, the blowby between cylinders is reduced while solving abnormal combustion problems such as backfire. In addition, the method of direct hydrogen supply in the cylinder can increase the charge of the hydrogen rotor engine to increase its power. The introduced diffusion combustion can use physical means to control the heat release rate and combustion phase, thereby further approaching the stoichiometric combustion conditions while solving the knock problem. The present application is based on the above-mentioned technical means to realize a high-energy hydrogen rotor engine power system. Summary of the invention
[0004] A hydrogen rotor engine and control method based on active pre-combustion chamber jet diffusion ignition, specifically relates to a hydrogen rotor engine cylinder direct supply of hydrogen and a structural optimization method, comprising: an intake duct (1), an intake port (2), an ECU (3), a spark plug (4), a hydrogen nozzle (5), a pre-combustion chamber (6), a temperature and pressure gauge (7), a flame arrester (8), a hydrogen filter (9), a pressure reducing valve (10), a hydrogen tank (11), an exhaust port (12), a speed sensor (13), a rear oxygen sensor (14), and an exhaust duct (15). In addition, the rear oxygen sensor (14) transmits a first signal (A1) to the ECU (3); the ECU (3) transmits a second signal (A2) to the spark plug (4) and a third signal (A3) to the hydrogen nozzle (5); the temperature and pressure gauge (7) transmits a fourth signal (A4) to the ECU (3); and the speed sensor (13) transmits a fifth signal (A5) to the ECU (3).
[0005] The hydrogen rotor machine and control method based on active pre-combustion chamber jet diffusion ignition are characterized by:
[0006] a) This application uses a pre-combustion chamber jet diffusion ignition ignition, through a connecting hole with a radius of 7.5mm, to carry out gas exchange and fuel diffusion and jet flame propagation. Limited by the movement of the rotor, the traditional rotor engine spark plug extends into the cylinder through the spark plug hole. When the rotor radial seal passes through the spark plug hole, the front and rear cylinders are connected, causing the cylinder chamber in the power stroke to enter the flame into the rear cylinder in the intake stroke, thereby causing pre-ignition or more serious backfire problems.
[0007] b) The present application adopts the method of controlling the ratio of stratified combustion and diffusion combustion to control the combustion phase, so as to achieve the control of the maximum thermal efficiency and maximum power of the engine.
[0008] The specific control process is as follows:
[0009] The rotary engine ECU (3) receives a fifth signal (A5) from a rotation speed sensor (13) and a fourth signal (A4) from a temperature sensor (7) to obtain a current rotation speed n and a hydrogen supply temperature and pressure.
[0010] When the speed is 0≤n<1500, it is an idle or low-load condition. In order to ensure startup and idle stability, all the fuel is sprayed out before ignition to form a stratified mixer with a premixed stratified ratio of 100%. According to the current speed signal, the ECU (3) outputs a second signal (A2) and a third signal (A3) to the spark plug (4) and the hydrogen nozzle (5) respectively, so that the stratified combustion accounts for 100%.
[0011] When the rotational speed is 1500 ≤ n < 3500, it is in the medium load or medium-low load condition. To ensure power output and increase the proportion of diffusion combustion, 80% of the fuel is injected before ignition and 20% is injected after ignition. Combustion occurs while diffusing, achieving partial stratified and jet diffusion combustion. The ECU (3) calculates the injection mass based on the current rotational speed signal and the hydrogen temperature T H2 and the pressure signal P H2 , and outputs the second signal (A2) and the third signal (A3) to the spark plug (4) and the hydrogen nozzle (5) respectively, so that the stratification:diffusion = 8:2.
[0012] When the rotational speed is 3500 ≤ n < 3650, it is at the maximum torque / maximum efficiency point of the rated output. To ensure combustion efficiency, 30% of the fuel is injected before ignition and 70% is injected after ignition to control the combustion phase and ensure efficient combustion. The ECU (3) calculates the injection mass based on the current rotational speed signal and the hydrogen temperature T H2 and the pressure signal P H2 , and outputs the second signal (A2) and the third signal (A3) to the spark plug (4) and the hydrogen nozzle (5) respectively, so that the stratification:diffusion = 3:7.
[0013] When the rotational speed is 3650 ≤ n < 7000, it is in the heavy load condition. To ensure power output, 50% of the fuel is injected before ignition and 50% is injected after ignition. The ECU (3) calculates the injection mass based on the current rotational speed signal and the hydrogen temperature T H2 and the pressure signal P H2 , and outputs the second signal (A2) and the third signal (A3) to the spark plug (4) and the hydrogen nozzle (5) respectively, so that the stratification:diffusion = 1:1.
[0014] When the rotational speed is 7000 ≤ n < 8200, it is at the peak power output. To ensure the stability of the peak power output, the pre-mixed stratification ratio is increased, and 70% of the fuel is injected before ignition and 20% is injected after ignition. The ECU (3) calculates the injection mass based on the current rotational speed signal and the hydrogen temperature T H2 and the pressure signal P H2 , and outputs the second signal (A2) and the third signal (A3) to the spark plug (4) and the hydrogen nozzle (5) respectively, so that the stratification:diffusion = 7:3.
[0015] When the rotational speed is 8200 < n, it is in the dangerous rotational speed working condition. To ensure safety, ignition and fuel supply are stopped. The ECU (3) outputs the second (A2) and third signals (A3) to the spark plug (4) and the hydrogen nozzle (5) respectively, so that the hydrogen injection mass m H2 = 0, and the fuel supply is restored after 1 second.
[0016] Fuel injection mass Where, Cd is the flow coefficient (dimensionless), A is the cross-sectional area of the nozzle (m 2 ) H2 is the rail pressure, ρ is the hydrogen density, and the density can be obtained by looking up the temperature and pressure table. The table can be stored in the ECU memory for reference and call.
[0017] c) This application adopts direct supply of hydrogen in the cylinder. The volume calorific value of hydrogen is very low. If the intake duct is used to supply hydrogen, the volume of hydrogen entering the cylinder will be very small, and the engine performance will be reduced. Therefore, the direct supply of hydrogen in the cylinder can increase the filling volume and improve the engine power.
[0018] d) This application uses direct in-cylinder hydrogen supply. Hydrogen has low ignition energy and is easily ignited by hot spots in the cylinder and high-temperature exhaust gas from the previous cylinder, causing backfire. Therefore, direct in-cylinder hydrogen supply can eliminate pre-ignition and backfire problems.
[0019] e) This application adopts the method of adjusting the excess air coefficient according to the engine load to achieve efficient operation.
[0020] The specific control process is as follows:
[0021] The rotary engine ECU (3) receives a fifth signal (A5) from a rotation speed sensor (13) and a first signal (A1) from a temperature sensor (14), and obtains a current rotation speed n and an excess air coefficient λ.
[0022] When the engine is at low load and idling speed, rich combustion is selected to ensure starting and idling speed stability. The ECU (3) inputs a third signal (A3) to the hydrogen nozzle (5) according to the current speed signal and the rear oxygen sensor signal, so that λ=0.9.
[0023] When the engine is at medium load or medium to low load, lean combustion is selected to ensure economy. The ECU (3) outputs a third signal (A3) to the hydrogen nozzle (5) according to the current speed signal and the rear oxygen sensor signal, so that λ=1.8.
[0024] When the engine is at rated output power, lean combustion is selected for maximum thermal efficiency. The ECU (3) outputs a third signal (A3) to the hydrogen nozzle (5) according to the current speed signal and the rear oxygen sensor signal, so that λ=1.43.
[0025] When the engine is at full load and maximum power output, in order to ensure power output and fuel economy, equivalence ratio combustion is selected. The ECU (3) inputs a third signal (A3) to the hydrogen nozzle (5) according to the current speed signal and the rear oxygen sensor signal, so that λ=1. BRIEF DESCRIPTION OF THE DRAWINGS
[0026] Figure 1 .Schematic diagram of the structure and working principle of the present invention;
[0027] Figure 2 . Partial magnified image;
[0028] Figure 1 In the figure: intake duct (1), intake port (2), ECU (3), spark plug (4), hydrogen nozzle (5), pre-combustion chamber (6), temperature and pressure gauge (7), flame arrester (8), hydrogen filter (9), pressure reducing valve (10), hydrogen tank (11), exhaust port (12), speed sensor (13), rear oxygen sensor (14), exhaust duct (15). In addition, the rear oxygen sensor (14) transmits a first signal (A1) to the ECU (3); the ECU (3) transmits a second signal (A2) to the spark plug (4) and a third signal (A3) to the hydrogen nozzle (5); the temperature and pressure gauge (7) transmits a fourth signal (A4) to the ECU (3); and the speed sensor (13) transmits a fifth signal (A5) to the ECU (3). DETAILED DESCRIPTION
[0029] The present invention will be further described below in conjunction with the accompanying drawings and specific embodiments:
[0030] The invention comprises: an intake passage (1), an intake port (2), an ECU (3), a spark plug (4), a hydrogen nozzle (5), a pre-combustion chamber (6), a temperature and pressure gauge (7), a flame arrester (8), a hydrogen filter (9), a pressure reducing valve (10), a hydrogen tank (11), an exhaust port (12), a speed sensor (13), a rear oxygen sensor (14), and an exhaust passage (15). In addition, the rear oxygen sensor (14) transmits a first signal (A1) to the ECU (3); the ECU (3) transmits a second signal (A2) to the spark plug (4) and a third signal (A3) to the hydrogen nozzle (5); the temperature and pressure gauge (7) transmits a fourth signal (A4) to the ECU (3); and the speed sensor (13) transmits a fifth signal (A5) to the ECU (3).
[0031] A hydrogen rotor machine and control method based on active pre-combustion chamber jet diffusion ignition, which includes the following features:
[0032] a) Due to the limitation of rotor movement, the spark plug of the traditional rotor engine extends into the cylinder through the spark plug hole. When the radial seal of the rotor passes through the spark plug hole, the front and rear cylinders are connected, causing the cylinder chamber in the power stroke to enter the flame into the rear cylinder in the intake stroke, thereby causing pre-ignition or more serious backfire problems. Therefore, in order to solve the above problems, this application adopts pre-combustion chamber jet ignition, and uses a connecting hole with a radius of 7mm to replace the original spark plug hole for gas exchange and diffusion flame propagation, and reduces the gas blowby between cylinders by reducing the spark plug hole diameter.
[0033] b) The present application adopts the method of controlling the ratio of stratified combustion and diffusion combustion to control the combustion phase, so as to achieve the control of the maximum thermal efficiency and maximum power of the engine.
[0034] The specific control process is as follows:
[0035] The rotary engine ECU (3) receives a fifth signal (A5) from a rotation speed sensor (13) and a fourth signal (A4) from a temperature sensor (7) to obtain a current rotation speed n and a hydrogen supply temperature and pressure.
[0036] When the speed is 0≤n<1500, it is an idle or low-load condition. In order to ensure startup and idle stability, all the fuel is sprayed out before ignition to form a stratified mixer with a premixed stratified ratio of 100%. According to the current speed signal, the ECU (3) outputs a second signal (A2) and a third signal (A3) to the spark plug (4) and the hydrogen nozzle (5) respectively, so that the stratified combustion accounts for 100%.
[0037] When the speed is 1500≤n<3500, it is medium load or medium-low load. In order to ensure power output and increase the diffusion combustion ratio, 80% of the fuel is sprayed before ignition and 20% is sprayed after ignition. The fuel is diffused and burned at the same time, realizing partial layer and jet diffusion combustion. ECU (3) according to the current speed signal and hydrogen temperature T H2 And pressure signal P H2 , calculate the injection mass and output a second signal (A2) and a third signal (A3) to the spark plug (4) and the hydrogen nozzle (5) respectively, so that stratification: diffusion = 8:2.
[0038] When the speed is 3500≤n<3650, it is the maximum torque / maximum efficiency point of the rated output. In order to ensure combustion efficiency, 30% of the fuel is sprayed before ignition and 70% is sprayed after ignition to control the combustion phase and ensure efficient combustion. ECU (3) H2 And pressure signal P H2 , calculate the injection mass and output a second signal (A2) and a third signal (A3) to the spark plug (4) and the hydrogen nozzle (5) respectively, so that stratification: diffusion = 3:7.
[0039] When the speed is 3650≤n<7000, it is a heavy load situation. In order to ensure power output, 50% of the fuel is sprayed before ignition and 50% is sprayed after ignition. ECU (3) H2 And pressure signal P H2 , calculate the injection mass and output a second signal (A2) and a third signal (A3) to the spark plug (4) and the hydrogen nozzle (5) respectively, so that stratification: diffusion = 1:1.
[0040] When the rotational speed satisfies 7000 ≤ n < 8200, it is the peak power output at this time. To ensure the stability of the peak power output, the pre-mixed stratification ratio is increased, with 70% of the fuel injected before ignition and 20% injected after ignition. The ECU (3) calculates the injection mass based on the current rotational speed signal and the hydrogen temperature T H2 and the pressure signal P H2 , and outputs the second signal (A2) and the third signal (A3) to the spark plug (4) and the hydrogen nozzle (5) respectively, so that the stratification: diffusion = 7:3.
[0041] When the rotational speed satisfies 8200 < n, it is a dangerous rotational speed condition at this time. To ensure safety, ignition and fuel supply are selected to stop. The ECU (3) outputs the second (A2) and third signals (A3) to the spark plug (4) and the hydrogen nozzle (5) respectively, so that the hydrogen injection mass m H2 = 0, and the fuel supply is restored after 1 second.
[0042] Fuel injection mass where Cd is the flow coefficient (dimensionless), A is the cross-sectional area of the nozzle (m 2 ), P H2 is the common rail pressure, ρ is the hydrogen density, and the density can be obtained by looking up the table according to the temperature and pressure. The table is stored in the ECU memory for lookup and call.
[0043] c) The volumetric calorific value of hydrogen is very low. If the intake port hydrogen supply method is adopted, the volume of hydrogen in the cylinder will be very small, resulting in a reduction in engine performance. To solve the above problems, this application adopts in-cylinder direct hydrogen supply, which can increase the charge and improve the engine power.
[0044] d) The ignition energy of hydrogen is low, and it is easy to be ignited by the hot spots in the cylinder and the high-temperature exhaust gas that leaks into the previous cylinder, resulting in backfire. Therefore, this application adopts in-cylinder direct hydrogen supply. Adopting in-cylinder direct hydrogen supply can eliminate the problems of pre-ignition and backfire caused by hydrogen supply through the intake port.
[0045] e) This application adjusts the excess air coefficient according to the engine load to achieve efficient operation.
[0046] The specific control process is as follows:
[0047] The rotary engine ECU (3) receives the fifth signal (A5) from the rotational speed sensor (13) and the first signal (A1) from the temperature sensor (14) to obtain the current rotational speed n and the excess air coefficient λ.
[0048] When the engine is in low load and idle speed, to ensure starting and idle speed stability, rich combustion is selected. The ECU (3) outputs the third signal (A3) to the hydrogen nozzle (5) according to the current rotational speed signal and the post-oxygen sensor signal, so that λ = 0.9.
[0049] When the engine is at medium load or medium to low load, lean combustion is selected to ensure economy. The ECU (3) outputs a third signal (A3) to the hydrogen nozzle (5) according to the current speed signal and the rear oxygen sensor signal, so that λ=1.8.
[0050] When the engine is at rated output power, lean combustion is selected for maximum thermal efficiency. The ECU (3) outputs a third signal (A3) to the hydrogen nozzle (5) according to the current speed signal and the rear oxygen sensor signal, so that λ=1.43.
[0051] When the engine is fully loaded and at maximum power output, in order to ensure power output and fuel economy, equivalence ratio combustion is selected. The ECU (3) inputs a third signal (A3) to the hydrogen nozzle (5) according to the current speed signal and the rear oxygen sensor signal, so that λ=1.
Claims
1. A hydrogen rotor engine and control method based on active pre-combustion chamber jet diffusion ignition, specifically involving a hydrogen rotor engine cylinder direct supply of hydrogen and structural optimization method, including: An intake passage (1), an intake port (2), an ECU (3), a spark plug (4), a hydrogen nozzle (5), a pre-combustion chamber (6), a temperature and pressure gauge (7), a flame arrester (8), a hydrogen filter (9), a pressure reducing valve (10), a hydrogen tank (11), an exhaust port (12), a speed sensor (13), a rear oxygen sensor (14), and an exhaust passage (15); the rear oxygen sensor (14) transmits a first signal (A1) to the ECU (3); the ECU (3) transmits a second signal (A2) to the spark plug (4) and a third signal (A3) to the hydrogen nozzle (5); the temperature and pressure gauge (7) transmits a fourth signal (A4) to the ECU (3); and the speed sensor (13) transmits a fifth signal (A5) to the ECU (3).
2. A hydrogen rotor engine and control method based on active pre-combustion chamber jet diffusion ignition according to claim 1, characterized in that: a) The pre-combustion chamber jet diffusion ignition is used to carry out gas exchange, fuel diffusion and jet flame propagation through a connecting hole with a radius close to the spark plug hole, thereby reducing the leakage of mixed gas between cylinders and realizing the propagation of diffusion flame; b) Control the combustion phase by controlling the ratio of stratified combustion and diffusion combustion to achieve the maximum thermal efficiency and maximum power of the engine; c) Directly supply hydrogen into the cylinder to increase the amount of hydrogen entering the cylinder, thereby achieving an increase in power; d) The direct supply of hydrogen in the cylinder eliminates abnormal combustion problems such as premature combustion and backfire caused by hydrogen supply in the intake duct; e) The excess air coefficient is adjusted according to the engine load to achieve efficient operation.