Extended-range pre-combustion chamber jet ignition liquid hydrogen rotor machine and control method

Abstract

The invention designs a range-extended pre-combustion chamber jet ignition liquid hydrogen rotor machine and a control method, belongs to the field of internal combustion engines, and particularly relates to a thermal management and control method for adjusting the pre-combustion chamber jet ignition liquid hydrogen rotor machine according to working conditions required by a range-extended electric vehicle. Liquid hydrogen is vaporized through heat carried by waste heat of the liquid cooling rotor machine water jacket and rotor machine exhaust under different loads of the pre-combustion chamber jet ignition liquid hydrogen rotor machine in combination with the liquid hydrogen vaporizer, and the heat utilization rate of the liquid hydrogen rotor machine is increased. And meanwhile, abnormal combustion such as knocking of the liquid hydrogen rotor machine is restrained by using different mixed gas inlet temperatures under different working conditions, the heat efficiency of the rotor machine is improved, and stable work of the range extending type liquid hydrogen rotor machine is achieved.

Description

Technical Field

[0001] The present invention designs an extended-range pre-combustion chamber jet ignition liquid hydrogen rotor machine and a control method, and specifically relates to a thermal management and control method for adjusting the pre-combustion chamber jet ignition liquid hydrogen rotor machine according to the required working conditions of the extended-range electric vehicle, belonging to the field of internal combustion engines. Background Art

[0002] With the increasing depletion of global energy resources and the increasing environmental pollution, the automotive industry is facing the pressure of transformation. At present, the mainstream new energy models on the market are mainly divided into pure electric vehicles and extended-range electric vehicles. However, the development of pure electric vehicles has been limited by battery capacity and charging speed, while extended-range electric vehicles can use both batteries and engines, and have no mileage restrictions. However, using traditional gasoline / diesel engines as range extenders still has emission problems.

[0003] In order to solve the above problems, a range-extending precombustion chamber jet-ignited liquid hydrogen rotor machine and a control method are proposed. Using a liquid hydrogen rotor machine as a range extender has the following advantages: 1. The rotor machine has a compact structure, which can greatly save vehicle space compared to a reciprocating piston machine, and is convenient for arranging larger batteries; 2. The rotor machine has a higher speed than a reciprocating piston machine and is more suitable for power generation; 3. Using liquid hydrogen as a fuel can fundamentally solve the emission problem and achieve zero carbon emissions. Through the precombustion chamber jet-ignited liquid hydrogen rotor machine under different loads, the heat carried by the liquid-cooled rotor machine water jacket and the rotor machine exhaust waste heat is combined with the liquid hydrogen vaporizer to vaporize the liquid hydrogen, thereby improving the thermal utilization rate of the liquid hydrogen rotor machine. At the same time, different mixed gas intake temperatures are used under different working conditions to suppress abnormal combustion such as detonation of the liquid hydrogen rotor machine, improve the thermal efficiency of the rotor machine, and achieve stable operation of the range-extending liquid hydrogen rotor machine. Summary of the invention

[0004] In order to solve the problems of emissions caused by traditional gasoline / diesel engine range extenders and low energy utilization of the rotor machine itself, the present invention designs an extended-range pre-combustion chamber jet ignition liquid hydrogen rotor machine and a control method, and specifically relates to a thermal management and control method for adjusting the pre-combustion chamber jet ignition liquid hydrogen rotor machine according to the working conditions required by the extended-range electric vehicle, including a hydrogen supply component and a rotor machine (15), wherein the hydrogen supply component includes: a hydrogen supply pipeline (P2), connecting a liquid hydrogen tank (3), a liquid hydrogen vaporizer (4), a heat exchanger (5), a hydrogen pressure reducing valve (6), a flame arrester (7), a hydrogen An air mass flow sensor (8) and a hydrogen nozzle (9), low-temperature hydrogen enters an intake pipe (P1) through the hydrogen nozzle (9); a rotor machine (15) comprises an intake pipe (P1), on which are arranged in sequence: an air filter (1), an air mass flow sensor (2), a throttle valve (10) and an intake temperature sensor (11); low-temperature hydrogen and fresh air are mixed in front of the throttle valve (10) and enter the rotor machine (15) together, and after a cycle, enter the atmosphere through an exhaust pipe (P3), and an exhaust heat exchanger (18) is also arranged on the exhaust pipe (P3).

[0005] The rotor machine ECU (12) receives a first signal (A1) from a hydrogen mass flow sensor (8), a second signal (A2) from an air mass flow sensor (2), a fourth signal (A4) from an intake temperature sensor (11), a sixth signal from a battery (19) and a seventh signal (A7) from a rotation speed sensor (16); the ECU (12) outputs a third signal (A3) to a hydrogen nozzle (9), a fifth signal (A5) to a spark plug (13) in a passive pre-combustion chamber (14), an eighth signal (A8) to a water jacket heat exchanger (17), a ninth signal (A9) to an exhaust heat exchanger (18) and a tenth signal (A10) to a liquid hydrogen vaporizer (4); the heat of the water jacket heat exchanger (17) and the exhaust heat exchanger (18) is provided to a heat exchanger (5) for vaporizing liquid hydrogen.

[0006] Based on a control method for a range-extended pre-combustion chamber jet-ignited liquid hydrogen rotor engine, the method includes a combustion control strategy and a liquid hydrogen supply strategy, which includes the following features:

[0007] (a) Combustion control strategy

[0008] The rotary engine ECU (12) receives a first signal (A1) from a hydrogen mass flow sensor (8) to obtain a hydrogen flow rate m H2 (kg / s), the second signal (A2) of the air mass flow sensor (2) to obtain the air flow m air (kg / s), the sixth signal of the battery (19) to obtain the battery charge (SOC) and the seventh signal (A7) of the speed sensor (16) to obtain the speed n (r / min):

[0009] Since the engine in a range-extended electric vehicle only charges the battery and does not directly drive the vehicle, the engine must be charging the battery when it is operating. Therefore, by simply matching the output power of the engine according to the SOC, the operating range of the engine can be divided into several intervals to match different power generation requirements.

[0010] When the rotor engine speed is 0 < n ≤ 3000 r / min, this is the low-speed and low-load operation stage. The engine output power is small. This stage is suitable for operating conditions where SOC > 70% or 0 km / h < driving speed ≤ 40 km / h, and lean combustion is selected. The ECU (12) outputs the third signal (A3) to the hydrogen nozzle (9) according to the current hydrogen mass flow rate m H2 (kg / s) and air mass flow rate m air (kg / s) to maintain the excess air ratio λ in the range of 1.0 - 1.3.

[0011] When the rotor engine speed is 3000 r / min < n ≤ 5000 r / min, this is the medium-speed and medium-load operation stage. The engine output power is medium. This stage is also the optimal operating range of the engine. This stage is suitable for operating conditions where 30% < SOC ≤ 70% or 40 km / h < driving speed ≤ 90 km / h, and stoichiometric ratio combustion is selected. The ECU (12) outputs the third signal (A3) to the hydrogen nozzle (9) according to the current hydrogen mass flow rate m H2 (kg / s) and air mass flow rate m air (kg / s) to stabilize the excess air ratio λ at 1.0.

[0012] When the rotor engine speed is n > 5000 r / min, this is the high-speed and high-load operation stage. The engine output power is large. This stage is suitable for operating conditions where SOC ≤ 30% or driving speed > 90 km / h, and rich combustion is selected. The ECU (12) outputs the third signal (A3) to the hydrogen nozzle (9) according to the current hydrogen mass flow rate m H2 (kg / s) and air mass flow rate m air (kg / s) to maintain the excess air ratio λ in the range of 0.8 - 1.

[0013] Excess air ratio where, m air is the air mass flow rate, and m H2 is the hydrogen mass flow rate;

[0014] (b) Liquid hydrogen supply strategy

[0015] The rotor engine ECU (12) receives the fourth signal (A4) from the intake air temperature sensor (11) to obtain the intake air temperature T (°C), the sixth signal of the battery (19) to obtain the battery charge (SOC), and the seventh signal (A7) of the speed sensor (16) to obtain the speed n (r / min):

[0016] When the rotor engine speed is 0 < n ≤ 3000 r / min, it is the low-speed and low-load operation stage at this time. The engine output power is small. This stage is applicable to the working conditions where SOC > 70% or 0 km / h < driving speed ≤ 40 km / h. The ECU (12) outputs the eighth signal (A8) to the water jacket heat exchanger (17), the ninth signal (A9) to the exhaust heat exchanger (18), and the tenth signal (A10) to the liquid hydrogen vaporizer (4) according to the current intake air temperature T. At this time, the water jacket heat exchanger (17) and the exhaust heat exchanger (18) do not work temporarily, only the liquid hydrogen vaporizer (4) works, and the intake air temperature T = -10°C is maintained;

[0017] When the rotor engine speed is 3000 r / min < n ≤ 5000 r / min, it is the medium-speed and medium-load operation stage at this time. The engine output power is medium. This stage is also the best working range of the engine. This stage is applicable to the working conditions where 30% < SOC ≤ 70% or 40 km / h < driving speed ≤ 90 km / h. The ECU (12) outputs the eighth signal (A8) to the water jacket heat exchanger (17), the ninth signal (A9) to the exhaust heat exchanger (18), and the tenth signal (A10) to the liquid hydrogen vaporizer (4) according to the current intake air temperature T. At this time, the liquid hydrogen vaporizer (4) and the exhaust heat exchanger (18) do not work temporarily, only the water jacket heat exchanger (17) works, and the intake air temperature T = -20°C is maintained;

[0018] When the rotor engine speed n > 5000 r / min, it is the high-speed and high-load operation stage at this time. The engine output power is large. This stage is applicable to the working conditions where SOC ≤ 30% or driving speed > 90 km / h. The ECU (12) outputs the eighth signal (A8) to the water jacket heat exchanger (17), the ninth signal (A9) to the exhaust heat exchanger (18), and the tenth signal (A10) to the liquid hydrogen vaporizer (4) according to the current intake air temperature T. At this time, the liquid hydrogen flow rate is the largest, the liquid hydrogen vaporizer (4) does not work temporarily, and the water jacket heat exchanger (17) and the exhaust heat exchanger (18) work, and the intake air temperature T = -30°C is maintained. Description of the Drawings

[0019] Figure 1 . Structural working principle diagram of the present invention;

[0020] Figure 1The invention comprises a hydrogen supply assembly and a rotor machine (15), wherein the hydrogen supply assembly comprises a hydrogen supply pipeline (P2) connected to a liquid hydrogen tank (3), a liquid hydrogen vaporizer (4), a heat exchanger (5), a hydrogen pressure reducing valve (6), a flame arrester (7), a hydrogen mass flow sensor (8) and a hydrogen nozzle (9), and low-temperature hydrogen enters an intake pipeline (P1) through the hydrogen nozzle (9); the rotor machine (15) comprises an intake pipeline (P1) on which are arranged in sequence an air filter (1), an air mass flow sensor (2), a throttle valve (10) and an intake temperature sensor (11); the low-temperature hydrogen and fresh air are mixed in front of the throttle valve (10) and then enter the rotor machine (15) together, and after a cycle, enter the atmosphere through an exhaust pipeline (P3), and an exhaust heat exchanger (18) is also arranged on the exhaust pipeline (P3).

[0021] The rotor machine ECU (12) receives a first signal (A1) from a hydrogen mass flow sensor (8), a second signal (A2) from an air mass flow sensor (2), a fourth signal (A4) from an intake temperature sensor (11), a sixth signal from a battery (19) and a seventh signal (A7) from a rotation speed sensor (16); the ECU (12) outputs a third signal (A3) to a hydrogen nozzle (9), a fifth signal (A5) to a spark plug (13) in a passive pre-combustion chamber (14), an eighth signal (A8) to a water jacket heat exchanger (17), a ninth signal (A9) to an exhaust heat exchanger (18) and a tenth signal (A10) to a liquid hydrogen vaporizer (4); the heat of the water jacket heat exchanger (17) and the exhaust heat exchanger (18) is provided to a heat exchanger (5) for vaporizing liquid hydrogen. DETAILED DESCRIPTION

[0022] The present invention will be further described below in conjunction with the accompanying drawings and specific embodiments:

[0023] A control method based on a range-extended precombustion chamber jet ignition liquid hydrogen rotor engine includes a combustion control strategy and a liquid hydrogen supply strategy, which includes the following features:

[0024] (a) Combustion control strategy

[0025] The rotary engine ECU (12) receives a first signal (A1) from a hydrogen mass flow sensor (8) to obtain a hydrogen flow rate m H2 (kg / s), the second signal (A2) of the air mass flow sensor (2) to obtain the air flow m air (kg / s), the sixth signal of the battery (19) to obtain the battery charge (SOC) and the seventh signal (A7) of the speed sensor (16) to obtain the speed n (r / min):

[0026] Since the engine in a range-extended electric vehicle only charges the battery and does not directly drive the vehicle, the engine must be charging the battery when it is operating. Therefore, by simply matching the output power of the engine according to the SOC, the operating range of the engine can be divided into several intervals to match different power generation requirements;

[0027] When the rotor engine speed is 0 < n ≤ 3000 r / min, this is the low-speed and low-load operation stage. The engine output power is small. This stage is suitable for operating conditions where SOC > 70% or 0 km / h < driving speed ≤ 40 km / h, and lean combustion is selected. The ECU (12) outputs the third signal (A3) to the hydrogen nozzle (9) according to the current hydrogen flow rate m H2 (kg / s) and air flow rate m air (kg / s) to maintain the excess air coefficient λ in the range of 1.0 - 1.3;

[0028] When the rotor engine speed is 3000 r / min < n ≤ 5000 r / min, this is the medium-speed and medium-load operation stage. The engine output power is medium. This stage is also the optimal operating range of the engine. This stage is suitable for operating conditions where 30% < SOC ≤ 70% or 40 km / h < driving speed ≤ 90 km / h, and stoichiometric combustion is selected. The ECU (12) outputs the third signal (A3) to the hydrogen nozzle (9) according to the current hydrogen flow rate m H2 (kg / s) and air flow rate m air (kg / s) to stabilize the excess air coefficient λ at 1.0;

[0029] When the rotor engine speed is n > 5000 r / min, this is the high-speed and high-load operation stage. The engine output power is large. This stage is suitable for operating conditions where SOC ≤ 30% or driving speed > 90 km / h, and rich combustion is selected. The ECU (12) outputs the third signal (A3) to the hydrogen nozzle (9) according to the current hydrogen flow rate m H2 (kg / s) and air flow rate m air (kg / s) to maintain the excess air coefficient λ in the range of 0.8 - 1;

[0030] Excess air coefficient Among them, m air is the air mass flow rate, and m H2 is the hydrogen mass flow rate;

[0031] (b) Liquid hydrogen supply strategy

[0032] The rotor engine ECU (12) receives the fourth signal (A4) from the intake air temperature sensor (11) to obtain the intake air temperature T (°C), the sixth signal of the battery (19) to obtain the battery charge (SOC), and the seventh signal (A7) of the speed sensor (16) to obtain the speed n (r / min):

[0033] When the rotor engine speed is 0 < n ≤ 3000 r / min, this is the low-speed and low-load operation stage. The engine output power is small. This stage is applicable to the working conditions of SOC > 70% or 0 km / h < driving speed ≤ 40 km / h. The ECU (12) outputs the eighth signal (A8) to the water jacket heat exchanger (17), the ninth signal (A9) to the exhaust heat exchanger (18), and the tenth signal (A10) to the liquid hydrogen vaporizer (4) according to the current intake air temperature T. At this time, the water jacket heat exchanger (17) and the exhaust heat exchanger (18) do not work temporarily, only the liquid hydrogen vaporizer (4) works, and the intake air temperature T = -10°C is maintained;

[0034] When the rotor engine speed is 3000 r / min < n ≤ 5000 r / min, this is the medium-speed and medium-load operation stage. The engine output power is medium. This stage is also the best working range of the engine. This stage is applicable to the working conditions of 30% < SOC ≤ 70% or 40 km / h < driving speed ≤ 90 km / h. The ECU (12) outputs the eighth signal (A8) to the water jacket heat exchanger (17), the ninth signal (A9) to the exhaust heat exchanger (18), and the tenth signal (A10) to the liquid hydrogen vaporizer (4) according to the current intake air temperature T. At this time, the liquid hydrogen vaporizer (4) and the exhaust heat exchanger (18) do not work temporarily, only the water jacket heat exchanger (17) works, and the intake air temperature T = -20°C is maintained;

[0035] When the rotor engine speed is n > 5000 r / min, this is the high-speed and high-load operation stage. The engine output power is large. This stage is applicable to the working conditions of SOC ≤ 30% or driving speed > 90 km / h. The ECU (12) outputs the eighth signal (A8) to the water jacket heat exchanger (17), the ninth signal (A9) to the exhaust heat exchanger (18), and the tenth signal (A10) to the liquid hydrogen vaporizer (4) according to the current intake air temperature T. At this time, the liquid hydrogen flow rate is the largest, the liquid hydrogen vaporizer (4) does not work temporarily, and the water jacket heat exchanger (17) and the exhaust heat exchanger (18) work, and the intake air temperature T = -30°C is maintained.

Claims

1. An extended-range pre-combustion chamber jet ignition liquid hydrogen rotor engine, characterized in that: include: Hydrogen supply assembly and rotor machine (15); The hydrogen supply assembly comprises: a hydrogen supply pipeline (P2), connected to a liquid hydrogen tank (3), a liquid hydrogen vaporizer (4), a heat exchanger (5), a hydrogen pressure reducing valve (6), a flame arrester (7), a hydrogen mass flow sensor (8) and a hydrogen nozzle (9), and low-temperature hydrogen enters the air intake pipeline (P1) through the hydrogen nozzle (9); The rotor machine (15) comprises: an intake pipeline (P1), on which are arranged in sequence: an air filter (1), an air mass flow sensor (2), a throttle valve (10) and an intake temperature sensor (11); low-temperature hydrogen and fresh air are mixed in front of the throttle valve (10) and then enter the rotor machine (15) together, and after a cycle, enter the atmosphere through an exhaust pipeline (P3), and an exhaust heat exchanger (18) is also arranged on the exhaust pipeline (P3); The rotor machine ECU (12) receives a first signal (A1) from a hydrogen mass flow sensor (8), a second signal (A2) from an air mass flow sensor (2), a fourth signal (A4) from an intake temperature sensor (11), a sixth signal from a battery (19) and a seventh signal (A7) from a rotation speed sensor (16); the ECU (12) outputs a third signal (A3) to a hydrogen nozzle (9), a fifth signal (A5) to a spark plug (13) in a passive pre-combustion chamber (14), an eighth signal (A8) to a water jacket heat exchanger (17), a ninth signal (A9) to an exhaust heat exchanger (18) and a tenth signal (A10) to a liquid hydrogen vaporizer (4); the heat of the water jacket heat exchanger (17) and the exhaust heat exchanger (18) is provided to a heat exchanger (5) for vaporizing liquid hydrogen.

2. A control method for controlling a range-extended pre-combustion chamber jet ignition liquid hydrogen rotor engine as claimed in claim 1, the method comprising a combustion control strategy and a liquid hydrogen supply strategy, characterized in that: (a) Combustion control strategy; The rotary engine ECU (12) receives a first signal (A1) from a hydrogen mass flow sensor (8) to obtain a hydrogen flow rate m H2 (kg / s), the second signal (A2) of the air mass flow sensor (2) to obtain the air flow m air (kg / s), the sixth signal of the battery (19) to obtain the battery charge (SOC) and the seventh signal (A7) of the speed sensor (16) to obtain the speed n (r / min): Because the engine in the extended-range electric vehicle is only used to charge the battery and not to directly drive the vehicle, the engine must be charging the battery when it is working, so it is only necessary to match the output power of the engine according to the SOC, and the working range of the engine can be divided into several ranges to match different power generation needs; When the rotational speed of the rotary engine is 0 < n ≤ 3000 r / min, this is the low-speed and low-load operation stage. The engine output power is relatively small. This stage is applicable to the working conditions where SOC > 70% or 0 km / h < driving speed ≤ 40 km / h, and lean combustion is selected. The ECU (12) outputs the third signal (A3) to the hydrogen nozzle (9) according to the current hydrogen flow rate m H2 (kg / s) and the air flow rate m air (kg / s) to maintain the excess air coefficient λ at 1.0 - 1.3; When the rotor speed is 3000r / min<n≤5000r / min, it is the medium speed and medium load operation stage, the engine output power is medium, and this stage is also the best working range of the engine. This stage is suitable for the working conditions of 30%<SOC≤70% or 40km / h<driving speed≤90km / h, and the equivalent ratio combustion is selected. ECU (12) selects the equivalent ratio combustion according to the current hydrogen flow m H2 (kg / s) and air flow rate m air (kg / s) outputs a third signal (A3) to the hydrogen nozzle (9) to stabilize the excess air coefficient λ at 1.0; When the rotor speed n>5000r / min, it is the high-speed and high-load operation stage, and the engine output power is relatively large. This stage is suitable for the working conditions of SOC≤30% or driving speed>90km / h, and rich combustion is selected. ECU (12) selects the current hydrogen flow m H2 (kg / s) and air flow rate m air (kg / s) outputs a third signal (A3) to the hydrogen nozzle (9) to maintain the excess air coefficient λ at 0.8 to 1; Excess air coefficient Among them, m air is the air mass flow rate, m H2 is the mass flow rate of hydrogen; (b) Liquid hydrogen supply strategy; The rotary engine ECU (12) receives a fourth signal (A4) from an intake air temperature sensor (11) to obtain an intake air temperature T (°C), a sixth signal from a battery (19) to obtain a battery charge (SOC), and a seventh signal (A7) from a rotation speed sensor (16) to obtain a rotation speed n (r / min): When the rotor engine speed is 0 < n ≤ 3000 r / min, this is the low-speed and low-load operation stage. The engine output power is small. This stage is applicable to the working conditions where SOC > 70% or 0 km / h < driving speed ≤ 40 km / h. The ECU (12) outputs the eighth signal (A8) to the water jacket heat exchanger (17), the ninth signal (A9) to the exhaust heat exchanger (18), and the tenth signal (A10) to the liquid hydrogen vaporizer (4) according to the current intake air temperature T. At this time, the water jacket heat exchanger (17) and the exhaust heat exchanger (18) do not work temporarily, only the liquid hydrogen vaporizer (4) works, and the intake air temperature T = -10°C is maintained; When the rotor engine speed is 3000 r / min < n ≤ 5000 r / min, this is the medium-speed and medium-load operation stage. The engine output power is medium. This stage is also the best working range of the engine. This stage is applicable to the working conditions where 30% < SOC ≤ 70% or 40 km / h < driving speed ≤ 90 km / h. The ECU (12) outputs the eighth signal (A8) to the water jacket heat exchanger (17), the ninth signal (A9) to the exhaust heat exchanger (18), and the tenth signal (A10) to the liquid hydrogen vaporizer (4) according to the current intake air temperature T. At this time, the liquid hydrogen vaporizer (4) and the exhaust heat exchanger (18) do not work temporarily, only the water jacket heat exchanger (17) works, and the intake air temperature T = -20°C is maintained; When the rotor engine speed is n > 5000 r / min, this is the high-speed and high-load operation stage. The engine output power is large. This stage is applicable to the working conditions where SOC ≤ 30% or driving speed > 90 km / h. The ECU (12) outputs the eighth signal (A8) to the water jacket heat exchanger (17), the ninth signal (A9) to the exhaust heat exchanger (18), and the tenth signal (A10) to the liquid hydrogen vaporizer (4) according to the current intake air temperature T. At this time, the liquid hydrogen flow rate is the largest, the liquid hydrogen vaporizer (4) does not work temporarily, and the water jacket heat exchanger (17) and the exhaust heat exchanger (18) work, and the intake air temperature T = -30°C is maintained.

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