Fuel supply device and method based on hydrogen production system by ammonia online cracking

Abstract

The application is suitable for the technical field of ammonia hydrogen engine, and provides a fuel supply device and method based on an ammonia online cracking hydrogen production system.The device comprises an engine body, a vehicle-mounted liquid ammonia tank, a liquid ammonia gasifier, an ammonia online cracking hydrogen production device, a cracking gas pressure stabilizing tank, a water-cooled radiator, a diaphragm compressor, an air-cooled radiator, a liquid ammonia separator, a gas supply energy supplementing device, a small-sized gas storage tank group and an ECU.The device uses the diaphragm compressor to provide direct injection pressure for the hydrogen gas pressurization produced by ammonia cracking, and removes the pressurized liquid ammonia through the ammonia separator to avoid corrosion on the gas rail and the injector, so as to realize high-pressure injection of the pilot fuel and low-pressure injection of the main fuel ammonia.The separated ammonia is returned to the gas supply pipeline to realize energy recycling and utilization, which can effectively reduce the energy supplementing frequency and improve the economic benefit.

Description

Technical Field

[0001] This invention belongs to the field of ammonia-hydrogen engine technology, and particularly relates to a fuel supply device and method based on an online ammonia cracking hydrogen production system. Background Technology

[0002] Ammonia is an excellent hydrogen storage carrier, possessing advantages such as zero carbon footprint, high volumetric energy density, and convenient storage and transportation. Its application in internal combustion engines is beneficial for achieving "dual-carbon" goals, while mitigating the risks associated with hydrogen storage, transportation, and abnormal hydrogen combustion. Given ammonia's high hydrogen storage capacity, if hydrogen could be directly extracted from ammonia during vehicle operation to achieve fuel activity complementarity, requiring only a single ammonia fuel storage device, it would simplify onboard systems and improve fuel economy. However, the hydrogen produced by online ammonia cracking has a high temperature but low pressure, insufficient for direct injection into the cylinder. Furthermore, direct injection into the cylinder could lead to abnormal combustion phenomena such as knocking due to excessively high fuel temperature.

[0003] Currently, most patents for ammonia-hydrogen engines focus on independent ammonia / hydrogen supply and injection. The fuel supply system needs to carry separate ammonia cylinders and high-pressure hydrogen cylinders to supply fuel to the engine. The fuel consumption rate is fast and the refueling frequency is high, resulting in poor economic efficiency when used in heavy-duty commercial vehicles for long-distance transportation. Summary of the Invention

[0004] The purpose of this invention is to provide a fuel supply device and method based on an online ammonia cracking hydrogen production system, aiming to solve the problems mentioned in the background art.

[0005] The present invention is implemented as follows: a fuel supply device based on an online ammonia cracking hydrogen production system includes an engine body, an on-board liquid ammonia tank, a liquid ammonia vaporizer, an online ammonia cracking hydrogen production device, a cracked gas pressure stabilizing tank, a water-cooled radiator, a diaphragm compressor, an air-cooled radiator, a liquid ammonia separator, a gas supply and energy replenishment device, a small gas storage tank group, and an ECU.

[0006] The vehicle-mounted liquid ammonia tank is connected to the liquid ammonia vaporizer via a one-way valve.

[0007] The liquid ammonia vaporizer is connected to the online ammonia cracking hydrogen production unit via a second gas supply pipeline. A temperature sensor is installed at the online ammonia cracking hydrogen production unit. The online ammonia cracking hydrogen production unit is connected to the cracked gas pressure stabilizing tank, and a cracked gas pressure regulating valve is installed on the pipeline between the two. A hydrogen concentration sensor is installed at the cracked gas pressure stabilizing tank. The cracked gas pressure stabilizing tank is connected to a water-cooled radiator. The water-cooled radiator is connected to a diaphragm compressor. The diaphragm compressor is connected to an air-cooled radiator. The air-cooled radiator is connected to a liquid ammonia separator, and a liquid ammonia content sensor is installed at the liquid ammonia separator.

[0008] The liquid ammonia vaporizer is also connected to a first pipeline, which is connected to the engine body. A gas pressure regulating valve is installed on the pipeline between the two. The first pipeline is also connected to the liquid ammonia separator through a gas supply and energy replenishment pipeline. The liquid ammonia separator is connected to both a small gas storage tank group and the engine body through a first bypass valve. A cracked gas supply pressure regulating valve, a cracked gas pressure sensor, and a cracked gas flow sensor are installed on the pipeline between the first bypass valve and the engine body. A cracked gas auxiliary pressure sensor is installed at the small gas storage tank group. The small gas storage tank group is also connected to the engine body through a second bypass valve. A cracked gas auxiliary pressure regulating valve is installed on the pipeline between the second bypass valve and the engine body.

[0009] The ECU is connected to various sensors and control valves.

[0010] Another objective of this invention is to provide a fuel supply method based on an online ammonia cracking hydrogen production system, comprising the following steps based on the aforementioned fuel supply device:

[0011] Step 1: Obtain the reaction chamber temperature T of the ammonia online cracking hydrogen production unit. a Real-time exhaust temperature T exh Hydrogen concentration in pyrolysis gas pressure stabilizer The pyrolysis gas pressures p1 and p2 of the first and second gas storage tanks in the small gas storage tank group, and the direct injection pyrolysis gas pressure p DI Real-time intake pressure of the engine body (p) in The throttle opening is measured and the electrical signal is transmitted to the ECU for comparison with the preset value.

[0012] Step 2: Set the temperature T of the reaction chamber a With the preset minimum reaction temperature Compare and determine the operating conditions, if The device is then determined to be in cold start condition, and this is verified by checking whether the engine speed and real-time exhaust temperature are within the cold start operating range; the reaction chamber temperature T a Compared with the preset normal reaction temperature Compare and determine the operating conditions, if The device is then determined to be in idle condition, and this is verified by checking whether the engine speed and real-time exhaust temperature are within the idle operating range; the reaction chamber temperature T a With the preset value of the optimal reaction temperature Compare and determine the operating conditions, if The device is then determined to be under normal operating load conditions, and this is verified by checking whether the engine speed and real-time exhaust temperature meet the normal operating load range; the reaction chamber temperature T a With the preset maximum reaction temperature Compare and determine the operating conditions, if The device is then determined to be in acceleration, high load, or full load condition, and the operation is verified based on whether the engine speed and real-time exhaust temperature are within the acceleration, high load, or full load operating range.

[0013] Step 3: If at this time When the device is in cold start condition, the opening of the first bypass valve and the second bypass valve are adjusted, and the first gas tank in the small gas tank group independently provides the fuel required for engine cold start. The ECU reads the direct injection cracked gas pressure data and controls the cracked gas auxiliary pressure regulating valve to make the cracked gas direct injection pressure p DI Maintain 1–1.5 MPa; throttle opening and real-time intake pressure p are read by the ECU. in And control the cracked gas injection pulse width to ensure that the excess air coefficient λ = 1;

[0014] After the engine successfully starts cold, the supply strategy is switched to a pyrolysis gas supply strategy that is mainly composed of small gas storage tank groups and supplemented by pyrolysis gas pressure stabilizing tanks, with a gas supply ratio of 6:4.

[0015] Step 4: If at this time The device is in idle mode, controlling the cracked gas injection pulse width to ensure an excess air coefficient λ = 1.1; the ECU reads the hydrogen concentration in the cracked gas pressure regulator tank. And with the minimum hydrogen concentration preset value Normal hydrogen concentration preset value Optimal hydrogen concentration preset value and the preset maximum hydrogen concentration Comparison:

[0016] like The opening degree of the first bypass valve and the second bypass valve is controlled. The required pyrolysis gas is jointly supplied by the first gas storage tank and the pyrolysis gas pressure stabilizing tank of the small gas storage tank group, and the gas supply ratio between the two is 6:4.

[0017] like The opening degree of the first bypass valve and the second bypass valve is controlled by the first gas storage tank and the cracked gas pressure stabilizing tank of the small gas storage tank group, which jointly provide the required cracked gas, and the gas supply ratio between the two is 5:5.

[0018] like The opening of the first bypass valve and the second bypass valve are controlled, and the cracked gas is independently supplied by the cracked gas pressure stabilizing tank. At this time, it operates in an ammonia-hydrogen dual-fuel combustion mode, and the ECU controls and adjusts the opening of the first ammonia pressure regulating valve and the cracked gas supply pressure regulating valve to ensure that the energy provided by the cracked gas is higher than that of the hydrogen fuel. Total energy of the mixture E total The proportion is The remaining energy is supplied by ammonia in the first gas supply line;

[0019] like The ECU controls and adjusts the opening of the first ammonia pressure regulating valve and the cracked gas supply pressure regulating valve to ensure that the energy supplied by the cracked gas is in the correct proportion. The remaining energy is supplied by ammonia in the first gas supply line;

[0020] Then, the ECU reads the pressure data p from the pyrolysis gas pressure sensor. DI Compared with the preset value, if p DI If the pressure is ≤1MPa, adjust the high-power output of the diaphragm booster to quickly boost the pressure of the pyrolysis gas at the outlet of the water-cooled radiator; if 1MPa ≤ p DI If the pressure is ≤1.5MPa, adjust the medium power output of the diaphragm booster to stabilize the cracked gas at the outlet of the water-cooled radiator; if 1.5MPa ≤ p DI If the pressure is ≤2MPa, adjust the low-power output of the diaphragm booster to provide pressurized cracked gas that meets the operating conditions.

[0021] Step 5: If at this time The device is then operating under normal medium load conditions. At this time, the ECU adjusts the opening of the first and second bypass valves, and the cracked gas is independently supplied by the cracked gas pressure regulator. The pulse width of the cracked gas and ammonia injection is controlled to ensure an excess air coefficient λ = 1.2–1.4. The ECU controls and adjusts the opening of the first ammonia pressure regulating valve and the cracked gas supply pressure regulating valve to ensure that the energy ratio provided by the cracked gas is [missing information]. At this point, the ECU reads the value from the hydrogen concentration sensor inside the cracked gas pressure regulator. Compared with the preset value:

[0022] like Then, the second ammonia pressure regulating valve is fully opened to ensure that the online ammonia cracking hydrogen production unit reacts quickly and provides the engine with the required cracked gas. Then, the diaphragm compressor operating power is controlled in the same way as in step 4 to provide cracked gas suitable for direct injection pressure.

[0023] like Then, adjust the second ammonia pressure regulating valve to be half open, and the ammonia online cracking hydrogen production unit provides an appropriate amount of ammonia reaction flow rate, thereby replenishing the gas in the cracked gas pressure stabilizing tank. Then, control the operating power of the diaphragm compressor in the same way as in step 4 to provide cracked gas suitable for direct injection pressure.

[0024] like Then, adjust the second ammonia pressure regulating valve to half-open to maintain a suitable pyrolysis gas content in the pyrolysis gas pressure stabilizing tank. Then, control the operating power of the diaphragm compressor in the same way as in step 4 to provide pyrolysis gas suitable for direct injection pressure. At this time, the ECU reads the pyrolysis gas pressure values ​​p1 and p2 in the small gas storage tank group and compares them with the preset value of normal pyrolysis gas pressure. as well as Comparison:

[0025] like or Then adjust the opening of the first bypass valve to fill the first or second gas tank in the small gas tank group with gas, provided that the cracked gas pressure required for normal engine operation is met.

[0026] like or Then adjust the opening of the first bypass valve to stop filling the small gas storage tank group with gas.

[0027] Step 6: If at this time When the device is in acceleration, high load, or full load operation, the opening of the first and second bypass valves is adjusted to supply gas from the small gas storage tank group, which assists the cracked gas pressure stabilizing tank. The pulse width of the cracked gas and ammonia injection is controlled to ensure that the excess air coefficient λ = 1. The ECU controls and adjusts the first ammonia pressure regulating valve and the cracked gas supply pressure regulating valve to ensure that the energy provided by the cracked gas is... The remaining energy is provided by ammonia; at this time, the ECU reads the value of the hydrogen concentration sensor 12 inside the cracked gas pressure regulator 11. Compared with the preset value:

[0028] like Then, the second ammonia pressure regulating valve is fully opened to provide the ammonia required for the rapid reaction of the online ammonia cracking hydrogen production unit. The ECU adjusts the opening of the first bypass valve and the second bypass valve so that the second gas storage tank of the small gas storage tank group assists the cracked gas pressure stabilizing tank to provide cracked gas to the engine. The gas supply distribution ratio between the two is 3:7. Then, the diaphragm compressor operating power is controlled in the same way as in step 4 to provide cracked gas suitable for direct injection pressure.

[0029] like Then, the second ammonia pressure regulating valve is partially opened to provide an appropriate amount of ammonia reaction flow to the ammonia online cracking hydrogen production unit, thereby replenishing the gas in the cracked gas pressure stabilizing tank. The ECU adjusts the opening of the first bypass valve and the second bypass valve so that the second gas storage tank of the small gas storage tank group assists the cracked gas pressure stabilizing tank in providing cracked gas to the engine. The gas supply distribution ratio between the two is 2:8. Then, the diaphragm compressor operating power is controlled in the same way as in step 4 to provide cracked gas suitable for direct injection pressure. After acceleration, high load or full load conditions are completed, the operation in step 5 is repeated to replenish the gas in the small gas storage tank group.

[0030] Step 7: The ECU reads the value from the liquid ammonia content sensor inside the liquid ammonia separator. and the ammonia removal preset value and minimum value contrast:

[0031] like Then continue collecting the separated liquid ammonia;

[0032] like Then, the solenoid valve for replenishing air is opened to introduce the collected liquid ammonia into the first air supply line through the air supply and energy replenishment line. Since the liquid ammonia is maintained at 30-40℃ and 1.5MPa, it is vaporized into ammonia after the pressure is reduced by friction loss in the line, heat exchange, and injection into the intake manifold. After being premixed with air, it provides fuel for the engine to achieve efficient energy recovery and utilization.

[0033] This invention provides a fuel supply device and method based on an online ammonia cracking hydrogen production system. A diaphragm compressor is used to pressurize the hydrogen produced by ammonia cracking, providing direct injection pressure. An ammonia separator removes the pressurized liquid ammonia to prevent corrosion of the gas rail and injectors, achieving high-pressure injection of ignition fuel and low-pressure injection of the main fuel, ammonia. The separated ammonia is returned to the gas supply pipeline for energy recovery, effectively reducing the number of refueling cycles and improving economic efficiency. Attached Figure Description

[0034] Figure 1 A schematic diagram of a fuel supply device based on an online ammonia cracking hydrogen production system is provided in an embodiment of the present invention.

[0035] Figure 2 A block diagram of the cold start and idling operation control logic of a fuel supply method based on an online ammonia cracking hydrogen production system provided in this embodiment of the invention;

[0036] Figure 3 This is a block diagram of the normal operation and acceleration / high load / full load device operation control logic in a fuel supply method based on an online ammonia cracking hydrogen production system provided in an embodiment of the present invention.

[0037] In the attached diagram: 1. Onboard liquid ammonia tank; 2. One-way valve; 3. Liquid ammonia vaporizer; 4. First ammonia pressure regulating valve; 5. First ammonia flow sensor; 6. Second ammonia pressure regulating valve; 7. Second ammonia flow sensor; 8. Ammonia online cracking hydrogen production unit; 9. Temperature sensor; 10. Cracking gas pressure regulating valve; 11. Cracking gas pressure stabilizing tank; 12. Hydrogen concentration sensor; 13. Water-cooled radiator; 14. Diaphragm compressor; 15. Air-cooled radiator; 16. Liquid ammonia separator; 17. Liquid ammonia content sensor; 18. First bypass valve; 19. Small gas storage tank group; 20. Cracking gas auxiliary pressure sensor; 21. Second bypass valve; 22. Cracking gas auxiliary pressure regulating valve; 23. Cracking gas supply pressure regulating valve; 24. Cracking gas pressure sensor; 25. Cracking gas flow sensor; 26. Gas replenishment solenoid valve; 27. Gas replenishment flow sensor; 28. Gas replenishment pressure regulating valve; 29. ​​Gas pressure regulating valve; 30. Engine body. Detailed Implementation

[0038] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0039] The specific implementation of the present invention will be described in detail below with reference to specific embodiments.

[0040] like Figure 1 As shown, a fuel supply device based on an online ammonia cracking hydrogen production system provided in one embodiment of the present invention includes an engine body 30, an on-board liquid ammonia tank 1, a liquid ammonia vaporizer 3, an online ammonia cracking hydrogen production device 8, a cracked gas pressure stabilizing tank 11, a water-cooled radiator 13, a diaphragm compressor 14, an air-cooled radiator 15, a liquid ammonia separator 16, a gas supply and energy replenishment device, a small gas storage tank group 19, and an ECU;

[0041] The vehicle-mounted liquid ammonia tank 1 is connected to the liquid ammonia vaporizer 3 via a one-way valve 2.

[0042] The liquid ammonia vaporizer 3 is connected to the online ammonia cracking hydrogen production device 8 via a second gas supply pipeline. A temperature sensor 9 is installed at the online ammonia cracking hydrogen production device 8. The online ammonia cracking hydrogen production device 8 is connected to the cracked gas pressure stabilizing tank 11, and a cracked gas pressure regulating valve 10 is installed on the pipeline between the two. A hydrogen concentration sensor 12 is installed at the cracked gas pressure stabilizing tank 11. The cracked gas pressure stabilizing tank 11 is connected to a water-cooled radiator 13. The water-cooled radiator 13 is connected to a diaphragm compressor 14. The diaphragm compressor 14 is connected to an air-cooled radiator 15. The air-cooled radiator 15 is connected to a liquid ammonia separator 16, and a liquid ammonia content sensor 17 is installed at the liquid ammonia separator 16.

[0043] The liquid ammonia vaporizer 3 is also connected to a first pipeline, which is connected to the engine body 30. A gas pressure regulating valve 29 is installed on the pipeline between the two. The first pipeline is also connected to the liquid ammonia separator 16 through a gas supply and energy replenishment pipeline. The liquid ammonia separator 16 is connected to both the small gas storage tank group 19 and the engine body 30 through a first bypass valve 18. A cracked gas supply pressure regulating valve 23, a cracked gas pressure sensor 24, and a cracked gas flow sensor 25 are installed on the pipeline between the first bypass valve 18 and the engine body 30. A cracked gas auxiliary pressure sensor 20 is installed at the small gas storage tank group 19. The small gas storage tank group 19 is also connected to the engine body 30 through a second bypass valve 21. A cracked gas auxiliary pressure regulating valve 22 is installed on the pipeline between the second bypass valve 21 and the engine body 30.

[0044] The ECU is connected to various sensors and control valves.

[0045] In this embodiment of the invention, liquid ammonia stored in the vehicle-mounted liquid ammonia tank 1 is transported to the liquid ammonia vaporizer 3 via pipeline for vaporization. A one-way valve 2 installed in the pipeline between the two controls the flow direction of the liquid ammonia. The vaporized ammonia gas enters the first gas supply pipeline and the second gas supply pipeline respectively. The ammonia gas is transported to the online ammonia cracking hydrogen production unit 8 through the first gas supply pipeline. Under the heating effect of the high-temperature exhaust gas from the engine, the ammonia gas reacts with the catalyst in the online cracking hydrogen production unit 8 to produce high-temperature hydrogen and nitrogen. The cracked gas is pressure-regulated by the cracked gas pressure regulating valve 10 in the pipeline and then enters the cracked gas pressure stabilizing tank 11 for pressure stabilization. The efficient reaction temperature for ammonia cracking hydrogen production is usually above 400°C. Therefore, the outlet gas temperature of the online ammonia cracking hydrogen production unit 8 is relatively high. To avoid damage to the diaphragm compressor 14 caused by the high-temperature gas, a water-cooled radiator 13 is installed on the outlet pipeline of the online ammonia cracking hydrogen production unit 8. The cold source for the water-cooled radiator is provided by the engine cooling water. The engine cooling water cools the high-temperature cracked gas and some unreacted ammonia gas to about 90°C. The cooled cracked gas and some unreacted ammonia enter the diaphragm compressor 14 for pressurization. The diaphragm compressor 14 pressurizes the cracked gas and some unreacted ammonia to the 1-2 MPa pressure required for direct injection. To prevent high-temperature hydrogen from entering the cylinder and causing knocking or other abnormal combustion phenomena, the outlet of the diaphragm compressor 14 is connected to the air-cooled radiator 15 located in the front air intake grille via a pipeline. At this time, the high-temperature and high-pressure cracked gas enters the air-cooled radiator 15 for cooling. The high-temperature hydrogen and nitrogen are cooled to 30-40°C. The unreacted ammonia is liquefied into liquid ammonia under the action of cooling and high pressure. It enters the liquid ammonia separator 16 along with the cracked gas for separation. The separated liquid ammonia is fed into the air supply and energy replenishment pipeline after comparing the signal of the liquid ammonia content sensor 17 with the preset value. It is introduced into the first air supply pipeline through the air supply and energy replenishment pipeline to achieve main fuel replenishment. The ammonia in the first air supply pipeline and the air supply and energy replenishment pipeline are combined and directly delivered to the engine body 30. After being premixed with air, it is fed into the cylinder during the intake stroke.

[0046] Considering the need for rapid supply of high-flow-rate cracked gas under transient operating conditions such as cold start and acceleration, high load and full load, a small gas storage tank group 19 is installed after the liquid ammonia separator 16 to assist the cracked gas pressure stabilizing tank 11 in providing high-pressure cracked gas for rapid response to the engine body 30. The liquid ammonia separator 16 is connected to the small gas storage tank group 19 through pipelines and a first bypass valve 18. The cracked gas after ammonia removal is stored in the small gas storage tank group 19. The second bypass valve 21 at the outlet of the small gas storage tank group 19 can switch the cracked gas path according to the operating conditions of the engine body 30. The cracked gas auxiliary pressure regulating valve 22 at the outlet pipeline of the second bypass valve 21 is used to regulate the auxiliary supply pressure of cracked gas. The small gas storage tank group 19 can deliver cracked gas to the engine body 30 and can adjust the cracked gas flow rate in real time according to the operating conditions based on the cracked gas supply pressure regulating valve 23, cracked gas pressure sensor 24 and cracked gas flow sensor 25 installed in the pipeline.

[0047] like Figure 1 As shown, in a preferred embodiment of the present invention, a first ammonia pressure regulating valve 4 and a first ammonia flow sensor 5 are provided on the first pipeline; a second ammonia pressure regulating valve 6 and a second ammonia flow sensor 7 are provided on the second gas supply pipeline.

[0048] like Figure 1 As shown, in a preferred embodiment of the present invention, the gas supply and energy replenishment pipeline is provided with a gas replenishment solenoid valve 26, a gas replenishment flow sensor 27, and a gas replenishment pressure regulating valve 28.

[0049] like Figure 1 As shown, in a preferred embodiment of the present invention, the small gas storage tank group 19 is provided with a first gas storage tank and a second gas storage tank, and a cracked gas auxiliary pressure sensor 20 is provided at both the first gas storage tank and the second gas storage tank. Both the first gas storage tank and the second gas storage tank are connected to the second bypass valve 21.

[0050] In a preferred embodiment of the present invention, an ignition fuel injector with an active pre-combustion chamber is installed at the center of the cylinder head of the engine body 30. The ignition fuel obtained by online cracking of ammonia is pressurized and directly injected into the pre-combustion chamber. The spark plug in the pre-combustion chamber ignites the ignition fuel to form a jet flame that is injected into the cylinder to ignite the main fuel ammonia.

[0051] like Figure 2 and 3 As shown, another embodiment of the present invention provides a fuel supply method based on an online ammonia cracking hydrogen production system, which, based on the above-mentioned fuel supply device, includes the following steps:

[0052] Step 1: Obtain the reaction chamber temperature T of the ammonia online cracking hydrogen production unit 8. a Real-time exhaust temperature T exh 11 Hydrogen concentration in the cracked gas pressure stabilizer The pyrolysis gas pressures p1 and p2 of the first and second gas storage tanks in the small gas storage tank group 19, and the direct injection pyrolysis gas pressure p DI 30 real-time intake pressure of the engine body in The throttle opening is measured and the electrical signal is transmitted to the ECU for comparison with the preset value.

[0053] Step 2: Set the temperature T of the reaction chamber a With the preset minimum reaction temperature Compare and determine the operating conditions, if The device is then determined to be in cold start condition, and this is verified by checking whether the engine speed and real-time exhaust temperature are within the cold start operating range; the reaction chamber temperature T a Compared with the preset normal reaction temperature Compare and determine the operating conditions, if The device is then determined to be in idle condition, and this is verified by checking whether the engine speed and real-time exhaust temperature are within the idle operating range; the reaction chamber temperature T a With the preset value of the optimal reaction temperature Compare and determine the operating conditions, if The device is then determined to be under normal operating load conditions, and this is verified by checking whether the engine speed and real-time exhaust temperature meet the normal operating load range; the reaction chamber temperature T a With the preset maximum reaction temperature Compare and determine the operating conditions, if The device is then determined to be in acceleration, high load, or full load condition, and the operation is verified based on whether the engine speed and real-time exhaust temperature are within the acceleration, high load, or full load operating range.

[0054] Step 3: If at this time When the device is in cold start condition, the engine is also in cold start condition. Due to the low reactivity of ammonia, pure ammonia is difficult to ignite and burn stably, thus requiring concentrated cracked gas for cold start. At this time, because the engine's exhaust temperature is low during cold start, it is difficult to effectively provide the operating temperature required by the online ammonia cracking hydrogen production unit 8, and therefore it is difficult to produce the ammonia-hydrogen mixture that meets the cold start conditions. To ensure successful start-up, the opening of the first bypass valve 18 and the second bypass valve 21 is adjusted, and the first gas storage tank in the small gas storage tank group 19 independently provides the fuel required for the engine's cold start condition. The ECU reads the direct injection cracked gas pressure data and controls the cracked gas auxiliary pressure regulating valve 22 to adjust the cracked gas direct injection pressure p. DI Maintain 1–1.5 MPa; throttle opening and real-time intake pressure p are read by the ECU. in The cracked gas injection pulse width is controlled to ensure an excess air coefficient λ = 1. Considering that the limited gas storage capacity of the small gas storage tank group 19 may not be able to fully provide the amount of fuel required to maintain the transition from cold start condition to normal operation condition, after the engine cold start is successful, the cracked gas supply strategy is switched to the small gas storage tank group 19 as the main source and the cracked gas pressure stabilizing tank 11 as the auxiliary source, with a gas supply ratio of 6:4.

[0055] Step 4: If at this time The device is then in idling mode. Idle mode is typically a low-speed, low-load condition. To ensure stable operation under idling conditions, a small proportion of hydrogen is required to improve the reactivity of the air-fuel mixture, increase combustion speed, and enhance stability. The cracked gas injection pulse width is controlled to ensure an excess air coefficient λ = 1.1. The hydrogen concentration in the cracked gas pressure regulator tank 11 is read by the ECU. And compared with the preset value (minimum hydrogen concentration preset value) Normal hydrogen concentration preset value Optimal hydrogen concentration preset value and the preset maximum hydrogen concentration Compare:

[0056] like The opening degree of the first bypass valve 18 and the second bypass valve 21 is controlled, and the required cracked gas is jointly supplied by the first gas storage tank and the cracked gas pressure stabilizing tank 11 of the small gas storage tank group 19, with the gas supply ratio of the two being 6:4.

[0057] like The opening degree of the first bypass valve 18 and the second bypass valve 21 is controlled by the first gas storage tank and the cracked gas pressure stabilizing tank 11 of the small gas storage tank group 19, which jointly provide the required cracked gas, and the gas supply ratio of the two is 5:5.

[0058] like The opening degrees of the first bypass valve 18 and the second bypass valve 21 are controlled, and cracked gas is independently supplied by the cracked gas pressure regulator 11. At this time, the cracked gas supply capacity is improved. In order to save fuel consumption and improve engine operation stability, the engine operates in an ammonia-hydrogen dual-fuel combustion mode. The ECU controls and adjusts the opening degrees of the first ammonia pressure regulating valve 4 and the cracked gas supply pressure regulating valve 23 to make the energy provided by the cracked gas more than that of the first ammonia pressure regulating valve 4 and the cracked gas supply pressure regulating valve 23. Total energy of the mixture E total The proportion is The remaining energy is supplied by ammonia in the first gas supply line.

[0059] like The ECU controls and adjusts the opening of the first ammonia pressure regulating valve 4 and the cracked gas supply pressure regulating valve 23 to ensure that the energy supplied by the cracked gas is [specific ratio]. The remaining energy is supplied by ammonia in the first gas supply line;

[0060] Then, the ECU reads the pressure data p from the pyrolysis gas pressure sensor 24. DI Compared with the preset value, if p DI If the pressure is ≤1MPa, adjust the high-power output of the diaphragm booster 14 to quickly boost the pyrolysis gas at the outlet of the water-cooled radiator 13; if 1MPa ≤ p DI If the pressure is ≤1.5MPa, adjust the diaphragm booster 14 to a medium power output to stabilize the pyrolysis gas at the outlet of the water-cooled radiator 13; if 1.5MPa ≤ p DI If the pressure is ≤2MPa, adjust the low-power output of the diaphragm booster 14 to provide pressurized cracked gas to meet the operating conditions.

[0061] Step 5: If at this time The device is then operating under medium load conditions during normal operation. Under medium load conditions during normal engine operation, a lean mixture of high proportion NH3 and low proportion cracked gas is required. At this time, the reaction temperature of the online ammonia cracking hydrogen production unit 8 has reached its normal operating temperature, supporting the supply of cracked gas for ignition. The ECU adjusts the opening of the first bypass valve 18 and the second bypass valve 21, with cracked gas independently supplied by the cracked gas pressure regulator 11. The injection pulse widths of cracked gas and ammonia are controlled to ensure an excess air coefficient λ = 1.2–1.4. The ECU controls and adjusts the opening of the first ammonia pressure regulating valve 4 and the cracked gas supply pressure regulating valve 23 to ensure that the energy ratio provided by the cracked gas is... At this time, the ECU reads the value of the hydrogen concentration sensor 12 inside the cracked gas pressure regulator 11. Compared with the preset value:

[0062] like Then, the second ammonia pressure regulating valve 6 is fully opened to ensure that the online ammonia cracking hydrogen production unit 8 reacts quickly to provide the required cracked gas for the engine 30. Then, the operating power of the diaphragm compressor 14 is controlled in the same way as in step 4 to provide cracked gas suitable for direct injection pressure.

[0063] like Then, the second ammonia pressure regulating valve 6 is partially opened, and the ammonia online cracking hydrogen production unit 8 provides an appropriate amount of ammonia reaction flow rate, which in turn replenishes the gas in the cracked gas pressure stabilizing tank 11. Then, the operating power of the diaphragm compressor 14 is controlled in the same way as in step 4 to provide cracked gas suitable for direct injection pressure.

[0064] like Then, the second ammonia pressure regulating valve 6 is partially opened to maintain a suitable pyrolysis gas content in the pyrolysis gas pressure stabilizing tank 11. Then, the operating power of the diaphragm compressor 14 is controlled in the same manner as in step 4 to provide pyrolysis gas suitable for direct injection pressure. At this time, the ECU reads the pyrolysis gas pressure values ​​p1 and p2 in the small gas storage tank group 19, comparing them with the preset normal pyrolysis gas pressure. as well as Comparison:

[0065] like or Then adjust the opening of the first bypass valve 18 to fill the first or second gas tank in the small gas tank group 19 with gas, provided that the cracked gas pressure required for normal engine operation is met.

[0066] like or Then adjust the opening of the first bypass valve 18 to stop filling the small gas storage tank group 19 with gas.

[0067] Step 6: If at this time The device is operating under acceleration, high load, or full load conditions. When the engine is under acceleration, high load, or full load conditions, it requires a rapid and large supply of fuel, necessitating a rich and abundant ammonia-hydrogen mixture. At this time, the online ammonia cracking hydrogen production unit 8 has reached its optimal operating temperature. However, using only the cracked gas pressure stabilizing tank 11 to supply cracked gas to the engine may be insufficient to meet the rapid and large fuel supply requirements during engine acceleration, high load, or full load conditions due to the cooling, pressurization, and re-cooling process of ammonia after catalytic cracking. Therefore, a small gas storage tank group 19 is needed to assist the cracked gas pressure stabilizing tank 11 in supplying gas. The opening of the first bypass valve 18 and the second bypass valve 21 is adjusted, allowing the small gas storage tank group 19 to assist the cracked gas pressure stabilizing tank 11 in supplying gas. The injection pulse widths of the cracked gas and ammonia are controlled to ensure an excess air coefficient λ = 1. The ECU controls and adjusts the first ammonia pressure regulating valve 4 and the cracked gas supply pressure regulating valve 24 to ensure that the energy ratio provided by the cracked gas is [missing information]. The remaining energy is provided by ammonia. At this time, the ECU reads the value from the hydrogen concentration sensor 12 inside the cracked gas pressure regulator tank 11. Compared with the preset value:

[0068] like The second ammonia pressure regulating valve 6 is then fully opened to provide the ammonia required for the rapid reaction of the online ammonia cracking hydrogen production unit 8. The opening of the first bypass valve 18 and the second bypass valve 21 is adjusted by the ECU so that the second gas storage tank of the small gas storage tank group 19, which assists the cracked gas pressure stabilizing tank 11, provides cracked gas to the engine. The gas supply ratio between the two is 3:7. Then, the operating power of the diaphragm compressor 14 is controlled in the same way as in step 4 to provide cracked gas suitable for the direct injection pressure.

[0069] like The second ammonia pressure regulating valve 6 is then partially opened to provide an appropriate amount of ammonia reaction flow to the online ammonia cracking hydrogen production unit 8, thereby replenishing the gas in the cracked gas pressure stabilizing tank 11. The ECU adjusts the opening of the first bypass valve 18 and the second bypass valve 21 so that the small gas storage tank group 19 and the second gas storage tank 11 assist the cracked gas pressure stabilizing tank 11 in providing cracked gas to the engine. The gas supply ratio between the two is 2:8. Then, the operating power of the diaphragm compressor 14 is controlled in the same way as in step 4 to provide cracked gas suitable for the direct injection pressure. After the acceleration, high load or full load conditions are completed, the operation in step 5 is repeated to replenish the gas in the small gas storage tank group 19.

[0070] Step 7: The ECU reads the value of the liquid ammonia content sensor 17 inside the liquid ammonia separator 16. and the ammonia removal preset value and minimum value contrast:

[0071] like Then continue collecting the separated liquid ammonia;

[0072] like Then, the solenoid valve 26 is opened to introduce the collected liquid ammonia into the first air supply line through the air supply and energy replenishment line. Since the liquid ammonia is maintained at 30-40℃ and 1.5MPa, it is vaporized into ammonia after the pressure is reduced by friction loss in the line, heat exchange, and injection into the intake manifold. After being premixed with air, it provides fuel for the engine to achieve efficient energy recovery and utilization.

[0073] In a preferred embodiment of the present invention, in step 1, the reaction chamber temperature T is obtained by temperature sensor 9. a The exhaust temperature sensor at location 30 on the engine block acquires the real-time exhaust temperature T. exh Hydrogen concentration sensor 12 acquires hydrogen concentration. The pyrolysis gas auxiliary pressure sensor 20 acquires the pyrolysis gas pressure p1 in the first gas storage tank and the pyrolysis gas pressure p2 in the second gas storage tank, respectively, and the direct injection pyrolysis gas pressure p is acquired by the pyrolysis gas pressure sensor 24. DI The intake pressure sensor at location 30 on the engine body obtains the real-time intake pressure p of the engine. in .

[0074] As a preferred embodiment of the present invention, the formula for calculating the excess air coefficient λ of the mixture is as follows:

[0075]

[0076] Where L is the actual amount of air supplied for burning 1kg of fuel, and L0 is the theoretical amount of air required for burning 1kg of fuel;

[0077] The energy provided by the cracked gas is greater than The calculation formula is as follows:

[0078]

[0079] Total energy of the mixture E total The calculation formula is as follows:

[0080]

[0081] in, The mass of hydrogen in the cracked gas. For the mass of ammonia, Because of the low calorific value of hydrogen, It has the lower calorific value of ammonia.

[0082] In a preferred embodiment of the present invention, in step 7, after ammonia is premixed with air, refueling fuel is provided to the engine according to the following steps:

[0083] Repeat steps 1 and 2 to determine the operating condition, with the ECU controlling the ammonia flow distribution ratio between the first gas supply line and the gas replenishment line. To provide the required ammonia flow for stable operation under this condition, the ECU controls the opening of the first ammonia pressure regulating valve 4 and the replenishment pressure regulating valve 28 according to the ammonia flow under standard test bench conditions, as shown in the following formula:

[0084]

[0085] In the formula, This represents the ammonia flow rate under standard test bench conditions. The ammonia flow rate supplied to the first gas supply line; f c This is a correction factor used to compensate for the difference between actual working conditions and standard test conditions; The ammonia flow rate supplied to the gas supply and energy replenishment pipeline. The correction factor f. c The numerical values ​​mainly include the following factors:

[0086]

[0087] In the formula, For temperature correction, This is the idle speed increment correction factor. This is a high-temperature correction factor; For speed correction, To accelerate the correction factor, f is the deceleration correction factor; M To learn control correction; f H Correction for high speed and high load;

[0088] When the engine is in cold start condition, the first air tank in the small air tank group 19 independently provides the fuel required for the engine cold start condition, and controls the first ammonia pressure regulating valve 4 and the supplementary air pressure regulating valve 28 to close.

[0089] When the engine is idling and the concentration of pyrolysis gas in the pressure tank is... At this time, the engine operates in a dual-fuel combustion mode of ammonia and hydrogen, with ammonia power primarily supplied through the first gas supply line and secondarily through a supplementary gas supply line. Since the primary fuel, ammonia, provides a relatively small proportion of power at this stage, using ammonia stored in the liquid ammonia separator 16 for supplementary gas supply would be beneficial for achieving high efficiency and energy saving goals. The idle speed increment correction coefficient is pre-set according to the engine's standard bench test conditions. Adjust the ammonia flow rate supplied by the gas supply and energy replenishment pipeline to meet the ammonia flow supply under idling conditions and realize energy recovery and utilization under idling conditions;

[0090] The ECU reads the throttle opening signal every 50ms. If the rate of change of the throttle opening exceeds a preset value within this time, the engine is determined to be in acceleration / deceleration mode. A speed correction coefficient is preset based on standard engine bench test conditions. Adjust the flow rate of ammonia gas supplied by the gas supply and energy replenishment pipeline to achieve energy recovery and utilization under acceleration and deceleration conditions;

[0091] Long-term engine operation may cause wear and tear on certain components, reducing their lifespan and leading to a deviation between the actual and target air supply volumes. The ECU learns the deviation Δα between the actual and target air supply volumes under these conditions and calculates the correction factor f to correct this deviation. M The engine learns and stores the control correction coefficient. When the engine detects the above problem, it uses the stored f... M The ammonia flow rate supplied by the gas supply and energy replenishment pipeline is adjusted by the learning control correction coefficient to achieve energy recovery and utilization;

[0092] When the engine is operating at high speed and under heavy load, the throttle is fully open, requiring the engine to output maximum torque. At this time, a higher air-fuel mixture concentration is required, determined by the air supply replenishment line based on f... H High speed and high load correction factor and The high-temperature correction coefficient adjustment provides ammonia flow rate to achieve high-load correction control, enabling rapid energy supply and recovery under high-speed and high-load conditions.

[0093] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A fuel supply device based on an online ammonia cracking hydrogen production system, characterized in that, Includes engine block, on-board liquid ammonia tank, liquid ammonia vaporizer, online ammonia cracking hydrogen production unit, cracked gas pressure stabilizing tank, water-cooled radiator, diaphragm compressor, air-cooled radiator, liquid ammonia separator, gas supply and energy replenishment device, small gas storage tank group and ECU; The vehicle-mounted liquid ammonia tank is connected to the liquid ammonia vaporizer via a one-way valve. The liquid ammonia vaporizer is connected to the online ammonia cracking hydrogen production unit via a second gas supply pipeline. A temperature sensor is installed at the online ammonia cracking hydrogen production unit. The online ammonia cracking hydrogen production unit is connected to the cracked gas pressure stabilizing tank, and a cracked gas pressure regulating valve is installed on the pipeline between the two. A hydrogen concentration sensor is installed at the cracked gas pressure stabilizing tank. The cracked gas pressure stabilizing tank is connected to a water-cooled radiator. The water-cooled radiator is connected to a diaphragm compressor. The diaphragm compressor is connected to an air-cooled radiator. The air-cooled radiator is connected to a liquid ammonia separator, and a liquid ammonia content sensor is installed at the liquid ammonia separator. The liquid ammonia vaporizer is also connected to a first pipeline, which is connected to the engine body. A gas pressure regulating valve is installed on the pipeline between the two. The first pipeline is also connected to the liquid ammonia separator through a gas supply and energy replenishment pipeline. The liquid ammonia separator is connected to both a small gas storage tank group and the engine body through a first bypass valve. A cracked gas supply pressure regulating valve, a cracked gas pressure sensor, and a cracked gas flow sensor are installed on the pipeline between the first bypass valve and the engine body. A cracked gas auxiliary pressure sensor is installed at the small gas storage tank group. The small gas storage tank group is also connected to the engine body through a second bypass valve. A cracked gas auxiliary pressure regulating valve is installed on the pipeline between the second bypass valve and the engine body. The ECU is connected to various sensors and control valves; The first pipeline is equipped with a first ammonia pressure regulating valve and a first ammonia flow sensor; the second gas supply pipeline is equipped with a second ammonia pressure regulating valve and a second ammonia flow sensor. The gas supply and energy replenishment pipeline is equipped with a gas replenishment solenoid valve, a gas replenishment flow sensor, and a gas replenishment pressure regulating valve. The small gas storage tank group is provided with a first gas storage tank and a second gas storage tank, and both the first gas storage tank and the second gas storage tank are provided with a cracked gas auxiliary pressure sensor. Both the first gas storage tank and the second gas storage tank are connected to a second bypass valve. The fuel supply method of the fuel supply device includes the following steps: Step 1: Obtain the reaction chamber temperature T of the ammonia online cracking hydrogen production unit. a Real-time exhaust temperature T exh Hydrogen concentration in the cracked gas pressure stabilizer The pyrolysis gas pressures p1 and p2 of the first and second gas storage tanks in the small gas storage tank group, and the direct injection pyrolysis gas pressure p DI Real-time intake pressure of the engine body (p) in The throttle opening is measured and the electrical signal is transmitted to the ECU for comparison with the preset value. Step 2: Set the temperature T of the reaction chamber a With the preset minimum reaction temperature Compare and determine the operating conditions, if The device is then determined to be in cold start condition, and this is verified by checking whether the engine speed and real-time exhaust temperature are within the cold start operating range; the reaction chamber temperature T a Compared with the preset normal reaction temperature Compare and determine the operating conditions, if The device is then determined to be in idle condition, and this is verified by checking whether the engine speed and real-time exhaust temperature are within the idle operating range; the reaction chamber temperature T a With the preset value of the optimal reaction temperature Compare and determine the operating conditions, if The device is then determined to be under normal operating load conditions, and this is verified by checking whether the engine speed and real-time exhaust temperature meet the normal operating load range; the reaction chamber temperature T of the ammonia online cracking hydrogen production unit. a With the preset maximum reaction temperature Compare and determine the operating conditions, if The device is then determined to be in acceleration, high load, or full load condition, and the operation is verified based on whether the engine speed and real-time exhaust temperature are within the acceleration, high load, or full load operating range. Step 3: If at this time When the device is in cold start condition, the opening of the first bypass valve and the second bypass valve are adjusted, and the first gas tank in the small gas tank group independently provides the fuel required for engine cold start. The ECU reads the direct injection cracked gas pressure data and controls the cracked gas auxiliary pressure regulating valve to make the cracked gas direct injection pressure p DI Maintain 1–1.5 MPa; throttle opening and real-time intake pressure p are read by the ECU. in And control the cracked gas injection pulse width to ensure that the excess air coefficient λ = 1; After the engine successfully starts cold, the supply strategy is switched to a pyrolysis gas supply strategy that is mainly composed of small gas storage tank groups and supplemented by pyrolysis gas pressure stabilizing tanks, with a gas supply ratio of 6:

4. Step 4: If at this time The device is in idle mode, controlling the cracked gas injection pulse width to ensure an excess air coefficient λ = 1.1; the ECU reads the hydrogen concentration in the cracked gas pressure regulator tank. And with the minimum hydrogen concentration preset value Normal hydrogen concentration preset value Optimal hydrogen concentration preset value and the preset maximum hydrogen concentration Comparison: like The opening degree of the first bypass valve and the second bypass valve is controlled. The required pyrolysis gas is jointly supplied by the first gas storage tank and the pyrolysis gas pressure stabilizing tank of the small gas storage tank group, and the gas supply ratio between the two is 6:

4. like The opening degree of the first bypass valve and the second bypass valve is controlled by the first gas storage tank and the cracked gas pressure stabilizing tank of the small gas storage tank group, which jointly provide the required cracked gas, and the gas supply ratio between the two is 5:

5. like The opening of the first bypass valve and the second bypass valve are controlled, and the cracked gas is independently supplied by the cracked gas pressure stabilizing tank. At this time, it operates in an ammonia-hydrogen dual-fuel combustion mode, and the ECU controls and adjusts the opening of the first ammonia pressure regulating valve and the cracked gas supply pressure regulating valve to ensure that the energy provided by the cracked gas is higher than that of the hydrogen fuel. Total energy of the mixture E total The proportion is The remaining energy is supplied by ammonia in the first gas supply line; like The ECU controls and adjusts the opening of the first ammonia pressure regulating valve and the cracked gas supply pressure regulating valve to ensure that the energy supplied by the cracked gas is in the correct proportion. The remaining energy is supplied by ammonia in the first gas supply line; Then, the ECU reads the pressure data p from the pyrolysis gas pressure sensor. DI Compared with the preset value, if p DI If the pressure is ≤1MPa, adjust the high-power output of the diaphragm booster to quickly boost the pressure of the pyrolysis gas at the outlet of the water-cooled radiator; if 1MPa ≤ p DI If the pressure is ≤1.5MPa, adjust the medium power output of the diaphragm booster to stabilize the cracked gas at the outlet of the water-cooled radiator; if 1.5MPa ≤ p DI If the pressure is ≤2MPa, adjust the low-power output of the diaphragm booster to provide pressurized cracked gas that meets the operating conditions. Step 5: If at this time The device is then operating under normal medium load conditions. At this time, the ECU adjusts the opening of the first and second bypass valves, and the cracked gas is independently supplied by the cracked gas pressure regulator. The pulse width of the cracked gas and ammonia injection is controlled to ensure an excess air coefficient λ = 1.2–1.

4. The ECU controls and adjusts the opening of the first ammonia pressure regulating valve and the cracked gas supply pressure regulating valve to ensure that the energy ratio provided by the cracked gas is [missing information]. At this point, the ECU reads the value from the hydrogen concentration sensor inside the cracked gas pressure regulator. Compared with the preset value: like Then, the second ammonia pressure regulating valve is fully opened to ensure that the online ammonia cracking hydrogen production unit reacts quickly and provides the engine with the required cracked gas. Then, the diaphragm compressor operating power is controlled in the same way as in step 4 to provide cracked gas suitable for direct injection pressure. like Then, adjust the second ammonia pressure regulating valve to be half open, and the ammonia online cracking hydrogen production unit provides an appropriate amount of ammonia reaction flow rate, thereby replenishing the gas in the cracked gas pressure stabilizing tank. Then, control the operating power of the diaphragm compressor in the same way as in step 4 to provide cracked gas suitable for direct injection pressure. like Then, adjust the second ammonia pressure regulating valve to half-open to maintain a suitable pyrolysis gas content in the pyrolysis gas pressure stabilizing tank. Then, control the operating power of the diaphragm compressor in the same way as in step 4 to provide pyrolysis gas suitable for direct injection pressure. At this time, the ECU reads the pyrolysis gas pressure values ​​p1 and p2 in the small gas storage tank group and compares them with the preset value of normal pyrolysis gas pressure. as well as Comparison: like or Then adjust the opening of the first bypass valve to fill the first or second gas tank in the small gas tank group with gas, provided that the cracked gas pressure required for normal engine operation is met. like or Then adjust the opening of the first bypass valve to stop filling the small gas storage tank group with gas; Step 6: If at this time When the device is in acceleration, high load, or full load operation, the opening of the first and second bypass valves is adjusted to supply gas from the small gas storage tank group, which assists the cracked gas pressure stabilizing tank. The pulse width of the cracked gas and ammonia injection is controlled to ensure that the excess air coefficient λ = 1. The ECU controls and adjusts the first ammonia pressure regulating valve and the cracked gas supply pressure regulating valve to ensure that the energy provided by the cracked gas is... The remaining energy is provided by ammonia; at this time, the ECU reads the value from the hydrogen concentration sensor in the cracked gas pressure regulator tank. Compared with the preset value: like Then, the second ammonia pressure regulating valve is fully opened to provide the ammonia required for the rapid reaction of the online ammonia cracking hydrogen production unit. The ECU adjusts the opening of the first bypass valve and the second bypass valve so that the second gas storage tank of the small gas storage tank group assists the cracked gas pressure stabilizing tank to provide cracked gas to the engine. The gas supply distribution ratio between the two is 3:

7. Then, the diaphragm compressor operating power is controlled in the same way as in step 4 to provide cracked gas suitable for direct injection pressure. like Then, the second ammonia pressure regulating valve is partially opened to provide an appropriate amount of ammonia reaction flow to the ammonia online cracking hydrogen production unit, thereby replenishing the gas in the cracked gas pressure stabilizing tank. The ECU adjusts the opening of the first bypass valve and the second bypass valve so that the second gas storage tank of the small gas storage tank group assists the cracked gas pressure stabilizing tank in providing cracked gas to the engine. The gas supply distribution ratio between the two is 2:

8. Then, the diaphragm compressor operating power is controlled in the same way as in step 4 to provide cracked gas suitable for direct injection pressure. After acceleration, high load or full load conditions are completed, the operation in step 5 is repeated to replenish the gas in the small gas storage tank group. Step 7: The ECU reads the value from the liquid ammonia content sensor inside the liquid ammonia separator. and the ammonia removal preset value and minimum value contrast: like Then continue collecting the separated liquid ammonia; like Then, the solenoid valve for replenishing air is opened to introduce the collected liquid ammonia into the first air supply line through the air supply and energy replenishment line. Since the liquid ammonia is maintained at 30-40℃ and 1.5MPa, it is vaporized into ammonia after the pressure is reduced by friction loss in the line, heat exchange, and injection into the intake manifold. After being premixed with air, it provides fuel for the engine to achieve efficient energy recovery and utilization.

2. The fuel supply device based on an online ammonia cracking hydrogen production system according to claim 1, characterized in that, An ignition fuel injector with an active pre-combustion chamber is installed at the center of the cylinder head of the engine body.

3. The fuel supply device based on an online ammonia cracking hydrogen production system according to claim 1, characterized in that, In step 1, the temperature T of the reaction chamber is obtained by a temperature sensor. a The exhaust temperature sensor located at the engine block obtains the real-time exhaust temperature T. exh Hydrogen concentration sensor obtains hydrogen concentration The pyrolysis gas auxiliary pressure sensor obtains the pyrolysis gas pressure p1 in the first storage tank and the pyrolysis gas pressure p2 in the second storage tank, respectively. The direct injection pyrolysis gas pressure p is obtained through the pyrolysis gas pressure sensor. DI The intake pressure sensor located on the engine block obtains the real-time intake pressure p of the engine. in .

4. The fuel supply device based on the online ammonia cracking hydrogen production system according to claim 3, characterized in that, The formula for calculating the excess air coefficient λ of a mixture is as follows: Where L is the actual amount of air supplied for burning 1kg of fuel, and L0 is the theoretical amount of air required for burning 1kg of fuel; The energy provided by the cracked gas is greater than The calculation formula is as follows: Total energy of the mixture E total The calculation formula is as follows: in, The mass of hydrogen in the cracked gas. For the mass of ammonia, Because of the low calorific value of hydrogen, It has the lower calorific value of ammonia.

5. The fuel supply device based on the online ammonia cracking hydrogen production system according to claim 4, characterized in that, In step 7, after ammonia is premixed with air, it is used to provide refueling fuel to the engine in the following steps: Repeat steps 1 and 2 to determine the operating conditions. The ECU controls the ammonia flow distribution ratio between the first gas supply line and the gas supply replenishment line. To provide the ammonia flow rate sufficient for stable operation under this condition, the ECU controls the opening of the first ammonia pressure regulating valve and the replenishment pressure regulating valve according to the ammonia flow rate under standard test bench conditions, as shown in the following formula: In the formula, This represents the ammonia flow rate under standard test bench conditions. The ammonia flow rate supplied to the first gas supply line; f c This is a correction factor used to compensate for the difference between actual working conditions and standard test conditions; The ammonia flow rate supplied to the gas supply and energy replenishment pipeline; the influence correction factor f. c The numerical value includes the following factors: In the formula, For temperature correction, This is the idle speed increment correction factor. This is a high-temperature correction factor; For speed correction, To accelerate the correction factor, f is the deceleration correction factor; M To learn control correction; f H Correction for high speed and high load; When the engine is in cold start condition, the first air tank in the small air tank group independently provides the fuel required for the engine cold start condition, and controls the first ammonia pressure regulating valve and the make-up air pressure regulating valve to close. When the engine is idling and the concentration of pyrolysis gas in the pressure tank is... At this time, it operates in a dual-fuel combustion mode of ammonia and hydrogen, using the ammonia stored in the liquid ammonia separator for fuel supply; the idle speed increment correction coefficient is preset according to the engine standard bench test conditions. Adjust the ammonia flow rate supplied by the gas supply and energy replenishment pipeline to meet the ammonia flow supply under idling conditions and realize energy recovery and utilization under idling conditions; The ECU reads the throttle opening signal every 50ms. If the rate of change of the throttle opening exceeds a preset value within this time, the engine is determined to be in acceleration / deceleration mode. A speed correction coefficient is preset according to the engine's standard bench test conditions. Adjust the flow rate of ammonia gas supplied by the gas supply and energy replenishment pipeline to achieve energy recovery and utilization under acceleration and deceleration conditions; If the engine components experience wear and tear and reduced lifespan due to long-term operation, causing a deviation between the actual and target air supply volumes, the ECU learns the deviation Δα between the actual and target air supply volumes under these circumstances and calculates the correction factor f to correct this deviation. M The engine learns and stores the control correction coefficient; when the engine detects the above problem, it uses the stored f... M The ammonia flow rate supplied by the gas supply and energy replenishment pipeline is adjusted by the learning control correction coefficient to achieve energy recovery and utilization; When the engine is operating at high speed and under heavy load, the throttle is fully open. At this time, the air supply replenishment line supplies power according to f. H High speed and high load correction factor and f T2 The high-temperature correction coefficient adjustment provides ammonia flow rate to achieve high-load correction control, enabling rapid energy supply and recovery under high-speed and high-load conditions.

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