Ignition system of ammonia-hydrogen engine

Abstract

The invention provides an ignition system of an ammonia hydrogen engine. The system includes an ammonia supply module, an engine cylinder, and a pressurization module. The ammonia supply module is used for providing liquid ammonia; the engine cylinder is provided with a liquid ammonia injector and a hydrogen igniter, the liquid ammonia injector is connected with the ammonia supply module and used for injecting liquid ammonia into the engine cylinder, and the hydrogen igniter is used for igniting the liquid ammonia so that the liquid ammonia can serve as engine fuel. Through the arrangement of the hydrogen igniter, a traditional fuel oil ignition mode is replaced, and low-carbon or zero-carbon combustion is achieved. The pressurizing module is provided with different sealing systems according to different sealing media, hydraulic oil and liquid ammonia are isolated, leaked ammonia in the sealing media is recycled, direct leakage of the ammonia is avoided, the ammonia is subjected to cracking treatment through the recycling module, obtained hydrogen-containing mixed gas serves as ignition gas of an engine, and the purpose of improving the safety of the engine is achieved. And the ammonia fuel engine system which is safe, reliable, efficient and environment-friendly is constructed.

Description

Technical Field

[0001] This application relates to the technical field of marine engines, and more particularly, to an ignition system for an ammonia-hydrogen engine. Background Art

[0002] Against the backdrop of the global shipping industry's active response to the low-carbon emission reduction goal, ammonia fuel engine technology, with its potential zero-carbon attribute, has become an important research direction for the low-carbon transformation of the shipping industry. Ammonia fuel engines mainly cover two types: two-stroke low-speed engines and four-stroke medium-speed engines, which have significant differences in the working cycle and injection method.

[0003] Among them, two-stroke engines usually adopt a high-pressure compression ignition cycle (abbreviated as high-pressure DIESEL cycle), relying on high-pressure hydraulic oil to drive liquid ammonia for high-pressure liquid injection in the cylinder. This working mode has extremely strict requirements for the design of the sealing system; while four-stroke engines mostly adopt a low-pressure spark ignition cycle (i.e., low-pressure OTTO cycle), and ammonia fuel is injected in gaseous form at the intake manifold, with a relatively low design pressure, and the overall design requirements for the machine are also correspondingly reduced. In addition, there are also four-stroke engine design schemes that adopt a high-pressure system.

[0004] However, whether it is a two-stroke engine or a four-stroke engine, existing designs generally use traditional fuel as the ignition oil. In the high-pressure system, the proportion of ignition oil is about 5-10%, and the proportion of ignition oil in the low-pressure system is even higher, exceeding 15%. When using traditional fuel as the ignition oil, it will lead to deficiencies in the carbon emission reduction potential of ships. And for the high-pressure system, there is also an ammonia leakage problem, which not only causes energy waste but also poses a safety risk, and cannot meet the application requirements of the shipping industry for ammonia fuel engines to be safe, efficient, and low-carbon.

[0005] In summary, there is a need to provide an improved technical solution to address the above deficiencies in the prior art. Summary of the Invention

[0006] The purpose of the embodiments of this application is to provide an ignition system for an ammonia-hydrogen engine, which can enhance the carbon emission reduction potential of ships.

[0007] This application specifically provides an ignition system for an ammonia-hydrogen engine, including:

[0008] An ammonia supply module for providing liquid ammonia at a predetermined temperature and pressure;

[0009] An engine cylinder including a cylinder head, on which a liquid ammonia injector and a hydrogen igniter are provided. The liquid ammonia injector is connected to the ammonia supply module and is used to inject liquid ammonia into the engine cylinder, and the hydrogen igniter is used to ignite the liquid ammonia so that the liquid ammonia serves as the engine fuel;

[0010] The pressurization module is arranged before the liquid ammonia injector enters the engine cylinder and is used to pressurize the liquid ammonia so that the liquid ammonia is injected into the engine cylinder at a predetermined pressure.

[0011] In an implementable manner, a plunger mechanism is arranged in the pressurization module. The cavity below the plunger mechanism in the pressurization module is the first cavity, and the cavity above the plunger mechanism in the pressurization module is the second cavity. The side of the first cavity is connected to the ammonia supply module. The first cavity is used to place liquid ammonia, and the bottom of the first cavity is connected to the liquid ammonia injector. The second cavity is used to store hydraulic oil, and the liquid ammonia is pressurized and injected through the hydraulic oil.

[0012] In an implementable manner, a sealing medium is arranged between the first cavity and the second cavity, and the sealing medium is used to separate the first cavity and the second cavity.

[0013] In an implementable manner, the pressurization module is also connected to a recovery module, and the recovery module is used to recover the sealing medium.

[0014] In an implementable manner, the sealing medium is nitrogen. The recovery module includes a nitrogen collection pipe and a first separation part. The nitrogen collection pipe is connected between the first separation part and the pressurization module. The nitrogen collection pipe is used to buffer the nitrogen mixed with ammonia and then transport it into the first separation part. The first separation part is used to separate the nitrogen mixed with ammonia and transport the separated nitrogen back to the pressurization module again.

[0015] In an implementable manner, the sealing medium is sealing oil. The recovery module includes a sealing oil collection tank. A partition is arranged in the sealing oil collection tank. The partition is arranged vertically, and the bottom of the partition is fixedly connected to the sealing oil collection tank. The height of the partition is lower than that of the sealing oil collection tank, and a gas phase channel is formed at the top of the partition. The left and right sides of the partition are respectively a first collection tank and a second collection tank. The second collection tank is connected to the pressurization module, and the pressurization module transports the sealing oil to the bottom of the second collection tank. The ammonia in the sealing oil in the second collection tank overflows into the first collection tank through the gas phase channel and is discharged from the top of the first collection tank. A driving pipeline is inserted into the top of the second collection tank. One end of the driving pipeline extends to the bottom of the second collection tank, and the other end of the driving pipeline is connected to the pressurization module.

[0016] In an implementable manner, the recovery module is further configured to recover ammonia; the recovery module further includes an ammonia cracking unit and a second separation unit, the ammonia cracking unit is configured to receive the ammonia separated by the first separation unit and decompose the ammonia into nitrogen and hydrogen; the second separation unit is configured to separate the cracked nitrogen and hydrogen; the separated nitrogen is transported to the pressurization module again, or discharged into the atmosphere, or stored in a high-pressure nitrogen cylinder bank; the separated hydrogen is transported to a hydrogen igniter.

[0017] In an implementable manner, the ammonia cracking unit includes a furnace body housing, a catalyst layer is arranged at the top of the furnace body housing, an insulating and heat-preserving layer is arranged on the furnace body housing, and an electric spark igniter is arranged below the catalyst layer; the electric spark igniter is configured to ignite ammonia and provide heat energy for ammonia cracking so that ammonia is cracked within the catalyst layer.

[0018] In an implementable manner, an air inlet, an ammonia inlet, and a cracking outlet are arranged on the furnace body housing, the cracking outlet is arranged at the top of the furnace body housing and is configured to discharge the cracked gas and the gas generated by combustion, the air inlet is arranged at the bottom of the furnace body housing and is configured to introduce air; the ammonia inlet is connected to the first separation unit.

[0019] In an implementable manner, an air inlet and an ammonia inlet are arranged on the furnace body housing, the air inlet is arranged at the bottom of the furnace body housing and is configured to introduce air; the ammonia inlet is connected to the first separation unit;

[0020] A combustion chamber and a cracking chamber are arranged inside the furnace body housing, the combustion chamber is arranged below the cracking chamber, and the combustion chamber and the cracking chamber are independently arranged; the catalyst layer is arranged in the cracking chamber, and the electric spark igniter is arranged in the combustion chamber;

[0021] The ammonia inlet includes a first ammonia inlet and a second ammonia inlet, the ammonia output by the first separation unit is respectively transported to the first ammonia inlet and the second ammonia inlet, the first ammonia inlet is the inlet of the combustion chamber, and the second ammonia inlet is the inlet of the cracking chamber; a first exhaust port is arranged at the top of the cracking chamber, and the first exhaust port is configured to discharge the hydrogen and nitrogen generated by cracking, and a second exhaust port is arranged on the side wall of the combustion chamber, and the second exhaust port is configured to discharge the products after ammonia combustion.

[0022] Compared with the prior art, the beneficial effects of the present application are:

[0023] In the technical solution of the present application, through the setting of a hydrogen igniter, the traditional fuel ignition method is replaced, realizing low-carbon or zero-carbon combustion. According to different sealing media, different sealing mechanisms are set to isolate hydraulic oil from liquid ammonia, preventing liquid ammonia from directly leaking into the hydraulic oil, and constructing a safe, reliable, efficient, and environmentally friendly ammonia fuel engine system. And through the recovery module, ammonia in the sealed gas or sealed liquid is separated and recycled to the ammonia cracking section for treatment, and the sealed gas or sealed liquid continues to be recycled within the system, thereby reducing the risk of direct discharge of ammonia gas inside the engine into the atmosphere.

[0024] Through the setting of the recovery module, the leaked ammonia can be cracked and processed, and the obtained hydrogen-containing mixed gas is used as the ignition gas of the engine, replacing the traditional method of using fuel as the ignition oil, completing the recycling of ammonia again, reducing the carbon emissions of the engine, enhancing the carbon emission reduction potential of the engine, and making the ammonia fuel engine safer, more energy-efficient, and more environmentally friendly. By setting two structures of the ammonia cracking section, mixed gases with different hydrogen contents can be cracked to meet different demand environments. Through the setting of the ammonia supplement pipeline, when the ammonia leakage is not enough to meet the ammonia cracking demand, through the ammonia supplement pipeline, the ammonia evaporation gas generated in the ammonia fuel storage tank is used as the ammonia supplement source, and at the same time, the ammonia evaporator can be fully utilized. Brief Description of the Drawings

[0025] Figure 1 It is a schematic structural diagram of an ignition system of an ammonia-hydrogen engine according to an embodiment of the present invention.

[0026] Figure 2 It is another schematic structural diagram of an ignition system of an ammonia-hydrogen engine according to an embodiment of the present invention.

[0027] Figure 3 It is still another schematic structural diagram of an ignition system of an ammonia-hydrogen engine according to an embodiment of the present invention.

[0028] Figure 4 It is a schematic structural diagram of an ammonia cracking section in an ignition system of an ammonia-hydrogen engine according to an embodiment of the present invention.

[0029] Figure 5 It is another schematic structural diagram of an ammonia cracking section in an ignition system of an ammonia-hydrogen engine according to an embodiment of the present invention.

[0030] Among them, the description of the reference numerals is as follows:

[0031] 1. Ammonia fuel storage tank; 2. Ammonia supply module; 3. Engine cylinder; 301. Cylinder head; 302. Liquid ammonia injector; 303. Hydrogen igniter; 304. Pressurization module; 3041. First cavity; 3042. Sealing medium; 3043. Second cavity; 4. Pressurizing oil pump; 501. Nitrogen collection pipe; 502. Sealing oil collection tank; 5021. Partition; 5022. Second collection tank; 5023. First collection tank; 5024. Liquid level sensor; 601. First separation part; 602. Second separation part; 7. Drive pipeline; 8. Ammonia cracking part; 800. Furnace body shell; 8001. Combustion cavity; 8002. Cracking cavity; 801. Air inlet; 802. Ammonia inlet; 8021. First ammonia inlet; 8022. Second ammonia inlet; 803. Spark igniter; 804. Catalyst layer; 805. Cracking outlet; 8051. Second exhaust port; 8052. First exhaust port; 806. Temperature sensor; 807. Ammonia concentration sensor; 9. First buffer tank; 1001. First control valve; 1002. Second control valve; 1101. First flow sensor; 1102. Second flow sensor; 12. Second buffer tank; 13. Gas compressor; 14. Third buffer tank; 15. Nitrogen booster; 16. High-pressure nitrogen cylinder group; 17. Pressure reducing valve group. Detailed implementation manners

[0032] The following further elaborates on the detailed implementation manners of the present invention in conjunction with the accompanying drawings. These implementation manners are only used to illustrate the present invention and are not intended to limit the present invention.

[0033] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the accompanying drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus cannot be construed as a limitation of the present invention. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0034] In the description of the present invention, it should be noted that unless otherwise clearly specified and defined, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the internal communication of two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0035] In addition, in the description of the present invention, unless otherwise specified, the meaning of "a plurality of" is two or more.

[0036] See Figures 1 to 5 , this application provides an ignition system for an ammonia-hydrogen engine, including:

[0037] An ammonia supply module 2 for providing liquid ammonia, and the inlet of the ammonia supply module 2 is connected to an ammonia storage tank.

[0038] An engine cylinder 3 includes a cylinder head 301, on which a liquid ammonia injector 302 and a hydrogen igniter 303 are provided. The liquid ammonia injector 302 is connected to the ammonia storage tank through the ammonia supply module and is used to inject liquid ammonia into the engine cylinder 3. The hydrogen igniter 303 is used to ignite the liquid ammonia so that the liquid ammonia is used as engine fuel. By using hydrogen as the ignition gas for ammonia combustion, compared with the traditional method of using fuel oil as the ignition oil, it is more low-carbon and environmentally friendly and is conducive to carbon emission reduction.

[0039] It should be noted that Figures 1 to 3 only one cylinder of each cylinder of the engine is schematically drawn in

[0040] A pressurization module 304 is provided before the liquid ammonia injector 302 enters the engine cylinder 3 and is used to pressurize the liquid ammonia so that the liquid ammonia is injected into the engine cylinder 3 at a predetermined pressure.

[0041] Specifically, as shown in Figures 1 to 3 , the pressurization module 304 is provided outside the cylinder head 301.

[0042] It should be noted that the predetermined pressure for in-cylinder injection of liquid ammonia is 600 - 700 barg.

[0043] It should also be noted that this application can be applied to all ships that need to install an ammonia-hydrogen engine system and can be used for in-cylinder direct injection engines using a high-pressure technical route. For low-pressure system engines, after the liquid ammonia injector 302 is improved, similar treatment can still be carried out on the ammonia leaked inside the engine.

[0044] In an implementable manner, a plunger mechanism is provided inside the pressurization module 304. The cavity below the plunger mechanism inside the pressurization module 304 is a first cavity 3041, and the cavity above the plunger mechanism inside the pressurization module 304 is a second cavity 3043. The side of the first cavity 3041 is connected to the ammonia supply module 2. The first cavity 3041 is used to place liquid ammonia, and the bottom of the first cavity 3041 is connected to the liquid ammonia injector 302. The second cavity 3043 is used to store hydraulic oil, and the liquid ammonia is pressurized and injected through the hydraulic oil.

[0045] It should be noted that a pressurizing pipeline is provided on the second cavity 3043, and a pressurizing oil pump 4 is provided on the pressurizing pipeline. The pressurizing oil pump 4 is used to pressurize the hydraulic oil in the second cavity 3043. After the hydraulic oil acts on the plunger mechanism, it pressurizes the liquid ammonia downward so that the liquid ammonia can be pressurized and sprayed.

[0046] In an implementable manner, a sealing medium 3042 is provided between the first cavity 3041 and the second cavity 3043. The sealing medium 3042 is used to separate the first cavity 3041 and the second cavity 3043 to prevent leakage between the hydraulic oil and the ammonia fuel.

[0047] In an implementable manner, the ammonia supply module 2 is connected to the ammonia fuel storage tank 1, and the ammonia fuel storage tank 1 is used to store liquid ammonia.

[0048] In an implementable manner, the ammonia supply module 2 is used to adjust the temperature and pressure of the liquid ammonia so that the liquid ammonia meets the inlet temperature and inlet pressure of the engine.

[0049] Specifically, the supply pressure of liquid ammonia as fuel is 80 - 90 barg.

[0050] In an implementable manner, the pressurizing module 304 is also connected to a recovery module, and the recovery module is used to recover the sealing medium 3042. Since there is a contact surface between the sealing medium 3042 and the ammonia fuel, there is a situation where the ammonia fuel leaks into the sealing medium 3042. Therefore, the recovery module is also used to recover ammonia.

[0051] In an implementable manner of the recovery module, as Figure 1 and Figure 2 shown, the sealing medium 3042 is nitrogen, and the recovery module includes a nitrogen collection pipe 501 and a first separation part 601. The nitrogen collection pipe 501 is connected between the first separation part 601 and the pressurizing module 304. The nitrogen collection pipe 501 is used to buffer and transport the nitrogen mixed with ammonia into the first separation part 601. The first separation part 601 is used to separate the nitrogen mixed with ammonia and transport the separated nitrogen back to the pressurizing module 304 for reuse.

[0052] It should be noted that there will be liquid ammonia and ammonia gas in the nitrogen collection pipe 501. The liquid ammonia evaporates into ammonia gas in the nitrogen collection pipe 501, and the mixture of ammonia gas and nitrogen is transported into the first separation part 601.

[0053] Specifically, as Figure 1 and Figure 2As shown, a driving pipeline 7 is connected between the first separation part 601 and the pressurization module 304, and the recovered nitrogen is transported to the pressurization module 304 through the driving pipeline 7. A nitrogen compressor is arranged on the driving pipeline 7, and the nitrogen compressor is used to pressurize the nitrogen and then transport it into the pressurization module 304.

[0054] In another feasible implementation manner of the recovery module, as Figure 3 shown, the sealing medium 3042 is sealing oil. The recovery module includes a sealing oil collection tank 502, and a partition 5021 is arranged in the sealing oil collection tank 502. The partition 5021 is arranged vertically, and the bottom of the partition 5021 is fixedly connected to the sealing oil collection tank 502. The height of the partition 5021 is lower than that of the sealing oil collection tank 502, and a gas phase channel is formed at the top of the partition 5021. The left and right sides of the partition 5021 are respectively a first collection tank 5023 and a second collection tank 5022. The second collection tank 5022 is connected to the pressurization module 304, and the pressurization module 304 transports the sealing oil to the bottom of the second collection tank 5022.

[0055] The ammonia in the sealing oil in the second collection tank 5022 overflows into the first collection tank 5023 through the gas phase channel and is discharged from the top of the first collection tank 5023. The top of the second collection tank 5022 is inserted into the driving pipeline 7. One end of the driving pipeline 7 extends to the bottom of the second collection tank 5022, and the other end of the driving pipeline 7 is connected to the pressurization module 304. An oil pump is arranged on the driving pipeline 7, and the sealing oil in the second collection tank 5022 is recovered and transported to the pressurization module 304 for reuse through the oil pump.

[0056] It should be noted that a liquid level sensor 5024 is arranged in the second collection tank 5022, and the liquid level sensor 5024 is used to obtain the liquid level of the sealing oil in the second collection tank 5022. When the liquid level of the sealing oil in the second collection tank 5022 is lower than the minimum value, sealing oil can be supplemented in the second collection tank 5022. A drain port is arranged at the bottom of the second collection tank 5022, and the sealing oil can be drained through the drain port when needed. For example, when the sealing oil needs to be replaced, the sealing oil can be drained through the drain port.

[0057] It should also be noted that a drain port is also arranged at the bottom of the first collection tank 5023 for discharging the sealing oil that overflows into the first collection tank 5023.

[0058] The recovery module further includes an ammonia cracking unit 8 and a second separation unit 602. The ammonia cracking unit 8 is used to receive the ammonia separated by the first separation unit 601 and decompose the ammonia into nitrogen and hydrogen. The second separation unit 602 is used to separate the cracked nitrogen and hydrogen. The separated nitrogen is transported back to the pressurization module 304, or discharged into the atmosphere, or stored in a high-pressure nitrogen cylinder bank. The separated hydrogen is transported to the hydrogen igniter 303.

[0059] In an implementable manner of the ammonia cracking unit 8, as Figure 4 shown, the ammonia cracking unit 8 includes a furnace body housing 800. A catalyst layer 804 is provided at the top of the furnace body housing 800. The furnace body housing 800 is provided with a heat insulation layer. An air inlet 801, an ammonia inlet 802, and a cracking outlet 805 are provided on the furnace body housing 800. The cracking outlet 805 is provided at the top of the furnace body housing 800 and is used to discharge the gases generated by cracking and combustion. The air inlet 801 is provided at the bottom of the furnace body housing 800 and is used to introduce air to assist the combustion reaction. The ammonia inlet 802 is connected to the first separation unit 601. An electric spark igniter 803 is provided below the catalyst layer 804. The air and ammonia are ignited by the electric spark igniter 803 and then burn to provide heat energy for ammonia cracking. The unburned ammonia enters the catalyst layer 804 for cracking.

[0060] It should be noted that an ammonia concentration sensor 807 is provided on the side wall at the catalyst layer 804. The ammonia concentration sensor 807 is used to obtain the amount of ammonia entering the catalyst layer 804 to ensure that the amount of ammonia in the ammonia cracking reaction meets the requirements.

[0061] In another implementable manner of the ammonia cracking unit 8, as Figure 5 shown, the ammonia cracking unit 8 includes a furnace body housing 800. A catalyst layer 804 is provided at the top of the furnace body housing 800. The furnace body housing 800 is provided with a heat insulation layer. An air inlet 801 and an ammonia inlet 802 are provided on the furnace body housing 800. The air inlet 801 is provided at the bottom of the furnace body housing 800 and is used to introduce air to assist the combustion reaction. The ammonia inlet 802 is connected to the first separation unit 601. An electric spark igniter 803 is provided below the catalyst layer 804. The air and ammonia are ignited by the electric spark igniter 803 and then burn to provide heat energy for ammonia cracking.

[0062] A combustion chamber 8001 and a cracking chamber 8002 are arranged inside the furnace body housing 800. The combustion chamber 8001 is arranged at the lower part of the cracking chamber 8002, and the combustion chamber 8001 and the cracking chamber 8002 are independently arranged. A catalyst layer 804 is arranged inside the cracking chamber 8002, and an electric spark igniter 803 is arranged inside the combustion chamber 8001. The ammonia inlet 802 includes a first ammonia inlet 8021 and a second ammonia inlet 8022. The ammonia output by the first separation part 601 is respectively transported to the first ammonia inlet 8021 and the second ammonia inlet 8022. The first ammonia inlet 8021 is the inlet of the combustion chamber 8001, and the second ammonia inlet 8022 is the inlet of the cracking chamber 8002. A first exhaust port 8052 is arranged at the top of the cracking chamber 8002, and the first exhaust port 8052 is used to discharge the hydrogen and nitrogen generated by cracking. A second exhaust port 8051 is arranged on the side wall of the combustion chamber 8001, and the second exhaust port 8051 is used to discharge the products after ammonia combustion. By arranging the combustion chamber 8001 and the cracking chamber 8002 independently, it is avoided that the cracking products are mixed with the impurity gases generated by the combustion reaction, thereby improving the quality of the gas after cracking.

[0063] It should be noted that a temperature sensor 806 is arranged inside the furnace body housing 800, and the temperature sensor 806 is used to obtain the temperature inside the furnace body housing 800 to ensure that the temperature inside the furnace body housing 800 meets the requirements of the ammonia cracking reaction.

[0064] In an implementable manner, the second separation part 602 includes a first outlet and a second outlet. The first outlet is connected to the first buffer tank 9, and the first outlet is used to transport nitrogen into the first buffer tank 9. The outlet of the first buffer tank 9 is connected to the pressurization module 304. The second outlet is connected to the second buffer tank 12, and the second outlet is used to transport hydrogen into the second buffer tank 12. The outlet of the second buffer tank 12 is connected to the hydrogen igniter 303, and the hydrogen separated by the second separation part 602 is transported to the hydrogen igniter 303 as the ignition gas. Considering that the requirement for hydrogen purity is not high during ignition, the risk of deflagration caused by high hydrogen purity can also be reduced.

[0065] It should be noted that considering that hydrogen cannot be compressed and ignited, an electric spark plug is arranged inside the engine cylinder 3, and the hydrogen mixture output by the second outlet is ignited by electric sparking and then used as the ignition source for ammonia combustion.

[0066] In an implementable manner, as Figures 1 to 2 shown, after the first buffer tank 9 is connected to the drive pipeline 7, nitrogen is transported into the pressurization module 304. As Figure 3 shown, the nitrogen separated by the second separation part 602 can be discharged to the atmosphere, or sequentially connected to the high-pressure nitrogen cylinder group 16 through the first buffer tank 9 and the nitrogen booster 15.

[0067] In an implementable manner, a first control valve 1001 is provided on the pipeline between the first buffer tank 9 and the drive pipeline 7, and a first flow sensor 1101 is provided on the drive pipeline 7. The first flow sensor 1101 is used to obtain the flow rate of nitrogen in the drive pipeline 7. When it is determined according to the first flow sensor 1101 that the nitrogen in the drive pipeline 7 is insufficient, the first control valve 1001 is opened to supplement the nitrogen in the first buffer tank 99 into the drive pipeline 7.

[0068] In an implementable manner, as Figures 1 to 3 shown, a gas compressor 13 is provided on the pipeline between the second buffer tank 12 and the hydrogen igniter 303. The gas compressor 13 is used to pressurize the hydrogen-containing mixed gas to better meet the ignition pressure requirement.

[0069] In an implementable manner, an ammonia supply pipeline is connected to the inlet of the ammonia cracking section 8. The ammonia supply pipeline is used to transport the liquid ammonia in the ammonia storage tank into the ammonia cracking section 8. A third buffer tank 14 is provided on the ammonia supply pipeline, and the ammonia evaporation gas in the ammonia storage tank is transported into the ammonia cracking section 8 through the third buffer tank 14.

[0070] It should be noted that a second control valve 1002 is provided on the ammonia supply pipeline, and a second flow sensor 1102 is provided on the inlet pipeline of the ammonia cracking section 8. When the second flow sensor 1102 monitors that the ammonia flow rate does not meet the requirements, the second control valve 1002 is opened to supplement ammonia into the ammonia cracking section 8.

[0071] In an implementable manner, as Figure 3 shown, a nitrogen gas booster 15 and a high-pressure nitrogen gas cylinder group 16 are successively provided on the pipeline at the outlet of the first buffer tank 9. The nitrogen gas booster 15 is used to pressurize the excess nitrogen gas and store it in the high-pressure nitrogen gas cylinder group 16, and use it when needed.

[0072] In an implementable manner, as Figure 2 shown, a nitrogen gas booster 15, a high-pressure nitrogen gas cylinder group 16, and a pressure reducing valve group 17 are successively provided on the pipeline at the outlet of the first buffer tank 9. The nitrogen gas booster 15 is used to pressurize the excess nitrogen gas and store it in the high-pressure nitrogen gas cylinder group 16, and when needed, it is depressurized through the pressure reducing valve group 17 before use.

[0073] In summary, the present application provides an ignition system for an ammonia-hydrogen engine. By setting up the hydrogen igniter 303, it replaces the traditional fuel ignition method and realizes low-carbon or zero-carbon combustion. Different sealing systems are set according to different sealing media 3042 to isolate hydraulic oil from liquid ammonia, avoiding direct leakage of liquid ammonia into the hydraulic oil, and constructing a safe, reliable, efficient and environmentally friendly ammonia fuel engine system. And through the recovery module, ammonia in the sealed gas or sealed liquid is separated and recycled to the ammonia cracking section 8 for treatment, and the sealed gas or sealed liquid continues to be recycled in the system, thereby reducing the risk of direct discharge of ammonia gas inside the engine into the atmosphere.

[0074] By setting up the recovery module, it is possible to perform cracking treatment on the leaked ammonia, and use the obtained hydrogen-containing mixed gas as the ignition gas of the engine to replace the traditional method of using fuel as the ignition oil, complete the recycling of ammonia again, reduce the carbon emissions of the engine, and enhance the carbon emission reduction potential of the engine, making the ammonia fuel engine safer, more energy-saving and environmentally friendly. By setting two structures of the ammonia cracking section 8, it is possible to crack mixed gases with different hydrogen contents to meet different demand environments. Through the setting of the ammonia supplement pipeline, when the ammonia leakage is not enough to meet the ammonia cracking demand, through the ammonia supplement pipeline, the ammonia evaporation gas generated in the ammonia fuel storage tank 1 is used as the ammonia supplement source, and at the same time, the ammonia evaporator can be fully utilized.

[0075] The above are only the preferred embodiments of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the technical principle of the present invention, several improvements and replacements can be made, and these improvements and replacements should also be regarded as the protection scope of the present invention.

Claims

1. An ignition system for an ammonia-hydrogen engine, characterized in that, Comprising: An ammonia supply module for providing liquid ammonia at a predetermined temperature and a predetermined pressure; An engine cylinder including a cylinder head, on which a liquid ammonia injector and a hydrogen igniter are provided. The liquid ammonia injector is connected to the ammonia supply module and is used to inject liquid ammonia into the engine cylinder. The hydrogen igniter is used to ignite the liquid ammonia so that the liquid ammonia serves as engine fuel; A pressurization module provided before the liquid ammonia injector enters the engine cylinder and is used to pressurize the liquid ammonia so that the liquid ammonia is injected into the engine cylinder at a predetermined pressure.

2. The ignition system of the ammonia-hydrogen engine according to claim 1, characterized in that, A plunger mechanism is provided in the pressurization module. The cavity below the plunger mechanism in the pressurization module is the first cavity, and the cavity above the plunger mechanism in the pressurization module is the second cavity. The side of the first cavity is connected to the ammonia supply module. The first cavity is used to hold liquid ammonia, and the bottom of the first cavity is connected to the liquid ammonia injector; The second cavity is used to store hydraulic oil, and the liquid ammonia is pressurized and injected through the hydraulic oil.

3. The ignition system of the ammonia-hydrogen engine according to claim 2, characterized in that, A sealing medium is provided between the first cavity and the second cavity, and the sealing medium is used to separate the first cavity and the second cavity.

4. The ignition system of the ammonia-hydrogen engine according to claim 3, characterized in that, The pressurization module is also connected to a recovery module, and the recovery module is used to recover the sealing medium.

5. The ignition system of the ammonia-hydrogen engine according to claim 4, characterized in that, The sealing medium is nitrogen. The recovery module includes a nitrogen collection pipe and a first separation part. The nitrogen collection pipe is connected between the first separation part and the pressurization module; the nitrogen collection pipe is used to buffer the nitrogen mixed with ammonia and then transport it into the first separation part; the first separation part is used to separate the nitrogen mixed with ammonia and transport the separated nitrogen back to the pressurization module again.

6. The ignition system of the ammonia-hydrogen engine according to claim 4, characterized in that, The sealing medium is sealing oil. The recovery module includes a sealing oil collection tank. A partition is provided in the sealing oil collection tank. The partition is vertically arranged, and the bottom of the partition is fixedly connected to the sealing oil collection tank. The height of the partition is lower than that of the sealing oil collection tank, and a gas phase channel is formed at the top of the partition; the left and right sides of the partition are respectively a first collection tank and a second collection tank. The second collection tank is connected to the pressurization module, and the pressurization module transports the sealing oil to the bottom of the second collection tank; the ammonia in the sealing oil in the second collection tank overflows into the first collection tank through the gas phase channel and is discharged from the top of the first collection tank; A driving pipeline is inserted into the top of the second collection tank. One end of the driving pipeline extends to the bottom of the second collection tank, and the other end of the driving pipeline is connected to the pressurization module.

7. The ignition system of the ammonia-hydrogen engine according to claim 4, characterized in that, The recovery module is also used to recover ammonia; the recovery module also includes an ammonia cracking part and a second separation part. The ammonia cracking part is used to receive the ammonia separated by the first separation part and decompose the ammonia into nitrogen and hydrogen; the second separation part is used to separate the cracked nitrogen and hydrogen; the separated nitrogen is transported back to the pressurization module again, or discharged to the atmosphere, or stored; the separated hydrogen is transported to the hydrogen igniter.

8. The ignition system of the ammonia-hydrogen engine according to claim 7, characterized in that, The ammonia cracking part includes a furnace body shell. A catalyst layer is provided at the top of the furnace body shell. The furnace body shell is provided with an insulating heat preservation layer. An electric spark igniter is provided below the catalyst layer; the electric spark igniter is used to ignite ammonia and provide heat energy for ammonia cracking so that ammonia is cracked in the catalyst layer.

9. The ignition system of the ammonia-hydrogen engine according to claim 8, characterized in that, An air inlet, an ammonia inlet, and a cracking outlet are provided on the furnace body shell. The cracking outlet is provided at the top of the furnace body shell and is used to discharge the cracked gas and the gas generated by combustion. The air inlet is provided at the bottom of the furnace body shell and is used to introduce air; The ammonia inlet is connected to the first separation part.

10. The ignition system of the ammonia-hydrogen engine according to claim 8, characterized in that, An air inlet and an ammonia inlet are provided on the furnace body shell. The air inlet is provided at the bottom of the furnace body shell and is used to introduce air; the ammonia inlet is connected to the first separation part; A combustion chamber and a cracking chamber are provided inside the furnace body shell. The combustion chamber is provided below the cracking chamber, and the combustion chamber and the cracking chamber are independently arranged; the catalyst layer is provided in the cracking chamber, and the spark igniter is provided in the combustion chamber; The ammonia inlet includes a first ammonia inlet and a second ammonia inlet. The ammonia output by the first separation part is respectively transported to the first ammonia inlet and the second ammonia inlet. The first ammonia inlet is the inlet of the combustion chamber, and the second ammonia inlet is the inlet of the cracking chamber; a first exhaust port is provided at the top of the cracking chamber, and the first exhaust port is used to discharge the hydrogen and nitrogen generated by cracking. A second exhaust port is provided on the side wall of the combustion chamber, and the second exhaust port is used to discharge the products after ammonia combustion.

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