An adaptive hydrogen-ammonia internal combustion engine intake regulating valve

Abstract

The present invention relates to an intake regulating valve in the field of internal combustion engines, and more specifically, to an adaptive intake regulating valve for hydrogen-ammonia internal combustion engines. The valve comprises a valve body, internally provided with a first gas supply cavity and a second gas supply cavity. The gas supply volume of the second gas supply cavity is smaller than that of the first gas supply cavity, and both the first and second gas supply cavities are provided with valve cores. The valve core within the second gas supply cavity is coaxially fixedly connected to a main shaft. In this adaptive intake regulating valve for hydrogen-ammonia internal combustion engines, two gas supply pipes, one large and one small, are provided. During valve operation, only the smaller gas supply pipe is opened, providing the gas supply required for the initial operation of the gas internal combustion engine. When the gas supply required by the gas internal combustion engine increases, the valve, under the action of negative pressure, passively opens the larger gas supply pipe instantaneously, thereby promptly increasing the gas flow rate.

Description

Technical Field

[0001] The present invention relates to an intake regulating valve in the technical field of internal combustion engines, and in particular to an adaptive intake regulating valve for a hydrogen-ammonia internal combustion engine. Background Art

[0002] The intake regulating valve of a gas internal combustion engine is a valve used to control the gas flow. This valve is typically fully open during engine operation and fully closed during shutdown. During the initial startup phase of a gas internal combustion engine, it needs to idle for a period of time. During idle operation, the gas engine requires less gas, but after idling, the gas demand increases. To this end, an intake regulating valve is currently installed on the gas pipeline to regulate the gas flow rate, preventing excessive gas from being supplied when the gas internal combustion engine is idling. Once the gas internal combustion engine stops idling, the gas flow rate is increased.

[0003] In some places with special requirements, for example, when a gas internal combustion engine is used to drive a generator set, if an emergency power generation operation is suddenly carried out (such as a power outage or during peak electricity consumption), the gas internal combustion engine needs to reach full speed operation in a very short time. At this time, the air intake regulating valve is required to increase the gas flow when the gas internal combustion engine is in full speed operation.

[0004] However, most of the current air intake regulating valves are actively controlled. Since the working state of emergency power generation is different from that of ordinary power generation, it is difficult for the air intake regulating valve to identify different states in a timely manner, which easily causes hysteresis when adjusting the gas flow. Summary of the Invention

[0005] The object of the present invention is to provide an adaptive hydrogen-ammonia internal combustion engine intake regulating valve to solve the problems raised in the above background technology.

[0006] To achieve the above-mentioned object, an adaptive hydrogen-ammonia internal combustion engine intake regulating valve is provided, comprising a valve body, wherein a first air delivery cavity and a second air delivery cavity are provided inside the valve body, the air delivery volume of the second air delivery cavity is smaller than the air delivery volume of the first air delivery cavity, and valve cores are provided in both the first air delivery cavity and the second air delivery cavity; wherein,

[0007] The valve core located in the second air delivery cavity is coaxially fixedly connected to the main shaft;

[0008] The valve core located in the first air delivery cavity is coaxially connected to the main shaft, and an elastic connecting member is provided between the valve core and the main shaft in the first air delivery cavity;

[0009] The exhaust end of the valve body is provided with a limiting component. Under normal conditions, the limiting component limits the rotation of the valve core in the first gas transmission cavity, so that the main shaft drives the valve core in the second gas transmission cavity to open during the rotation process, and drives the elastic connecting member to deform and store energy; when the required gas volume of the gas internal combustion engine exceeds the gas delivery volume of the second gas transmission cavity, the limiting component cancels the restriction on the valve core in the first gas transmission cavity, so that the valve core in the first gas transmission cavity uses the elastic force of the elastic connecting member to instantly open the first gas transmission cavity.

[0010] As a further improvement of the present technical solution, the valve core located in the first air delivery cavity is a first valve core, and the valve core located in the second air delivery cavity is a second valve core;

[0011] A sleeve is fixedly connected to one side of the first valve core, the top end of the sleeve passes through the top of the valve body and is rotatably connected to the valve body, and the bottom end of the sleeve is rotatably connected to the bottom of the first air delivery cavity;

[0012] The second valve core is fixedly connected to the main shaft;

[0013] The first valve core and the second valve core are both circular structures.

[0014] As a further improvement of the present technical solution, the bottom end of the main shaft passes through the inside of the sleeve, then passes through the second air delivery cavity, and finally passes out from the bottom end of the valve body; and the part of the main shaft located inside the sleeve maintains a rotational connection with the sleeve, and the part of the main shaft passing through the valve body is rotationally connected to the valve body.

[0015] As a further improvement of the present technical solution, the elastic connecting member is a coil spring whose inner end is connected to the main shaft and whose outer end is connected to the sleeve.

[0016] As a further improvement of the present technical solution, a coil spring carrier plate is fixedly provided on the top of the sleeve, the top of the coil spring carrier plate is a recessed structure for placing the coil spring, and a slot is provided on the inner ring of the coil spring carrier plate, the outer ring of the coil spring is clamped in the slot, and the inner ring is fixedly connected to the main shaft.

[0017] As a further improvement of the present technical solution, the limiting component is a piston tube with a through top and a bottom end connected to the first air delivery cavity. A piston block is longitudinally slidably arranged in the piston tube, and a connecting spring is provided between the piston block and the piston tube to elastically connect the two.

[0018] The top end of the piston block is also fixedly connected to a transmission rod, one end of which extends to the outer ring of the coil spring carrier plate and is fixedly connected to a clamping block;

[0019] The outer ring of the coil spring carrier plate is provided with a protrusion;

[0020] The blocking block is located on the movement path of the protrusion to limit the movement of the protrusion.

[0021] As a further improvement of the present technical solution, a slope is provided on a side of the clamping block away from the protrusion, and the protrusion is longitudinally slidably connected to the coil spring carrier plate.

[0022] As a further improvement of the present technical solution, a motor coaxially connected to the main shaft is provided on the top of the valve body.

[0023] As a further improvement of the present technical solution, the inner wall of the second air delivery cavity is provided with a magnet block magnetically connected to the second valve core, and the magnetic force between the magnet block and the second valve core is smaller than the elastic force of the connecting spring.

[0024] As a further improvement of the present technical solution, the maximum gas delivery volume of the second gas delivery cavity corresponds to the maximum gas volume required by the gas internal combustion engine at idle speed or corresponds to the maximum air volume required by the gas internal combustion engine at idle speed.

[0025] Compared with the prior art, the present invention has the following beneficial effects:

[0026] 1. This adaptive hydrogen-ammonia internal combustion engine intake regulating valve features two gas pipelines, one large and one small. During operation, only the smaller pipeline is open, providing the gas required for the initial operation of the gas internal combustion engine. When the gas demand increases, the negative pressure in the valve forces the larger pipeline to open instantly, thereby increasing the gas flow rate.

[0027] 2. In the adaptive hydrogen-ammonia internal combustion engine intake regulating valve, when the throttle becomes dirty, the intake volume can be increased by increasing the opening and closing angle. In addition, the present invention limits the flow of gas and air so that the mixed gas entering the gas internal combustion engine can only meet the idling operation of the gas internal combustion engine, avoiding the phenomenon that a large amount of mixed gas instantly flows into the piston cylinder during the process of adjusting the opening and closing angle of the throttle, thereby increasing the stability of the gas internal combustion engine when idling. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 It is a schematic diagram of the overall structure of the present invention;

[0029] Figure 2 Schematic diagram of the cross-sectional structure of the valve body of the present invention;

[0030] Figure 3 is a schematic structural diagram of a restriction assembly of the present invention;

[0031] Figure 4 Schematic diagram of the structure of the coil spring of the present invention;

[0032] Figure 5 Schematic diagram of the structure of the piston tube of the present invention;

[0033] Figure 6 For the present invention Figure 5 A magnified schematic diagram of the structure at A;

[0034] Figure 7 A schematic diagram of the motion state of the main shaft of the present invention;

[0035] Figure 8 It is a structural schematic diagram of the magnet stopper of the present invention;

[0036] Figure 9 It is a schematic diagram of the installation state of the air intake regulating valve of the present invention.

[0037] The meaning of each number in the figure is:

[0038] 100. Valve body; 101. First air delivery cavity; 102. Second air delivery cavity; 110. First valve core; 111. Second valve core; 112. Sleeve; 113. Coil spring carrier plate; 114. Coil spring; 115. Bump; 120. Limiting assembly; 121. Piston tube; 122. Piston block; 123. Connecting spring; 124. Transmission rod; 125. Block; 130. Main shaft; 140. Driving member; 150. Magnetic stopper. DETAILED DESCRIPTION

[0039] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts shall fall within the scope of protection of the present invention.

[0040] Chinese patent publication number CN114562393B discloses an adaptive intake control valve for a gas internal combustion engine. This patent employs multiple channels with varying intake volumes, allowing gas flow control by switching the corresponding channels. However, this patent relies primarily on manual operation, making it cumbersome to operate.

[0041] The present invention provides an adaptive hydrogen-ammonia internal combustion engine intake regulating valve, such as Figure 1 and Figure 2As shown, it includes a valve body 100, and a first air delivery cavity 101 and a second air delivery cavity 102 are provided inside the valve body 100. The air delivery volume of the second air delivery cavity 102 is smaller than the air delivery volume of the first air delivery cavity 101, and valve cores are provided in both the first air delivery cavity 101 and the second air delivery cavity 102. Among them, the valve core located in the second gas transmission cavity 102 is coaxially fixedly connected to the main shaft 130; the valve core located in the first gas transmission cavity 101 is coaxially rotatably connected to the main shaft 130, and an elastic connecting member is provided between the valve core (referring to the valve core in the first gas transmission cavity 101) and the main shaft 130; a limiting component 120 is provided at the exhaust end of the valve body 100. Under normal circumstances, the limiting component 120 limits the rotation of the valve core in the first gas transmission cavity 101, so that the main shaft 130 drives the valve core in the second gas transmission cavity 102 to open during the rotation process, and drives the elastic connecting member to deform and store energy; when the required gas volume of the gas internal combustion engine exceeds the gas transmission volume of the second gas transmission cavity 102, the limiting component 120 cancels the restriction on the valve core in the first gas transmission cavity 101, so that the valve core in the first gas transmission cavity 101 uses the elastic force of the elastic connecting member to instantly open the first gas transmission cavity 101.

[0042] It should be understood that the valve core can be spherical (such as a ball valve), disc-shaped (such as a butterfly valve), etc. As long as the valve core is driven by a rotational force, it can be applied to the present invention.

[0043] Take the disc-shaped valve core as an example. Figure 2 As shown, the valve core located in the first air delivery cavity 101 is the first valve core 110, and the valve core located in the second air delivery cavity 102 is the second valve core 111. The first valve core 110 and the second valve core 111 are both circular structures, and a sleeve 112 is fixedly connected to one side of the first valve core 110. The top end of the sleeve 112 passes through the top of the valve body 100 and is rotatably connected to the valve body 100, and the bottom end is rotatably connected to the bottom of the first air delivery cavity 101; the second valve core 111 is fixedly connected to the main shaft 130.

[0044] Next, the bottom end of the main shaft 130 passes through the interior of the sleeve 112, then through the second gas delivery cavity 102, and finally out of the bottom end of the valve body 100. The portion of the main shaft 130 within the sleeve 112 is rotationally connected to the sleeve 112, while the portion of the main shaft 130 that passes through the valve body 100 is rotationally connected to the valve body 100.

[0045] In the above description, the role of the elastic connector is to provide a driving force for the rotation of the sleeve 112 after the main shaft 130 generates a rotational motion. The elastic connector can be a torsion spring, or a coil spring 114 or a spring, etc. As an example, the elastic connector is a coil spring 114. Specifically, Figure 4As shown, in some embodiments, a coil spring carrier plate 113 is fixedly set on the top of the sleeve 112, the diameter of the coil spring carrier plate 113 is larger than the diameter of the sleeve 112, and the top of the coil spring carrier plate 113 is a recessed structure for placing the coil spring 114, and a slot is set on the inner ring of the coil spring carrier plate 113. By clamping the outer ring of the coil spring 114 in the slot, the inner ring is fixedly connected to the main shaft 130. At this time, when the main shaft 130 is in a rotating state and the sleeve 112 is in a non-rotating state, the coil spring 114 will store energy by deformation.

[0046] Here, the coil spring 114 may be directly fixedly connected to the main shaft 130 , or a slot for the inner ring of the coil spring 114 to be inserted into the outer ring of the main shaft 130 may be provided.

[0047] Figure 3 The specific structure of the limiting assembly 120 is shown. As shown in the figure, the limiting assembly 120 is a piston tube 121 with a through top and a bottom end connected to the first air delivery chamber 101. A piston block 122 is longitudinally slidably arranged in the piston tube 121. A connecting spring 123 is provided between the top of the piston block 122 and the top of the piston tube 121 to elastically connect the two. In addition, a transmission rod 124 is fixedly connected to the top of the piston block 122. Figure 4-Figure 6 As shown, one end of the transmission rod 124 extends to the outer ring of the coil spring carrier 113 and is fixedly connected to a clamping block 125. The outer ring of the coil spring carrier 113 is also provided with a protrusion 115, and the clamping block 125 is located in the movement path of the protrusion 115. The positions of the protrusion 115 and the clamping block 125 correspond to each other. That is, under normal conditions, one side of the clamping block 125 abuts against one side of the protrusion 115, thereby limiting the movement of the protrusion 115.

[0048] Furthermore, the side of the block 125 away from the protrusion 115 is provided with an inclined surface, that is, the side of the block 125 facing the reset direction of the coil spring carrier 113, and the protrusion 115 and the coil spring carrier 113 are longitudinally slidably connected. In this way, when the main shaft 130 drives the sleeve 112 and the coil spring carrier 113 to reverse and reset through the coil spring 114 (i.e., Figure 7 The protrusion 115 can move upward through the inclined surface of the side wall of the clamping block 125, so that the protrusion 115 can pass over the clamping block 125 to achieve reset. After passing over the clamping block 125, the protrusion 115 slides down by its own gravity to restrict the sleeve 112 for the next time.

[0049] When the air intake regulating valve of the present invention is used, Figure 7As shown, first, main shaft 130 is driven to rotate in the direction indicated by the dashed arrow. This rotation of main shaft 130 drives second valve core 111 to rotate, opening second gas delivery chamber 102. At this point, gas from the intake end of first gas delivery chamber 101 is transported through second gas delivery chamber 102 to the exhaust end. Due to the smaller diameter of second gas delivery chamber 102 (relative to first gas delivery chamber 101), the gas delivered meets the gas flow required by the gas internal combustion engine at idle speed. Since second gas delivery chamber 102 is restricted by transmission rod 124, coil spring 114 deforms and stores energy.

[0050] When the gas internal combustion engine completes idling and needs to increase its speed, it needs to inhale a large amount of gas. When the required amount of gas exceeds the gas supply capacity of the second gas supply chamber 102, negative pressure forms in the pipeline between the gas internal combustion engine and the first valve core 110, and the corresponding exhaust end of the valve body 100 also generates negative pressure. Under the action of this negative pressure, the piston block 122 is drawn downward, at which point the piston block 122 drives the transmission rod 124 and the block 125 downward. The block 125 moves downward and disengages from the protrusion 115, eliminating its obstruction. At this point, the coil spring 114 resets, driving the sleeve 112 to rotate through the coil spring carrier plate 113. The rotation of the sleeve 112 drives the first valve core 110 to open the first gas supply chamber 101. In this way, after idling is completed, the intake control valve of the present invention fully opens the gas pipeline.

[0051] In other words, by setting up two gas pipelines, one large and one small, only the smaller pipeline is opened during valve operation, providing the gas flow required for the initial operation of the gas internal combustion engine. When the gas flow required by the gas internal combustion engine increases, the negative pressure will passively force the valve to instantly open the larger pipeline, thereby increasing the gas flow in a timely manner.

[0052] In this way, no matter what operating state the gas internal combustion engine is in, as long as the amount of gas required by the gas internal combustion engine increases, the larger gas pipeline will be opened instantly, reducing the hysteresis of regulating the flow.

[0053] In addition, the present invention drives the main shaft 130 through the driving member 140. There are three ways to drive the main shaft 130 to rotate: manual, electric, and automatic. These three ways will be disclosed below.

[0054] refer to Figure 1 Manual operation primarily involves the coordination of a worm and a turbine to drive the main shaft 130. This is accomplished by placing a turbine on the top of the main shaft 130, engaging a worm on the outer ring of the turbine, and connecting the end of the worm to a rotating ring. This way, by rotating the rotating ring, the turbine, through the turbine, drives the main shaft 130.

[0055] In an electric manner, a motor coaxially connected to the main shaft 130 can be provided on the top of the valve body 100 to drive the main shaft 130 to rotate.

[0056] It should be understood that the manual and automatic methods have already been put into practical use, so they will not be described in detail here.

[0057] Regarding automatic methods, such as Figure 8 As shown, the present invention provides a magnetic stopper 150 on the inner wall of the second air delivery cavity 102. The magnetic stopper 150 blocks the rotation direction of the second valve core 111, so that the second valve core 111 can only drive the main shaft 130 to rotate in a specified direction. The magnetic stopper 150 is magnetically connected to the second valve core 111, and the magnetic force between the magnetic stopper 150 and the second valve core 111 is smaller than the elastic force of the connecting spring 123. Thus, when the gas internal combustion engine draws in gas, negative pressure is generated at the intake end of valve body 100, overcoming the magnetic force between magnetic block 150 and second valve core 111, causing second valve core 111 to rotate and open second gas supply chamber 102. When the gas supply in second gas supply chamber 102 cannot meet the gas demand of the gas internal combustion engine, the pressure at the exhaust end of valve body 100 further decreases, causing piston block 122 to be drawn downward, driving transmission rod 124 and latch 125 downward. Latch 125 disengages from protrusion 115, and coil spring 114, through its elastic force, rotates first valve core 110, opening first gas supply chamber 101. When the gas internal combustion engine stops, the air pressure inside valve body 100 is balanced, magnetic block 150 pulls second valve core 111 back into position, which in turn drives spindle 130 and first valve core 110 back into position.

[0058] It should be noted that when using the automatic mode, since the main shaft 130 is not restrained, the first valve core 110 and the second valve core 111 are difficult to maintain stability. Therefore, a gas valve is required at the intake end of the valve body 100. That is, when the gas internal combustion engine needs to be started, the gas valve is opened, and when the gas internal combustion engine needs to be shut down, the gas valve is closed. In other words, the first valve core 110 and the second valve core 111 play a role in regulating the gas, but due to the lack of restraint on the main shaft 130, the first valve core 110 and the second valve core 111 cannot completely block the gas, thus requiring a gas valve at the intake end of the valve body 100.

[0059] Not only that, if Figure 9 As shown, the air intake regulating valve of the present invention is installed on both the gas pipe and the air pipe (the intake pipe of the gas internal combustion engine). Furthermore, the maximum air delivery volume of the second air delivery chamber 102 in the air intake regulating valve located on the gas pipe corresponds to the maximum air delivery volume required by the gas internal combustion engine at idle speed; and the maximum air delivery volume of the second air delivery chamber 102 in the air intake regulating valve located on the air pipe corresponds to the maximum air delivery volume required by the gas internal combustion engine at idle speed.

[0060] As a result, because the flow of gas and air is restricted by the intake control valve, the mixed gas entering the gas internal combustion engine can only meet the requirements for idling. To achieve this, the throttle valve in the gas internal combustion engine can be opened wider. For example, the throttle valve in a gas internal combustion engine has an opening angle of between 3 and 5 degrees at idle. However, with the installation of an intake control valve in the intake and gas pipes, the throttle valve opening angle in the gas internal combustion engine can be between 10 and 20 degrees at idle, because the flow of gas and air is restricted by the intake control valve.

[0061] The advantage of this approach is that when the throttle becomes dirty, if the throttle opening angle remains between 3 and 5 degrees, the attached dirt will affect the intake air, thereby affecting the amount of air intake to the piston at idle. Furthermore, if the throttle opening angle increases, a large amount of mixed gas can easily enter the piston cylinder instantaneously without limiting the amount of air and gas, affecting the operating stability of the gas internal combustion engine. In the present invention, however, because the intake regulating valve limits the flow of the mixed gas, this phenomenon of a large amount of mixed gas entering the piston cylinder instantaneously when the throttle opening angle is adjusted is prevented.

[0062] That is to say, when the throttle becomes dirty, the intake volume can be increased by increasing the opening and closing angle. In addition, the present invention limits the flow rate of gas and air so that the mixed gas entering the gas internal combustion engine can only meet the idling operation of the gas internal combustion engine, avoiding the phenomenon that a large amount of mixed gas instantly flows into the piston cylinder during the process of adjusting the opening and closing angle of the throttle, thereby increasing the stability of the gas internal combustion engine when idling.

[0063] The above shows and describes the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The above embodiments and descriptions are merely preferred examples of the present invention and are not intended to limit the present invention. Various changes and improvements may be made to the present invention without departing from the spirit and scope of the present invention. Such changes and improvements fall within the scope of the present invention. The scope of protection claimed in the present invention is defined by the appended claims and their equivalents.

Claims

1. An adaptive hydrogen-ammonia internal combustion engine intake regulating valve, characterized by: The invention comprises a valve body (100), wherein a first air delivery cavity (101) and a second air delivery cavity (102) are provided inside the valve body (100), the air delivery volume of the second air delivery cavity (102) is smaller than the air delivery volume of the first air delivery cavity (101), and valve cores are provided in both the first air delivery cavity (101) and the second air delivery cavity (102); wherein, The valve core located in the second air delivery cavity (102) is coaxially fixedly connected to the main shaft (130); The valve core located in the first air delivery cavity (101) is coaxially rotatably connected to the main shaft (130), and an elastic connecting member is provided between the valve core in the first air delivery cavity (101) and the main shaft (130); The exhaust end of the valve body (100) is provided with a limiting assembly (120). Under normal conditions, the limiting assembly (120) limits the rotation of the valve core in the first gas delivery cavity (101), so that the main shaft (130) drives the valve core in the second gas delivery cavity (102) to open during the rotation process, and drives the elastic connecting member to deform and store energy; when the required gas volume of the gas internal combustion engine exceeds the gas delivery volume of the second gas delivery cavity (102), the limiting assembly (120) cancels the restriction on the valve core in the first gas delivery cavity (101), so that the valve core in the first gas delivery cavity (101) opens the first gas delivery cavity (101) by utilizing the elastic force of the elastic connecting member; The valve core located in the first air delivery cavity (101) is a first valve core (110), and the valve core located in the second air delivery cavity (102) is a second valve core (111); A sleeve (112) is fixedly connected to one side of the first valve core (110), the top end of the sleeve (112) passes through the top of the valve body (100) and is rotatably connected to the valve body (100), and the bottom end is rotatably connected to the bottom of the first air delivery cavity (101); The second valve core (111) is fixedly connected to the main shaft (130); The first valve core (110) and the second valve core (111) are both circular structures; The bottom end of the main shaft (130) passes through the inside of the sleeve (112), then passes through the second air delivery cavity (102), and finally passes out from the bottom end of the valve body (100); the portion of the main shaft (130) located inside the sleeve (112) is rotationally connected to the sleeve (112), and the portion of the main shaft (130) passing through the valve body (100) is rotationally connected to the valve body (100); The elastic connecting member is a coil spring (114) whose inner end is connected to the main shaft (130) and whose outer end is connected to the sleeve (112); A coil spring carrier plate (113) is fixedly provided on the top of the sleeve (112), the top end of the coil spring carrier plate (113) is a recessed structure for placing the coil spring (114), and a clamping groove is provided on the inner ring of the coil spring carrier plate (113), the outer ring of the coil spring (114) is clamped in the clamping groove, and the inner ring is fixedly connected to the main shaft (130); The limiting component (120) is a piston tube (121) with a through top and a bottom end connected to the first air delivery chamber (101). A piston block (122) is longitudinally slidably provided in the piston tube (121). A connecting spring (123) is provided between the piston block (122) and the piston tube (121) to elastically connect the two. The top end of the piston block (122) is also fixedly connected to a transmission rod (124), one end of which extends to the outer ring of the coil spring carrier plate (113) and is fixedly connected to a clamping block (125); The outer ring of the coil spring carrier plate (113) is provided with a protrusion (115); The clamping block (125) is located on the movement path of the protrusion (115) to limit the movement of the protrusion (115).

2. The adaptive hydrogen-ammonia internal combustion engine intake regulating valve according to claim 1, characterized in that: A slope is provided on one side of the clamping block (125) away from the protrusion (115), and the protrusion (115) is longitudinally slidably connected to the coil spring carrier plate (113).

3. The adaptive hydrogen-ammonia internal combustion engine intake regulating valve according to claim 1, characterized in that: A motor coaxially connected to the main shaft (130) is provided on the top of the valve body (100).

4. The adaptive hydrogen-ammonia internal combustion engine intake regulating valve according to claim 1, characterized in that: The inner wall of the second air delivery cavity (102) is provided with a magnet block (150) magnetically connected to the second valve core (111), and the magnetic force between the magnet block (150) and the second valve core (111) is smaller than the elastic force of the connecting spring (123).

5. The adaptive hydrogen-ammonia internal combustion engine intake regulating valve according to claim 1, characterized in that: The maximum gas delivery volume of the second gas delivery cavity (102) corresponds to the maximum gas volume required by the gas internal combustion engine at idle speed or corresponds to the maximum air volume required by the gas internal combustion engine at idle speed.

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