Method and system for calculating excess air coefficient of pure hydrogen fuel internal combustion engine

Abstract

The invention discloses a method and system for calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine, and the method comprises the steps: obtaining the oxygen concentration in the intake air of the pure hydrogen fuel internal combustion engine; and the hydrogen concentration, the oxygen concentration and the nitric oxide concentration in exhaust gas of the pure hydrogen fuel internal combustion engine are obtained. And calculating the excess air coefficient of the pure hydrogen fuel internal combustion engine by solving a material balance equation set according to the oxygen concentration in the intake air and the hydrogen concentration, the oxygen concentration and the nitric oxide concentration in the exhaust. Therefore, according to the calculation method for the excess air coefficient of the pure hydrogen fuel internal combustion engine, the calculation accuracy of the excess air coefficient is improved, and therefore the combustion efficiency and the emission control effect of the hydrogen internal combustion engine are optimized.

Description

Technical Field

[0001] This invention relates to the field of hydrogen fuel cell internal combustion engine control technology, and in particular to a method and system for calculating the excess air coefficient of a pure hydrogen fuel cell internal combustion engine. Background Technology

[0002] In the actual operation of hydrogen fuel cell internal combustion engines, the accurate measurement of the excess air coefficient is directly related to the optimization of combustion efficiency and the effectiveness of emission control. Hydrogen, as a clean energy source, has unique characteristics in its combustion process, such as rapid flame propagation, a wide combustible range, and high adiabatic flame temperature. This makes the air-fuel mixture ratio extremely sensitive to changes in environmental conditions. Especially when ambient humidity fluctuates, the partial pressure of water vapor in the intake air changes dynamically with temperature and relative humidity, leading to a significant dilution of oxygen concentration. Without real-time correction, this will result in inaccurate calculations of the air-fuel mixture equivalence ratio.

[0003] For example, under high humidity conditions, the dilution effect of moisture reduces the proportion of oxygen in the intake air, which can easily lead to incomplete combustion and produce additional unburned hydrogen or harmful gases. At the same time, the exhaust composition is highly complex, containing not only oxygen but also key parameters such as unburned hydrogen concentration and nitric oxide concentration. These components are interrelated and together reflect the combustion state: unburned hydrogen indicates the completeness of fuel combustion, while nitric oxide reflects the intensity of high-temperature side reactions.

[0004] However, existing technologies have significant shortcomings in calculating excess air coefficients. Traditional methods rely on air mass flow sensors or velocity density methods to obtain intake air volume and then combine this with fuel supply system parameters to estimate hydrogen fuel quantity. However, such methods face multiple challenges in hydrogen internal combustion engine applications. Air mass flow sensors are susceptible to system fluctuations under dynamic operating conditions, the velocity density method is not adaptable enough to dynamic changes in the intake system and is prone to accumulating errors, and the dynamic response problem of the hydrogen injection system further leads to deviations in fuel quantity calculation. More critically, conventional correction strategies only utilize exhaust oxygen sensor data, completely ignoring the contribution of unburned hydrogen to the mass balance and the impact of nitric oxide generation on oxygen consumption, failing to comprehensively capture the dynamic changes in exhaust composition.

[0005] Furthermore, the correction for ambient humidity often relies on static calibration table lookups, lacking precise modeling of the real-time relationship between water vapor partial pressure and air pressure. This results in a crude and inaccurate correction process for intake oxygen concentration. These limitations collectively lead to the calculated excess air coefficient deviating from actual combustion conditions, making it difficult to support precise air-fuel ratio control and emissions management. Summary of the Invention

[0006] This invention provides a method and system for calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine, which improves the accuracy of the excess air coefficient calculation, thereby optimizing the combustion efficiency and emission control effect of the hydrogen internal combustion engine.

[0007] To achieve the above objectives, in a first aspect, the present invention provides a method for calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine, comprising: obtaining the oxygen concentration in the intake air of the pure hydrogen fuel internal combustion engine; obtaining the hydrogen concentration, oxygen concentration, and nitric oxide concentration in the exhaust gas of the pure hydrogen fuel internal combustion engine; and calculating the excess air coefficient of the pure hydrogen fuel internal combustion engine by solving a set of mass balance equations based on the oxygen concentration in the intake air, the hydrogen concentration, oxygen concentration, and nitric oxide concentration in the exhaust gas.

[0008] Secondly, the present invention provides a system for calculating the excess air coefficient of a pure hydrogen fuel cell internal combustion engine, based on the aforementioned method for calculating the excess air coefficient of a pure hydrogen fuel cell internal combustion engine. The system comprises a first acquisition module, a second acquisition module, and a calculation module. The first acquisition module is used to acquire the oxygen concentration in the intake air of the pure hydrogen fuel cell internal combustion engine. The second acquisition module is used to acquire the hydrogen concentration, oxygen concentration, and nitric oxide concentration in the exhaust gas of the pure hydrogen fuel cell internal combustion engine. The calculation module is used to calculate the excess air coefficient of the pure hydrogen fuel cell internal combustion engine by solving a set of mass balance equations based on the oxygen concentration in the intake air, the hydrogen concentration, oxygen concentration, and nitric oxide concentration in the exhaust gas.

[0009] Thirdly, the present invention provides an electronic device comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the method for calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine as described above.

[0010] Fourthly, the present invention provides a computer-readable storage medium including a computer program and instructions, which, when the computer program or the instructions are executed on a computer, cause the computer to perform the method for calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine as described above.

[0011] Compared with the prior art, the method and system for calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine according to the present invention includes obtaining the intake oxygen concentration and the exhaust key component concentration, and calculating the excess air coefficient by solving the mass balance equation system. This achieves accurate capture and real-time correction of the combustion state, and solves the calculation deviation problem caused by ignoring the influence of unburned hydrogen, nitric oxide and dynamic humidity changes in the prior art. It has the advantage of improving the accuracy of excess air coefficient calculation. Attached Figure Description

[0012] Figure 1This is a flowchart illustrating a method for calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine according to Embodiment 1 of the present invention.

[0013] Figure 2 This is a schematic diagram of the structure of a calculation system for the excess air coefficient of a pure hydrogen fuel internal combustion engine according to Embodiment 2 of the present invention;

[0014] Figure 3 This is a schematic diagram of the structure of an electronic device according to Embodiment 3 of the present invention;

[0015] Figure 4 This is a schematic diagram of the logic flow of the method for calculating the excess air coefficient λ in the overall application of the present invention in a specific embodiment. Detailed Implementation

[0016] The embodiments of the present invention will be further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and not intended to limit the scope of the invention. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the embodiments of the present invention, and not all structures.

[0017] To facilitate understanding, the main implementation concepts of the various embodiments of the present invention will be briefly described first.

[0018] In the actual operation of hydrogen fuel cell internal combustion engines, the oxygen concentration in the intake air fluctuates dynamically due to changes in ambient temperature and humidity. Simultaneously, the real-time changes in various gaseous components in the exhaust, such as hydrogen, oxygen, and nitric oxide, are coupled, leading to significant deviations in the calculation of the excess air coefficient. The essence of this problem lies in the superposition of environmental conditions affecting the intake oxygen concentration and the complexity of the exhaust composition, making it impossible to accurately determine the fuel-air mixture ratio, thus affecting the stability of combustion efficiency and the precision of emission control. Specifically, the dilution effect of moisture on oxygen when ambient humidity increases directly alters the stoichiometric relationship of the mixture, while the coexistence of unburned hydrogen and nitric oxide in the exhaust further interferes with the accurate assessment of the combustion state, thereby reducing the reliability of combustion process control.

[0019] For example, in the operation of hydrogen fuel cell internal combustion engines under high temperature and humidity conditions, the high relative humidity leads to a significant increase in water vapor partial pressure, causing a decrease in intake oxygen concentration due to water dilution. In this situation, the amount of hydrogen supplied by the fuel injection system based on preset parameters does not match the actual oxygen concentration, resulting in an increase in the proportion of unburned hydrogen and fluctuations in nitric oxide production during combustion. Specifically, the abnormal increase in exhaust hydrogen concentration and the nonlinear change in oxygen concentration intertwine, causing the excess air coefficient calculated based on traditional sensor data to deviate from the true value. This prevents the combustion state from being captured in real time, leading to fluctuations in combustion efficiency and an imbalance in emission composition.

[0020] If this technical problem is not effectively resolved, the mass balance in the combustion process will remain inaccurate, leading to an accumulation of errors in the calculation of the excess air coefficient. Consequently, the combustion efficiency of the internal combustion engine will experience uncontrollable fluctuations, the concentrations of unburned hydrogen and nitrogen oxides in emissions will deviate from the design thresholds, and the uneven distribution of heat load will be exacerbated, ultimately affecting the stable operation and environmental adaptability of the hydrogen fuel cell internal combustion engine under different operating conditions.

[0021] Furthermore, the influence of environmental parameters on intake oxygen concentration needs to be eliminated through coordinated correction of air temperature and relative humidity, while obtaining the concentrations of key gases in the exhaust gas requires integrated measurement using multiple types of sensors. Specifically, the correction of intake oxygen concentration involves determining the saturated water vapor pressure and calculating the partial pressure of water vapor, while the measurement of exhaust gas concentrations requires separate hydrogen, oxygen, and nitrogen oxide sensors. In essence, the establishment of the mass balance equations is based on the chemical reaction of hydrogen combustion, using intake oxygen concentration, exhaust hydrogen concentration, oxygen concentration, and nitric oxide concentration as input parameters, and solving the equations to obtain the accurate value of the excess air coefficient.

[0022] Example 1, Figure 1 This is a flowchart illustrating a method for calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine according to Embodiment 1 of the present invention. Figure 1 As shown, Embodiment 1 provides a method for calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine, including: Step Y100, obtaining the oxygen concentration in the intake air of the pure hydrogen fuel internal combustion engine; Step Y200, obtaining the hydrogen concentration, oxygen concentration, and nitric oxide concentration in the exhaust gas of the pure hydrogen fuel internal combustion engine; Step Y300, calculating the excess air coefficient of the pure hydrogen fuel internal combustion engine by solving a set of mass balance equations based on the oxygen concentration in the intake air, the hydrogen concentration, oxygen concentration, and nitric oxide concentration in the exhaust gas.

[0023] For ease of understanding, the following explains some key terms in this embodiment:

[0024] A pure hydrogen fuel cell internal combustion engine is an internal combustion engine that uses pure hydrogen as fuel, generating power through the combustion of a hydrogen-air mixture. During operation, this type of internal combustion engine requires precise control of the fuel-air ratio to optimize combustion efficiency and reduce emissions. The excess air coefficient (λ) is a crucial parameter for measuring the fuel-air mixture ratio. It is defined as the ratio of the actual amount of air supplied to the theoretically required amount of air for complete combustion. When λ is greater than 1, it indicates a lean combustion mixture; when λ is less than 1, it indicates a rich combustion mixture. Accurately obtaining the excess air coefficient is essential for the performance regulation of the internal combustion engine. The oxygen concentration in the intake air refers to the volume or molar percentage of oxygen in the air entering the combustion chamber of a pure hydrogen fuel cell internal combustion engine. This concentration directly affects the stoichiometry of hydrogen combustion and is one of the fundamental parameters for calculating the excess air coefficient. The hydrogen concentration in the exhaust gas refers to the volume or molar percentage of unburned hydrogen in the exhaust gas produced after combustion in a pure hydrogen fuel cell internal combustion engine. The presence of unburned hydrogen reflects the incompleteness of the combustion process and is an important consideration in mass balance calculations. The oxygen concentration in exhaust gas refers to the volume or molar percentage of residual oxygen in the exhaust gas of a pure hydrogen fuel internal combustion engine. Under lean combustion conditions, the exhaust gas typically contains a certain amount of oxygen, and this concentration is a key parameter for assessing combustion conditions and calculating the excess air coefficient. The nitric oxide concentration in exhaust gas refers to the volume or molar percentage of nitric oxide generated in the exhaust gas of a pure hydrogen fuel internal combustion engine. Nitric oxide is a product of the reaction between nitrogen and oxygen during high-temperature combustion; its concentration reflects the combustion temperature and nitrogen oxide emission levels, and is used in mass balance calculations to correct for oxygen consumption. The mass balance equations are a set of equations based on stoichiometric relationships of chemical reactions and the law of conservation of mass. By substituting the concentrations of each component in the intake and exhaust gas into this set of equations, unknown parameters in the combustion process, such as the excess air coefficient, can be solved. Establishing and solving this set of equations is the core of accurately calculating the excess air coefficient.

[0025] Specifically, several methods can be used to obtain the oxygen concentration Y100 in the intake air of a pure hydrogen fuel cell internal combustion engine. For example, an oxygen sensor can be directly installed in the intake manifold to measure the oxygen content in the intake air in real time. This sensor outputs an electrical signal proportional to the oxygen concentration, which, after signal processing, yields the oxygen concentration in the intake air. Another method is to pre-calibrate the intake air oxygen concentration under different environmental conditions using an empirical method and store it in a lookup table. During actual operation, the corresponding oxygen concentration value is retrieved from this lookup table based on the current environmental conditions (e.g., temperature and humidity obtained through environmental sensors). Alternatively, the oxygen concentration in the intake air can be obtained by sampling the intake air and then analyzing the sample using laboratory analytical equipment (e.g., a gas chromatograph).

[0026] There are multiple approaches to obtaining the hydrogen, oxygen, and nitric oxide (Y200) concentrations in the exhaust gas of a pure hydrogen-fueled internal combustion engine. For example, multiple gas analyzers can be installed in the exhaust pipe to measure the concentrations of hydrogen, oxygen, and nitric oxide separately. These analyzers can be sensors based on different principles; for instance, thermal conductivity sensors can be used to measure hydrogen concentration, electrochemical sensors to measure oxygen concentration, and infrared absorption sensors to measure nitric oxide concentration. Each sensor will output its corresponding concentration signal. Another approach is to periodically sample the exhaust gas and send the samples to a specialized analytical facility for offline analysis to obtain accurate exhaust component concentration data. Furthermore, a multi-component gas analyzer can be integrated into the exhaust system. This analyzer can simultaneously detect and distinguish multiple gas components in the exhaust gas, thereby obtaining the required hydrogen, oxygen, and nitric oxide concentrations in one measurement.

[0027] When calculating the excess air coefficient Y300 of a pure hydrogen fuel internal combustion engine by solving a set of mass balance equations based on the oxygen concentration in the intake air, the hydrogen concentration in the exhaust air, the oxygen concentration in the exhaust gas, and the nitric oxide concentration, numerical calculation or iterative solution methods can be used. Specifically, the known intake oxygen concentration and the concentrations of each component in the exhaust gas can be used as known input parameters to construct a mathematical model describing the conservation of atoms during combustion. This model will contain multiple simultaneous equations, such as the atomic conservation equations for carbon, hydrogen, oxygen, and nitrogen. By performing algebraic operations or numerical iterations on this set of equations, the expression or numerical value of the excess air coefficient can be derived. For example, numerical methods such as Gaussian elimination or Newton's iteration method can be used to solve this set of equations. After obtaining the solution to the set of equations, the excess air coefficient of the pure hydrogen fuel internal combustion engine can be directly obtained.

[0028] Based on the above examples, the technical concept of this embodiment demonstrates a significant technical contribution. In the prior art, the calculation of the excess air coefficient often relies on the measurement of intake air volume and fuel quantity, such as obtaining the intake air volume through an air mass flow sensor or the velocity density method, and calculating the fuel quantity through fuel supply system parameters. However, these methods have limitations in practical applications. For example, air mass flow sensors may have poor adaptability to dynamic changes in the intake system, the velocity density method is inaccurate under certain operating conditions, and the calculation of fuel quantity using hydrogen injection system parameters also has inaccuracies. In addition, the prior art does not adequately consider the influence of environmental parameters (such as ambient humidity) on the intake oxygen concentration, or only corrects it through simple table lookups, and the accuracy needs to be improved.

[0029] This embodiment effectively avoids the shortcomings of the prior art by directly obtaining the oxygen concentration in the intake air and the concentrations of hydrogen, oxygen, and nitric oxide in the exhaust air, and performing calculations based on the mass balance equations. For example, in the above example, by directly measuring the intake oxygen concentration, indirect calculation of air mass flow rate is avoided, thereby reducing errors caused by dynamic changes in the intake system or sensor accuracy issues. Simultaneously, by measuring the hydrogen concentration in the exhaust air, this embodiment can accurately reflect the situation of unburned fuel. This contrasts with existing methods that only rely on exhaust oxygen sensors for correction without considering the influence of unburned fuel, making the calculation of the excess air coefficient more comprehensive and accurate.

[0030] In this embodiment, step Y100 includes: step Y110, determining the saturated water vapor pressure based on the air temperature; step Y120, calculating the water vapor partial pressure based on the relative humidity; and step Y130, correcting the oxygen concentration of the intake air based on the air pressure and the water vapor partial pressure.

[0031] Specifically, determining the saturated water vapor pressure (Y110) based on air temperature means that the saturated water vapor pressure is the maximum partial pressure that water vapor can reach at a given temperature, and its value is closely related to air temperature. The saturated water vapor pressure can be determined by consulting a pre-set calibration table or by using empirical formulas. For example, approximate forms of the Antoine equation or the Clausius-Clapeyron equation can be used to estimate the saturated water vapor pressure at different temperatures. Calculating the water vapor partial pressure (Y120) based on relative humidity means that the water vapor partial pressure is the pressure exerted by water vapor in the air, while relative humidity represents the ratio of the actual water vapor content in the air to the saturated water vapor content at the same temperature. Therefore, by multiplying the measured relative humidity by the saturated water vapor pressure determined at the same temperature, the water vapor partial pressure under the current environment can be calculated, reflecting the actual water vapor content in the intake air. Correcting the intake air oxygen concentration (Y130) based on air pressure and the water vapor partial pressure means that the actual intake air contains water vapor, which occupies a portion of the volume, thus diluting the concentration of other components in the air (including oxygen). To obtain an accurate oxygen concentration in the intake air, the effect of water vapor needs to be considered. The partial pressure of dry air can be obtained by measuring the total pressure of the ambient air and subtracting the calculated partial pressure of water vapor. Then, the oxygen concentration in standard dry air is corrected using the ratio of the dry air partial pressure to the total air pressure, thus obtaining the actual oxygen concentration in the intake air.

[0032] Specifically, the solution in this application first obtains the current air temperature and then determines the corresponding saturated water vapor pressure based on that temperature. The saturated water vapor pressure is the maximum partial pressure that water vapor can reach at a specific temperature, and it forms the basis for calculating the actual water vapor partial pressure. Subsequently, by combining the measured relative humidity with the determined saturated water vapor pressure, the actual partial pressure of water vapor in the intake air is accurately calculated. Since water vapor occupies a certain volume in the air and generates partial pressure, it dilutes other gaseous components in the air, including oxygen. Therefore, to obtain the true oxygen concentration in the intake air, it is necessary to correlate the total air pressure with the water vapor partial pressure. By subtracting the water vapor partial pressure from the total air pressure, the partial pressure of dry air can be obtained. Then, the ratio of this dry air partial pressure to the total air pressure is used to correct the standard dry air oxygen concentration. This correction mechanism ensures a more accurate intake air oxygen concentration under different environmental humidity and pressure conditions, providing reliable input data for the subsequent accurate calculation of the excess air coefficient of a pure hydrogen fuel cell internal combustion engine.

[0033] Based on the above analysis, it is evident that the influence of changes in ambient air water vapor content on the measurement of intake air oxygen concentration can be effectively eliminated when calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine. By accurately measuring air temperature, relative humidity, and air pressure, and correcting the intake air oxygen concentration accordingly, an oxygen concentration value closer to actual operating conditions can be obtained. This significantly improves the accuracy and reliability of the excess air coefficient calculation for pure hydrogen fuel internal combustion engines, providing a more solid data foundation for precise air-fuel ratio control and fuel injection quantity calculation, thereby contributing to the optimization of engine combustion efficiency and emission performance.

[0034] In this embodiment, Y200 includes: step Y210, determining the exhaust hydrogen concentration using a hydrogen sensor; step Y220, determining the exhaust oxygen concentration using an oxygen sensor; and step Y230, determining the exhaust nitric oxide concentration using a nitrogen oxide sensor, wherein the nitrogen oxide concentration measured by the nitrogen oxide sensor is approximately equivalent to the exhaust nitric oxide concentration.

[0035] Specifically, the solution in this application achieves real-time and accurate measurement of hydrogen, oxygen, and nitric oxide concentrations in the exhaust gas by configuring hydrogen, oxygen, and nitrogen oxide sensors on the exhaust pipe of a pure hydrogen fuel internal combustion engine. The hydrogen sensor is specifically designed to detect unburned hydrogen, which is crucial for assessing the combustion efficiency of hydrogen fuel under rich-burn conditions. The oxygen sensor accurately monitors the residual oxygen content in the exhaust gas, providing an accurate basis for calculating the excess air coefficient under lean-burn conditions. The nitrogen oxide sensor acquires information on nitrogen oxides in the combustion products and approximates it as nitric oxide concentration to refine the input parameters of the mass balance equations. These sensors work together to comprehensively and accurately capture changes in the exhaust gas composition of a pure hydrogen fuel internal combustion engine, providing high-quality input data for the subsequent mass balance equations established based on the hydrogen combustion chemical reaction equations. This approach avoids errors in the calculation of the excess air coefficient caused by inaccurate exhaust gas composition data, thus ensuring the reliability of the calculation results and laying the foundation for precise control of the internal combustion engine.

[0036] Based on the above analysis, this application can accurately and in real-time obtain the hydrogen, oxygen, and nitric oxide concentrations in the exhaust gas of a pure hydrogen fuel internal combustion engine. This precise data acquisition method effectively solves the problem of inaccurate or untimely acquisition of exhaust component concentrations in traditional methods, significantly improving the reliability of the input data for the mass balance equations. Therefore, the calculation results of the excess air coefficient of a pure hydrogen fuel internal combustion engine will be more accurate, providing a more reliable basis for the correction of the air-fuel ratio control of the internal combustion engine and the calculation of intake air volume and hydrogen fuel injection quantity, thereby improving the stability and efficiency of the internal combustion engine operation.

[0037] In this embodiment, Y300 includes: taking the intake air oxygen concentration, the exhaust hydrogen concentration, the exhaust oxygen concentration, and the exhaust nitric oxide concentration as known parameters, substituting them into a set of material balance equations established based on the hydrogen combustion chemical reaction equation, and solving to obtain the excess air coefficient of the pure hydrogen fuel internal combustion engine.

[0038] Specifically, the proposed solution for this application establishes the basis for solving the mass balance equations by using the known input parameters—the oxygen concentration in the intake air, the hydrogen concentration in the exhaust air, the oxygen concentration in the exhaust air, and the nitric oxide concentration in the exhaust air—of a pure hydrogen fuel internal combustion engine. These known parameters are precisely substituted into the mass balance equations established based on the chemical reaction equations for hydrogen combustion. These equations essentially reflect the conservation relationships of elements during combustion, such as the balance of hydrogen, oxygen, and nitrogen atoms. By solving these equations, unknown quantities related to the combustion process can be systematically determined, including the excess air coefficient of the pure hydrogen fuel internal combustion engine. This method combines actually measured physical quantities with theoretical chemical models, ensuring that the calculation of the excess air coefficient is no longer based on experience or assumptions, but on real-time, precise mass balance relationships, thus accurately reflecting the combustion state of the internal combustion engine.

[0039] The above technical solution clarifies the calculation path by substituting the intake air oxygen concentration, exhaust hydrogen concentration, exhaust oxygen concentration, and exhaust nitric oxide concentration as known parameters into the mass balance equations. This makes the calculation of the excess air coefficient logically clear and operable. This direct solution method based on actual measurement data and chemical reaction principles avoids errors caused by empirical assumptions or simplified models that may exist in traditional methods. Therefore, it improves the accuracy and reliability of the excess air coefficient calculation for pure hydrogen fuel internal combustion engines, providing a solid data foundation for the precise control of internal combustion engines.

[0040] In this embodiment, determining the saturated water vapor pressure based on the air temperature includes: acquiring the air temperature through an air temperature sensor; determining the saturated water vapor pressure at the air temperature by referring to a preset calibration table; wherein the water vapor partial pressure is equal to the saturated water vapor pressure multiplied by the relative humidity; wherein the intake air oxygen concentration is equal to the standard dry air oxygen concentration multiplied by the air pressure minus the water vapor partial pressure and then divided by the air pressure.

[0041] Specifically, the proposed solution acquires the intake air temperature in real time using an air temperature sensor and accurately locates the corresponding saturated water vapor pressure using a preset calibration table. Subsequently, the actual water vapor partial pressure is calculated based on relative humidity. Finally, based on Dalton's law of partial pressures, the standard dry air oxygen concentration is multiplied by a correction factor, which is obtained by subtracting the water vapor partial pressure from the air pressure and then dividing by the air pressure, thereby accurately correcting the oxygen concentration in the intake air. This series of steps ensures that the calculation of the intake air oxygen concentration fully considers the dilution effect of water vapor in the air, making the calculation results closer to actual operating conditions. This accurate intake air oxygen concentration data, as a key input parameter in the calculation method of the excess air coefficient for pure hydrogen fuel cell internal combustion engines, significantly improves the accuracy and reliability of the excess air coefficient calculation, providing a solid foundation for the precise control of internal combustion engines.

[0042] In this embodiment, the mass balance equation set includes: the sum of the hydrogen combustion ratio and the unburned ratio is 1; the exhaust hydrogen concentration is equal to the fuel molar amount multiplied by the unburned ratio divided by the total molar amount; the exhaust oxygen concentration is equal to 1 minus half the fuel molar amount multiplied by the combustion ratio minus the proportion participating in nitric oxide formation divided by the total molar amount; the exhaust nitric oxide concentration is equal to 2 multiplied by the proportion participating in nitric oxide formation divided by the total molar amount; the total molar amount is equal to the reciprocal of the intake air oxygen concentration plus the fuel molar amount multiplied by 1 minus half the combustion ratio.

[0043] Among them, the mass balance equations refer to a set of mathematical equations used to describe the conservation relationship of mass (or molar amount) of each chemical element or substance in a chemical reaction system. In the combustion process of an internal combustion engine, these equations are used to track the input and output of reactants and products. Their role is to establish a quantitative relationship between measured concentrations and unknown parameters (such as the excess air coefficient) by ensuring that the total amount of each element remains constant before and after combustion. These equations can take the form of linear or nonlinear algebraic equations, derived based on the principles of stoichiometry. The sum of the hydrogen combustion ratio and the unburned ratio is 1. This equation defines the relationship between the portion of hydrogen fuel that participates in combustion and the portion that does not. It indicates that all hydrogen entering the engine is either consumed and burned or discharged as unburned hydrogen. This is a fundamental principle of fuel conservation, ensuring complete tracking of fuel destination. The exhaust hydrogen concentration is equal to the fuel molar amount multiplied by the unburned ratio divided by the total molar amount. This equation relates the measured hydrogen concentration in the exhaust to the unburned portion of the fuel and the total molar amount of the exhaust. It quantifies how much of the initial hydrogen fuel is discharged from the engine unreacted, providing a direct basis for deriving the unburned proportion from measurable parameters. The exhaust oxygen concentration is equal to 1 minus half the fuel molar amount multiplied by the combustion ratio, minus the proportion involved in nitric oxide formation divided by the total molar amount. This equation describes the oxygen balance in the exhaust. It considers the initial oxygen amount, the oxygen consumed by hydrogen combustion, and the oxygen consumed during nitric oxide formation, and correlates them with the total molar amount of exhaust. This complex correlation is crucial for accurately tracking oxygen consumption and remaining oxygen. The exhaust nitric oxide concentration is equal to 2 multiplied by the proportion involved in nitric oxide formation divided by the total molar amount. This equation relates the measured nitric oxide concentration in the exhaust to the amount of oxygen and nitrogen involved in nitric oxide formation. The coefficient 2 is derived from the stoichiometry of the nitric oxide formation reaction. This equation helps quantify the degree of nitric oxide formation. The total molar amount is equal to the reciprocal of the intake air oxygen concentration plus the fuel molar amount multiplied by 1 minus half the combustion ratio. This equation defines the total molar amount of exhaust. It comprehensively considers the initial intake air volume (characterized by the reciprocal of the intake air oxygen concentration, which corresponds to the total molar amount of air entering the engine) and the changes in molar amount caused during combustion, especially oxygen consumption and water vapor generation (the latter being implicit in the changes in total molar amount). This is essential for normalizing the concentrations of various components in the exhaust gas.

[0044] This application's solution addresses the problem of ambiguous equation form when calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine by providing a specific and complete set of material balance equations. After obtaining the oxygen concentration Y100 in the intake air of a pure hydrogen fuel internal combustion engine and the hydrogen, oxygen, and nitric oxide concentrations Y200 in the exhaust air, this solution substitutes these measured values ​​as known parameters into the established set of material balance equations. This set of equations consists of five interrelated equations. The first equation ensures the conservation of hydrogen fuel, dividing it into combustion and unburned portions. The second equation directly relates the exhaust hydrogen concentration to the proportion of unburned fuel and the total molar amount. The third equation precisely balances oxygen, considering oxygen consumption during hydrogen combustion and nitric oxide formation, and links it to the exhaust oxygen concentration. The fourth equation quantifies nitric oxide formation and relates it to the exhaust nitric oxide concentration. The fifth equation comprehensively defines the total molar amount of exhaust gas, considering the molar changes caused by intake air volume and combustion. By solving these equations simultaneously, unknown combustion parameters, including the excess air coefficient, can be accurately derived from known measured concentrations. This structured system of equations provides a clear physical and chemical basis for calculating the excess air coefficient, thus ensuring the accuracy and reliability of the calculation results.

[0045] In this embodiment, the calculated excess air coefficient is used for air-fuel ratio control correction of the hydrogen internal combustion engine, and / or for calculating the intake air volume and hydrogen fuel injection volume.

[0046] The calculated excess air coefficient is a key parameter in the combustion process of a pure hydrogen fuel cell internal combustion engine. Its value reflects the ratio of the actual supplied air volume to the theoretically required air volume for complete combustion. The accuracy of this coefficient directly affects the engine's combustion efficiency, power output, and emission characteristics. This coefficient is typically obtained by measuring the intake and exhaust components and calculating them using the mass balance equation. Air-fuel ratio control correction refers to the process of dynamically adjusting the air-fuel ratio of a hydrogen internal combustion engine based on the engine's actual operating conditions and target performance requirements. This correction aims to maintain the engine within the optimal air-fuel ratio range under different operating conditions to achieve efficient combustion, low emissions, and good power performance. Correction can be achieved by adjusting the fuel supply, intake air volume, or a combination of both. Intake air volume and hydrogen fuel injection quantity are key physical quantities that directly determine the combustion process of a hydrogen internal combustion engine. Intake air volume typically refers to the mass or volume of air entering the cylinder per unit time and can be controlled by parameters such as throttle opening and intake manifold pressure. Hydrogen fuel injection quantity refers to the mass or volume of hydrogen fuel injected into the cylinder per unit time, which is typically achieved by controlling the injector's opening time, frequency, and pressure. Precise calculation and control of these two quantities are fundamental to optimizing engine performance.

[0047] In one specific embodiment, the present invention provides a method for calculating the excess air coefficient during lean combustion in a hydrogen internal combustion engine based on the mass balance of the combustion process, using the oxygen concentration in the air and the concentration of combustion emissions. This calculation method is simple and accurate, does not require calculation of air and fuel quantities, and can be applied to practical applications, providing a calculation reference for determining the excess air coefficient during the development and use of pure hydrogen fuel internal combustion engines.

[0048] Calculation of excess air coefficient in the combustion process of a pure hydrogen fuel internal combustion engine:

[0049] The oxidation product of hydrogen fuel (H2) and oxygen (O2) combustion is only water (H2O), and the chemical equation for hydrogen combustion is shown in equation (1):

[0050] (1);

[0051] During the high-temperature hydrogen combustion process, O2 also reacts with N2 in the air to produce nitrogen oxides (NOx), the main component of which is nitric oxide (NO), and its chemical equation is shown in equation (2):

[0052] (2);

[0053] The combustion mixture of hydrogen fuel and air consists of fuel H2 and air. The main components of air include oxygen (O2), nitrogen (N2), carbon dioxide (CO2), and water (H2O). Considering the molar relationships between the components in the hydrogen fuel and air mixture, as shown in equations (3)-(6), where n represents the molar amount, and the subscript of n indicates the component:

[0054] (3);

[0055] (4);

[0056] (5);

[0057] (6);

[0058] Assuming that the proportion of H2 participating in combustion in the gas mixture is y1 and the proportion not participating in combustion is y2, then the relationship between y1 and y2 is as shown in equation (7):

[0059] (7);

[0060] Meanwhile, assuming that the proportion of O2 participating in the NO formation reaction to the total O2 is z, the chemical equation for the combustion reaction of the gas mixture is:

[0061] (8);

[0062] According to equation (8), the total molar amount of exhaust gas after combustion, n t The concentrations of H2, O2, and NO in the exhaust gas are shown in equations (9) to (12), where X represents the molar concentration or volume concentration in the exhaust gas, and the subscript of X indicates the component in the exhaust gas:

[0063] (9);

[0064] (10);

[0065] (11);

[0066] (12);

[0067] Since the air contains O2, N2, CO2 and H2O, and the ratios of these components to the molar amount of O2 in the air are 1, β, γ and δ, respectively, the O2 concentration in the intake air can be expressed as equation (13):

[0068] (13);

[0069] According to equation (13), equation (9) can be simplified to equation (14):

[0070] (14);

[0071] Combining equations (7), (10), (11), (12), and (14), we arrive at equation system (15). The concentration-related parameters in equation system (15) are... , , , All of these can be obtained from actual measurements, and therefore can all be considered as known parameters. Accordingly, there are a total of 5 independent equations in the system of equations (15), and there are exactly 5 unknown variables. , , , , Therefore, the analytical solution of the five unknown variables can be obtained by simultaneously solving the five independent equations in equation (15).

[0072] (15);

[0073] The analytical solution for θ is shown in equation (16):

[0074] (16);

[0075] According to the definition of excess air coefficient, the relationship between λ and θ can be obtained as shown in equation (17):

[0076] (17);

[0077] Therefore, substituting equation (16) into equation (17), we can obtain the formula for calculating the excess air coefficient λ as shown in equation (18):

[0078] (18);

[0079] As can be seen from equation (18), for a lean-burning pure hydrogen fuel internal combustion engine, it is only necessary to know the O2 concentration in the intake air ( ) and the concentrations of O2, H2 and NO in exhaust gas ( , and The excess air coefficient λ can then be calculated.

[0080] In an example of excess air coefficient calculation, calculation examples are performed for several scenarios with different intake O2 concentrations (taking the volume concentration of O2 in dry air as 20.95%) and exhaust component concentrations according to formula (18). The results are summarized in Table 1. Among them, λ is the excess air coefficient value calculated according to formula (18) (i.e., considering the correction of intake O2 concentration, exhaust H2 concentration and exhaust NO concentration to the calculation), and λ' is the excess air coefficient value derived only from exhaust O2 concentration (i.e., without considering intake O2 concentration, exhaust H2 concentration and exhaust NO concentration).

[0081] As shown in Table 1, the concentrations of O2 in the intake air, H2 in the exhaust air, and NO in the exhaust air all affect the accurate calculation of λ. Comparing scenario 1 and scenario 2, if the O2 concentration in the intake air is ignored ( The calculated λ is too small due to corrections (such as in low-pressure, high-humidity scenarios). Comparing scenarios 1 and 3, if the H2 concentration in the exhaust gas is ignored... The calculated λ is too large due to corrections for factors such as poor combustion efficiency. Comparing scenarios 1 and 4, if the NO concentration in the exhaust gas is ignored... The calculated λ is too small due to the correction of ) ). Since hydrogen internal combustion engines inevitably encounter scenarios such as low O2 concentration in intake air and unburned H2 and combustion byproduct NO in exhaust (such as scenarios 5 and 6) during use and operation, λ needs to be calculated accurately using equation (18).

[0082] Table 1. Calculation results of excess air coefficient for hydrogen fuel cell internal combustion engines in different scenarios;

[0083] Scene number 1 2 3 4 5 6 0.00% 0.00% 2.00% 0.00% 2.00% 1.00% 0.00% 0.00% 0.00% 0.25% 0.25% 0.20% λ (calculated using Equation 18) 1.943 2.382 1.788 1.966 1.808 1.641 λ' (without considering intake and exhaust concentration corrections) 1.943 1.943 1.943 1.943 1.943 1.554

[0084] In practical applications, taking the calculation formula for the excess air coefficient of a hydrogen internal combustion engine as an example, such as... Figure 4 As shown in the diagram, the calculation structure for the excess air coefficient in practical applications of hydrogen engines is illustrated below. Figure 1 As shown, it consists of sensor data acquisition and several steps of data calculation.

[0085] (1) Determination of O2 concentration in the original discharge:

[0086] Step 1: Determine the saturated water vapor pressure at air temperature;

[0087] Determine the air temperature using an air temperature sensor. The saturated water vapor pressure at that air temperature can be obtained by consulting a one-dimensional calibration table. .

[0088] Step 2: Calculate the partial pressure of water vapor in the air;

[0089] The relative humidity (RH) of the intake air is determined by a humidity sensor, and then the partial pressure of water vapor in the air is calculated. The calculation formula is as shown in equation (19):

[0090] (19);

[0091] Step 3: Calculate the volume concentration of O2 in the air;

[0092] The air pressure is determined by an air pressure sensor. Because the partial pressure of H2O in high humidity environments results in a lower volume concentration of O2 in the air compared to dry air, the actual O2 concentration in the air needs to be corrected based on the partial pressure of H2O. The corrected O2 concentration in the intake air can be obtained according to equation (19). for:

[0093] (20);

[0094] (2) Determination of component concentration in tail section:

[0095] The oxygen concentration in the exhaust gas is determined by an oxygen sensor located at the engine exhaust end. .

[0096] The hydrogen concentration in the exhaust gas was determined by a hydrogen sensor placed at the engine exhaust end. .

[0097] The NOx concentration in the exhaust gas was determined by a NOx sensor placed at the engine exhaust end. Since the vast majority of nitrogen oxides produced by hydrogen combustion are NO, the NOx concentration measured by the NOx sensor can be almost equivalent to the NO concentration.

[0098] (3) Calculation of excess air coefficient during hydrogen combustion:

[0099] Based on the already determined O2 concentration in the intake air Oxygen concentration in exhaust gas hydrogen concentration in exhaust gas and NOx concentration in exhaust gas The excess air coefficient λ during hydrogen combustion is calculated according to equation (18). This calculated λ value can be used as input for the λ correction module of the hydrogen internal combustion engine, as well as for the calculation of intake air volume and hydrogen injection volume, etc.

[0100] In summary, based on the combustion chemical reaction equation of pure hydrogen burning in air and the stoichiometry of reactants and products, this invention derives a formula for calculating the excess air coefficient applicable to pure hydrogen fuel engines. This formula only requires the intake O2 concentration and exhaust component concentration to calculate the excess air coefficient. The formula for calculating the excess air coefficient in hydrogen fuel internal combustion considers corrections made by the intake O2 concentration, the unburned H2 concentration in the exhaust, and the NOx concentration in the exhaust, thus achieving accurate calculation of the excess air coefficient.

[0101] Example 2, Figure 2 This is a schematic diagram of the structure of a calculation system for the excess air coefficient of a pure hydrogen fuel internal combustion engine according to Embodiment 2 of the present invention, as shown below. Figure 2 As shown, Embodiment 2 provides a system for calculating the excess air coefficient of a pure hydrogen fuel cell internal combustion engine, based on the method for calculating the excess air coefficient of a pure hydrogen fuel cell internal combustion engine described in Embodiment 1. The system includes a first acquisition module 201, a second acquisition module 202, and a calculation module 203. The first acquisition module 201 acquires the oxygen concentration in the intake air of the pure hydrogen fuel cell internal combustion engine. The second acquisition module 202 acquires the hydrogen concentration, oxygen concentration, and nitric oxide concentration in the exhaust gas of the pure hydrogen fuel cell internal combustion engine. The calculation module 203 calculates the excess air coefficient of the pure hydrogen fuel cell internal combustion engine by solving a set of mass balance equations based on the oxygen concentration in the intake air, the hydrogen concentration in the exhaust gas, and the nitric oxide concentration.

[0102] The various variations and specific examples of the method for calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine provided in Example 1 are also applicable to the calculation system for the excess air coefficient of a pure hydrogen fuel internal combustion engine provided in this example. Through the foregoing detailed description of a method for calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine, those skilled in the art can clearly understand the implementation method of the calculation system for the excess air coefficient of a pure hydrogen fuel internal combustion engine in this example. Therefore, for the sake of brevity, it will not be described in detail here.

[0103] Example 3, Figure 3 This is a schematic diagram of the structure of an electronic device according to Embodiment 3 of the present invention, as shown below. Figure 3 As shown, Embodiment 3 also provides an electronic device 300, which may include a processor 301 and a memory 302.

[0104] Memory 302 is used to store programs. Memory 302 may include volatile memory, such as random-access memory (RAM), such as static random-access memory (SRAM), double data rate synchronous dynamic random-access memory (DDR SDRAM), etc.; memory may also include non-volatile memory, such as flash memory. Memory 302 is used to store computer programs (such as application programs, functional modules, etc. that implement the above methods), computer instructions, etc. The computer programs, computer instructions, etc., can be partitioned and stored in one or more memories 302. Furthermore, the computer programs, computer instructions, data, etc., can be accessed by processor 301.

[0105] The aforementioned computer programs and instructions can be stored in one or more partitions of memory 302. Furthermore, the aforementioned computer programs and instructions can be invoked by processor 301.

[0106] The processor 301 is configured to execute the computer program stored in the memory 302 to implement the various steps of the methods described in the above embodiments. For details, please refer to the relevant descriptions in the preceding method embodiments.

[0107] The processor 301 and the memory 302 can be independent structures or integrated structures. When the processor 301 and the memory 302 are independent structures, the memory 302 and the processor 301 can be coupled together via bus 303.

[0108] The electronic device in this embodiment can execute the technical solution in the above method. Its specific implementation process and technical principle are the same, and will not be repeated here.

[0109] Example 4, Example 4 also provides a computer-readable storage medium including a computer program and instructions, which, when the computer program or instructions are run on a computer, cause the computer to execute the method for calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine according to any embodiment of the present invention.

[0110] Computer-readable storage media include various media that can store program code, such as USB flash drives, external hard drives, ROM, RAM, magnetic disks, or optical disks.

[0111] This embodiment also provides a computer program product, which includes: a computer program stored in a readable storage medium, at least one processor of an electronic device can read the computer program from the readable storage medium, and the at least one processor executes the computer program to cause the electronic device to perform the solution provided in any of the above embodiments.

[0112] It should be understood that the various forms of processes shown above can be used to rearrange, add, or delete steps. For example, the steps described in this invention disclosure can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution disclosed in this invention can be achieved, and this is not limited herein.

[0113] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. A method for calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine, characterized in that, include: Y100, to obtain the oxygen concentration in the intake air of a pure hydrogen fuel internal combustion engine; Y200, to obtain the hydrogen concentration, oxygen concentration and nitric oxide concentration in the exhaust of a pure hydrogen fuel internal combustion engine; Y300 calculates the excess air coefficient of a pure hydrogen fuel internal combustion engine by solving a set of mass balance equations based on the oxygen concentration in the intake air, the hydrogen concentration in the exhaust air, the oxygen concentration, and the nitric oxide concentration.

2. The method for calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine as described in claim 1, characterized in that, The Y100 includes: Y110, the saturated water vapor pressure is determined based on the air temperature; Y120, calculates water vapor partial pressure based on relative humidity; Y130, the oxygen concentration of the intake air is corrected based on the air pressure and the water vapor partial pressure.

3. The method for calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine as described in claim 1, characterized in that, The Y200 includes: Y210, the concentration of hydrogen in the exhaust gas is determined by a hydrogen sensor; Y220, the oxygen concentration in the exhaust gas is determined by an oxygen sensor; Y230, the exhaust nitrogen monoxide concentration is determined by a nitrogen oxide sensor, wherein the nitrogen oxide concentration measured by the nitrogen oxide sensor is approximately equivalent to the exhaust nitrogen monoxide concentration.

4. The method for calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine as described in claim 1, characterized in that, The Y300 includes: The intake air oxygen concentration, the exhaust hydrogen concentration, the exhaust oxygen concentration, and the exhaust nitric oxide concentration are taken as known parameters and substituted into the mass balance equation set established based on the hydrogen combustion chemical reaction equation to obtain the excess air coefficient of the pure hydrogen fuel internal combustion engine.

5. The method for calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine as described in claim 2, characterized in that, The determination of saturated water vapor pressure based on air temperature includes: The air temperature is obtained through an air temperature sensor; Determine the saturated water vapor pressure at the air temperature by referring to the preset calibration table; Wherein, the partial pressure of water vapor is equal to the saturated water vapor pressure multiplied by the relative humidity; Wherein, the oxygen concentration of the intake air is equal to the standard dry air oxygen concentration multiplied by the air pressure minus the water vapor partial pressure and then divided by the air pressure.

6. The method for calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine as described in claim 4, characterized in that, The set of mass balance equations includes: The sum of the proportion of hydrogen burned and the proportion of unburned hydrogen is 1; The exhaust hydrogen concentration is equal to the fuel molar amount multiplied by the unburned proportion divided by the total molar amount; The exhaust oxygen concentration is equal to 1 minus half the fuel molar amount multiplied by the combustion ratio, minus the proportion of fuel participating in the formation of nitric oxide divided by the total molar amount; The exhaust nitrogen oxide concentration is equal to 2 multiplied by the proportion of nitrogen oxides generated and divided by the total molar amount. The total molar amount is equal to the reciprocal of the intake air oxygen concentration plus the fuel molar amount multiplied by 1 minus half the combustion ratio.

7. The method for calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine as described in claim 1, characterized in that, The calculated excess air coefficient is used for air-fuel ratio control correction of the hydrogen internal combustion engine, and / or for calculating the intake air volume and hydrogen fuel injection volume.

8. A system for calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine, based on the method for calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine as described in any one of claims 1-7, characterized in that, The system for calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine includes: The first acquisition module is used to acquire the oxygen concentration in the intake air of a pure hydrogen fuel internal combustion engine. The second acquisition module is used to acquire the hydrogen concentration, oxygen concentration, and nitric oxide concentration in the exhaust gas of a pure hydrogen fuel internal combustion engine; and The calculation module is used to calculate the excess air coefficient of a pure hydrogen fuel internal combustion engine by solving a set of mass balance equations based on the oxygen concentration in the intake air, the hydrogen concentration in the exhaust air, the oxygen concentration, and the nitric oxide concentration.

9. An electronic device, characterized in that, include: At least one processor; as well as A memory that is communicatively connected to the at least one processor; The memory stores instructions that can be executed by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform a method for calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine according to any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, It includes computer programs and instructions that, when the computer program or the instructions are run on a computer, cause the computer to perform a method for calculating the excess air coefficient of a pure hydrogen fuel internal combustion engine as described in any one of claims 1-7.

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