Ammonia cracking reformed gas pretreatment device and ammonia hydrogen engine combustion regulation and control method

Abstract

The invention discloses an ammonia cracking reformed gas pretreatment device and an ammonia hydrogen engine combustion regulation and control method, and belongs to the technical field of automobiles. The first end of the direct injection assembly is selectively communicated with the liquid ammonia tank, and the second end of the direct injection assembly is communicated with the engine; the first end of the ammonia cracking hydrogen production assembly is selectively communicated with the liquid ammonia tank; the first end of the reformed gas injection assembly is selectively communicated with the second end of the ammonia cracking hydrogen production assembly, and the second end of the reformed gas injection assembly is communicated with the engine; the first end of the temperature swing adsorption assembly is selectively communicated with the second end of the ammonia cracking hydrogen production assembly, and the second end of the temperature swing adsorption assembly is communicated with the first end of the reformed gas injection assembly; and the heating device is arranged on the ammonia cracking hydrogen production assembly. According to the invention, the reformed gas can be separated and pretreated according to the combustion requirements of different working conditions of the engine.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobiles, in particular to an ammonia cracking reforming gas pretreatment device and an ammonia-hydrogen engine combustion regulation method. BACKGROUND

[0002] Ammonia, as a new zero-carbon fuel, has the potential to replace carbon-hydrogen fuel due to its high hydrogen storage density, high volume energy density, and ease of storage and transportation. However, ammonia has a narrow ignition limit, low laminar flame speed, and high minimum ignition energy. In current ammonia engines, hydrogen pre-chamber jet flame is often used to ignite ammonia, and hydrogen is mixed with ammonia to improve ammonia combustion. Due to the difficulty of transporting and storing hydrogen, ammonia cracking technology is widely used, but ammonia reformers require high reaction temperatures to ensure catalytic reaction efficiency. Existing solutions often install ammonia crackers in the engine exhaust duct to utilize engine waste heat to achieve ammonia cracking reforming. However, due to the low temperature of ammonia combustion exhaust gas, this method may not achieve the highest efficiency of the reformer.

[0003] Due to the existence of chemical equilibrium restriction, the composition of reforming gas includes hydrogen, nitrogen, and part of unreacted ammonia gas. This mixture cannot be directly injected into the injection system and needs further separation and pretreatment. Therefore, an ammonia-hydrogen engine combustion regulation method based on a reforming gas pretreatment device is needed to solve the above technical problems. SUMMARY

[0004] The present application aims to solve the problem that ammonia reforming gas composition is complex and hydrogen content is low under certain working conditions, which cannot be directly introduced into the injection system. Therefore, an ammonia cracking reforming gas pretreatment device and an ammonia-hydrogen engine combustion regulation method are provided.

[0005] The present application provides the following solutions:

[0006] In a first aspect, the present application discloses an ammonia cracking reforming gas pretreatment device, comprising:

[0007] a liquid ammonia tank;

[0008] a direct injection assembly, a first end of the direct injection assembly being selectively in communication with the liquid ammonia tank, and a second end of the direct injection assembly being in communication with an engine;

[0009] an ammonia cracking hydrogen production assembly, a first end of the ammonia cracking hydrogen production assembly being selectively in communication with the liquid ammonia tank;

[0010] a reforming gas injection assembly, a first end of the reforming gas injection assembly being selectively in communication with a second end of the ammonia cracking hydrogen production assembly, and a second end of the reforming gas injection assembly being in communication with the engine;

[0011] a temperature swing adsorption assembly, a first end of the temperature swing adsorption assembly being selectively connected to a second end of the ammonia cracking hydrogen production assembly, a second end of the temperature swing adsorption assembly being connected to a first end of the reforming gas injection assembly;

[0012] a heating device, the heating device being arranged on the ammonia cracking hydrogen production assembly.

[0013] Preferably, the ammonia cracking hydrogen production assembly comprises, in sequence, a vaporization device, an ammonia pressure regulating valve, a pressure stabilizing tank, an ammonia cracking hydrogen production device, and a water-cooled heat exchanger;

[0014] The vaporization device is selectively connected to the liquid ammonia tank, and the water-cooled heat exchanger is selectively connected to the reforming gas injection assembly or the temperature swing adsorption assembly;

[0015] The cracking hydrogen production device is arranged on an engine exhaust pipe, and the heating device is arranged on the cracking hydrogen production device.

[0016] Preferably, the temperature swing adsorption assembly comprises:

[0017] an adsorption tower A, a first end of the adsorption tower A being selectively connected to the water-cooled heat exchanger through an adsorption tower A inlet valve, and a second end of the adsorption tower A being connected to the reforming gas injection assembly;

[0018] an adsorption tower B, a first end of the adsorption tower B being selectively connected to the water-cooled heat exchanger through an adsorption tower B inlet valve, and a second end of the adsorption tower B being connected to the reforming gas injection assembly.

[0019] Preferably, the reforming gas injection assembly comprises, in sequence, a reforming gas supply rail and a gas supply pressure regulating valve, the reforming gas supply rail being selectively connected to the water-cooled heat exchanger, and the gas supply pressure regulating valve being connected to the engine.

[0020] Preferably, the direct injection assembly comprises, in sequence, a filter, a booster pump, and a pressure regulating valve, the filter being selectively connected to the liquid ammonia tank, and the pressure regulating valve being connected to the engine.

[0021] Preferably, an ammonia flow meter is connected between the ammonia pressure regulating valve and the pressure stabilizing tank;

[0022] An ammonia cracking hydrogen production device outlet ammonia content sensor is connected between the ammonia cracking hydrogen production device and the water-cooled heat exchanger;

[0023] An adsorption tower outlet ammonia content sensor is connected between the second end of the adsorption tower A, the second end of the adsorption tower B, and the reforming gas supply rail;

[0024] A reforming gas supply pressure sensor and a reforming gas supply flow sensor are connected between the reforming gas supply pressure regulating valve and the engine.

[0025] An ammonia liquid flow sensor is connected between the pressure regulating valve and the engine.

[0026] Preferably, further comprising:

[0027] A three-way valve, the liquid ammonia tank is selectively communicated with the vaporization device or the filter through the three-way valve, a one-way valve is connected between the liquid ammonia tank and the three-way valve.

[0028] A bypass valve, the water-cooled heat exchanger is selectively communicated with the reforming gas supply rail or the adsorption tower A inlet valve or the adsorption tower B inlet valve through the bypass valve.

[0029] Preferably, further comprising a battery, the battery supplies power to the heating device, and the engine crankshaft rotates to drive a generator to charge the battery.

[0030] In a second aspect, the application also discloses an ammonia-hydrogen engine combustion regulation method, comprising the following steps:

[0031] The ECU collects sensor data in real time, judges the engine load condition, executes the adsorption mode and starts the heating device to heat the ammonia cracking hydrogen production device when the engine is in a small load condition, executes the adsorption mode when the engine is in a medium load condition, and selects to execute the straight-through mode or the adsorption mode according to the ammonia content in the reforming gas when the engine is in a large load condition.

[0032] When the engine is in a medium load condition or a large load condition and the regeneration mode is not executed, if the current battery power is less than the threshold value of the battery power dynamically managed according to the system state, the generator works to charge the battery.

[0033] The ECU monitors key safety parameters in real time, and the key safety parameters at least include the ammonia concentration at the outlet of the ammonia cracking hydrogen production device, and if the current ammonia concentration at the outlet of the ammonia cracking hydrogen production device is greater than the warning value of the ammonia concentration at the outlet, the adsorption mode is executed under any load condition and any mode of the engine.

[0034] If an emergency deceleration condition occurs in the straight-through mode, the straight-through mode is exited and the adsorption mode is executed, and if an emergency acceleration condition occurs in the adsorption mode, the heating device is started to heat the ammonia cracking hydrogen production device and the straight-through mode is executed.

[0035] Preferably, the adsorption mode is executed by adsorption tower A or adsorption tower B; when the engine is under low or medium load conditions, and the adsorbent saturation of the adsorption tower executing the adsorption mode is greater than the first warning value, the adsorption tower executing the adsorption mode switches to regeneration mode, and the other adsorption tower executes the adsorption mode; when the engine is under high load conditions, and the saturation of adsorption tower A and / or adsorption tower B is greater than the second warning value, adsorption tower A and adsorption tower B execute the desorption mode.

[0036] Compared with the prior art, the present invention has the following advantages:

[0037] 1. This application installs a storage battery in an ammonia-hydrogen engine to achieve electric heating of the ammonia cracking hydrogen production unit and electric heating reduction of the adsorbent in the temperature-switching adsorption component.

[0038] 2. This application can separate and pretreat the reformed gas according to the combustion requirements of different engine operating conditions. Under certain operating conditions that do not require pretreatment, it can reduce the adsorbent and charge the battery, thereby achieving sustainable development.

[0039] 3. Based on the different operating conditions of the engine, this application proposes a logic control method for separating and pre-treating ammonia reforming gas before the engine injection system. Attached Figure Description

[0040] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0041] Figure 1 This is a structural diagram of an ammonia-hydrogen hybrid power system;

[0042] Figure 2 A flowchart for reformed gas separation and pretreatment;

[0043] Figure 3 Battery charging and discharging logic diagram;

[0044] In the picture:

[0045] 1, liquid ammonia tank; 2, check valve; 3, three-way valve; 4, vaporization device; 5, ammonia pressure regulating valve; 6, ammonia flow meter; 7, pressure stabilizing tank; 8, ammonia cracking hydrogen production device; 9, ammonia cracking hydrogen production device outlet ammonia content sensor; 10, water-cooled radiator; 11, bypass valve; 12, adsorption tower A inlet valve; 13, adsorption tower B inlet valve; 14, adsorption tower A; 15, adsorption tower B; 16, adsorption tower outlet ammonia content sensor; 17, reforming gas supply rail; 18, reforming gas supply pressure regulating valve; 19, reforming gas supply pressure sensor; 20, reforming gas supply flow sensor; 21, intake air flow sensor; 22, liquid ammonia flow sensor; 23, liquid ammonia pressure regulating valve; 24, booster pump; 25, liquid ammonia filter; 26, exhaust manifold oxygen sensor; 27, exhaust temperature sensor; 28, engine; 29, speed sensor; 30, generator; 31, battery. DETAILED DESCRIPTION

[0046] In order to make the purposes, technical solutions and advantages of the present application clearer, the following will further describe the present application with reference to the drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of the present application.

[0047] The terms used in the embodiments of the present application are only for the purpose of describing the specific embodiments, and are not intended to limit the present application. The singular forms "a", "an" and "the" used in the embodiments of the present application and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise. "Multiple" generally includes at least two.

[0048] It should be understood that the term "and / or" used herein is only to describe the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which can represent the three cases of A alone, A and B together, and B alone. In addition, the character " / " in this paper generally represents that the front and rear associated objects are a "or" relationship.

[0049] It should be understood that although the terms first, second, third, etc. may be used in the embodiments of the present application, these descriptions should not be limited to these terms. These terms are only used to distinguish the description. For example, without departing from the scope of the embodiments of the present application, the first can also be called the second, and similarly, the second can also be called the first.

[0050] Depending on the context, the words “if” or “suppose” as used here can be interpreted as “when” or “in response to determination” or “in response to detection.” Similarly, depending on the context, the phrases “if determination” or “if detection (of the stated condition or event)” can be interpreted as “when determination” or “in response to determination” or “when detection (of the stated condition or event)” or “in response to detection (of the stated condition or event).”

[0051] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that an article or device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such an article or device. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the article or device that includes said element.

[0052] It should be noted that any symbols and / or numbers present in the specification that are not marked in the accompanying drawings are not reference numerals.

[0053] To address the storage and transportation of hydrogen, existing ammonia-hydrogen engines utilize onboard ammonia cracking hydrogen production units. However, ammonia reformers (i.e., ammonia cracking hydrogen production units) require high reaction temperatures, and current research often utilizes waste heat from exhaust gases for heating. Because the exhaust gas temperature from ammonia combustion is relatively low, the reformer's conversion efficiency is also low.

[0054] For active pre-combustion chamber ammonia-hydrogen engines, hydrogen is typically ignited in the pre-combustion chamber, and ammonia is then ignited by a jet flame. However, the reformed gas obtained from ammonia thermal cracking contains hydrogen, nitrogen, and unreacted ammonia. Existing technologies typically involve directly injecting the reformed gas into the pre-combustion chamber for ignition, or purifying the hydrogen through methods such as membrane separation, ionic liquid absorption separation, pressure swing adsorption, and cryogenic separation. The former method, due to the low purity of the reformed gas hydrogen, leads to difficulties in ignition within the pre-combustion chamber, unstable flame propagation, and deteriorated combustion in the main combustion chamber. Furthermore, unreacted NH3 directly enters the cylinder and may not be completely decomposed and burned during expansion and exhaust, resulting in ammonia pollution. The latter method, which relies on expensive and complex systems to remove impurities from the reformed gas, is not only detrimental to vehicle compactness and integration but also suffers from limitations in rapid response due to the complex and variable operating conditions of the engine. Therefore, appropriate improvements should be made to existing ammonia-hydrogen engine systems.

[0055] This invention proposes an ammonia cracking reforming gas pretreatment device and a combustion control method for an ammonia-hydrogen engine based on the ammonia cracking reforming gas pretreatment device. It employs the mainstream and preferred ammonia removal technology currently used in continuous industrial plants: temperature-switching adsorption. This technology separates and pretreats the ammonia reforming gas before it enters the engine injection system, making it more suitable for injection and engine combustion requirements. Adsorbents with high selectivity for ammonia adsorption (such as zeolite molecular sieves, activated alumina, silica gel, or specific activated carbon) are used. Furthermore, the ammonia cracking hydrogen production device utilizes the residual energy of the exhaust gas while simultaneously using an onboard battery for electric heating to bring the reaction gas to the required temperature, thereby achieving a high conversion rate. When the engine is under light to medium load conditions, the battery electrically heats the ammonia cracking hydrogen production unit. The reformed gas passes through the temperature-switching adsorption component, where the adsorbent adsorbs a large amount of unreacted ammonia, and high-purity hydrogen is introduced into the pre-combustion chamber to meet combustion requirements. When the engine is under heavy load conditions, the conversion rate of the ammonia cracking hydrogen production reaction is high. Studies have shown that the space occupied by unreacted ammonia in the pre-combustion chamber is reduced, and the air-fuel ratio can guarantee combustion requirements. In this case, there is no need to separate and pre-treat the reformed gas. The adsorbent is regenerated by battery electric heating, desorbing ammonia and introducing it into the ammonia cracking hydrogen production unit, thereby achieving efficient energy utilization.

[0056] Example 1

[0057] See Figure 1 As shown in the figure, this application provides an ammonia cracking reforming gas pretreatment device, which mainly includes an engine body, an on-board liquid ammonia tank, a storage battery, an ammonia cracking hydrogen production device, and a temperature-switching adsorption tower.

[0058] The onboard liquid ammonia tank 1 stores the main fuel, liquid ammonia. The liquid ammonia tank 1 is divided into two paths after passing through a one-way valve 2 and a three-way valve 3: one path connects to a filter 25, where the filtered liquid ammonia is fed into a booster pump 24 for pressurization. Then, it passes through a pressure regulating valve 23 to adjust to the required injection pressure, and after passing through a liquid ammonia flow sensor 22, it enters the injection pipeline and is directly injected into the engine cylinder by the liquid ammonia injector. The other path first passes through a vaporization device 4 to vaporize the liquid ammonia into ammonia gas and remove impurities. Then, it passes through an ammonia pressure regulating valve 5 and an ammonia flow meter 6, storing the ammonia gas in a pressure stabilizing tank 7. The pressure stabilizing tank 7 is connected to an ammonia cracking hydrogen production device 8, which is integrated into the engine exhaust pipe to utilize the residual energy of the exhaust gas for heating the reaction. An exhaust temperature sensor 27 monitors the exhaust temperature. However, because the exhaust temperature of the ammonia-fueled engine is low under low load conditions, the ammonia cracking hydrogen production device is electrically heated by a battery 31 to ensure the reaction temperature reaches the required level and the reaction is more complete. The reformed gas, after passing through the ammonia content sensor 9 at the outlet of the ammonia cracking hydrogen production unit, is fed into the water-cooled heat exchanger 10 for heat dissipation and then through the bypass valve 11. One pipeline of the bypass valve 11 is directly connected to the reformed gas supply rail 17, and the other pipeline passes through two adsorption tower valves 12 and 13, respectively, and is connected to the temperature-switching adsorption tower A14 and adsorption tower B15. Depending on the engine operating conditions, the reformed gas requiring separation and pretreatment will pass through the temperature-switching adsorption tower to remove unreacted ammonia and improve hydrogen purity. When the adsorbent saturation in one of the adsorption towers is high, the valve of that adsorption tower is closed, and the battery 31 provides power to electrically heat and reduce the adsorption bed in that tower. The valve of the other adsorption tower is opened, and it begins operation. The ammonia content sensor 16 is used to monitor the ammonia content in the reformed gas after adsorption. The reformed gas, after separation and pretreatment, is fed into the reformed gas supply rail 17 to respond promptly to the needs of the engine injection system. The ECU controls the reformer gas supply pressure regulating valve 18 and the reformer gas supply flow sensor 20 according to the corresponding operating conditions, and monitors the reformer gas pressure through the pressure sensor 19. The reformer gas is introduced into the active pre-combustion chamber of the engine 28, where hydrogen is ignited by the spark plug, and then the ammonia fuel in the cylinder is ignited by a hydrogen flame jet. The rotation of the engine crankshaft drives the generator 30 to charge the battery 31. The exhaust manifold oxygen sensor 26 is located inside the engine exhaust pipe, and the speed sensor 29 is located inside the engine for real-time monitoring of engine operating conditions.

[0059] Example 2

[0060] Currently, in ammonia-hydrogen engines, to solve the problem of hydrogen storage and transportation, on-board ammonia cracking hydrogen production systems are mostly used to produce hydrogen, thereby igniting liquid ammonia and improving in-cylinder combustion. However, due to the low exhaust temperature of current engines and limitations in chemical equilibrium, the conversion rate of the ammonia cracking hydrogen production reaction is low, and the reformed gas contains unreacted ammonia, making its composition complex and insufficient to promote the combustion of ammonia fuel.

[0061] This application proposes a method for combustion control that allows the reformed gas to meet the requirements of the injection system by installing a battery within the engine system. This battery can be charged by a generator driven by the crankshaft. When the temperature of the ammonia cracking hydrogen production unit is too low to meet the cracking requirements, additional heat is provided by electric heating. Furthermore, the reformed gas is introduced into a temperature-switching adsorption tower to separate and pre-treat the reformed gas according to different engine operating conditions.

[0062] This application provides a combustion control method for an ammonia-hydrogen engine, including:

[0063] 1. Real-time data acquisition: The ECU continuously collects data from various sensors to calculate engine load, air-fuel ratio (the oxygen sensor 26 in the exhaust manifold provides oxygen concentration and obtains the air-fuel ratio based on the oxygen concentration), etc.

[0064] The engine load calculation is specifically performed as follows: based on the real-time signal from the engine intake air flow sensor 21 collected by the ECU, the current air mass flow rate value Ea_actual is obtained, and the theoretical maximum air flow rate Ea_max is calculated based on the current speed provided by the speed sensor 29. The current engine operating condition is determined based on the ratio of the current air mass flow rate to the theoretical maximum air mass flow rate. When Ea_actual / Ea_max > 70%, the engine can be considered to be under high load conditions; when 40% < Ea_actual / Ea_max < 70%, the engine is under medium load conditions; and when Ea_actual / Ea_max < 40%, the engine is under low load conditions.

[0065] 2. When the engine is under low load, the exhaust gas temperature is low, and the hydrogen content in the reformed gas is low. The battery powers the ammonia cracking hydrogen production unit for electric heating to maintain the temperature within the optimal range, and the adsorption mode is executed. Specifically, the bypass valve is closed, allowing the reformed gas to pass through the temperature-switching adsorption assembly for separation and pretreatment. Under low load conditions, when the ammonia content (NH3_Unreacted) in the reformed gas is <1%, the reformed gas is introduced into the injection system.

[0066] When the engine is under medium load, the electric heating device of the ammonia cracking hydrogen production unit is turned off, and the adsorption mode is executed. Under medium load, when NH3_Unreacted < 3%, the reformed gas is introduced into the injection system;

[0067] When the engine is under heavy load, the electric heating device of the ammonia cracking hydrogen production unit is shut down. Experimental calibration shows that under heavy load, the system selects between direct-flow mode and adsorption mode based on the ammonia content in the reformed gas. Generally, when NH3_Unreacted < 5%, direct-flow mode is used. Specifically, the adsorption tower valve is closed, and the bypass valve is opened, allowing the reformed gas to directly enter the injection system, while closely monitoring the air-fuel ratio in the pre-combustion chamber. If NH3_Unreacted ≥ 5%, adsorption mode is used.

[0068] Third, under any operating condition and in any mode, the ECU continuously monitors the critical safety parameter: the ammonia concentration at the outlet of the ammonia cracking hydrogen production unit. Once the ammonia concentration exceeds the standard, regardless of the mode, it will immediately force a switch back to adsorption mode.

[0069] In addition, if the air-fuel ratio in the pre-combustion chamber is abnormal, adjust the fuel injection parameters (such as adjusting the injection pulse width and injection pressure) or switch the combustion mode.

[0070] 4. If a sudden deceleration occurs in the direct flow mode (the load suddenly decreases, generally referring to a large load becoming a small load), immediately exit the direct flow mode and return to the adsorption mode;

[0071] In adsorption mode, during rapid acceleration (a sudden increase in load, generally referring to a change from a small load to a large load), the battery electrically heats the ammonia cracking hydrogen production unit and executes a direct-flow mode.

[0072] 5. When the engine is under medium or high load conditions and the regeneration mode is not activated, if the battery SOC < SOC0, the ECU commands the crankshaft to rotate and drive the generator to charge the battery. Here, SOC0 refers to the threshold of battery power dynamically managed according to the system status, that is, the lower limit of battery power with sufficient reserved power.

[0073] VI. Under medium or low load conditions, when the adsorbent saturation of adsorption tower A is >85%, adsorption tower A is put into regeneration mode. The inlet and outlet valves of adsorption tower A are kept closed. The reformed gas does not pass through adsorption tower A, but is pretreated through adsorption tower B. The electric heater of the adsorption bed inside adsorption tower A is started to desorb ammonia and recover it to the pyrolyzer. Under high load conditions, when the adsorbent saturation of adsorption tower A or B is >30%, the inlet and outlet valves of the adsorption tower are kept closed, the bypass valve is closed, and the electric heaters of the adsorption beds of the two adsorption towers are started to desorb ammonia and recover it to the pyrolyzer.

[0074] Furthermore, a temperature threshold can be preset so that the heating device automatically starts when the exhaust pipe temperature is below the threshold. The temperature threshold can be set to 400-450 degrees Celsius. A temperature change rate threshold can also be preset. During rapid acceleration and deceleration, the current temperature change rate is compared with the temperature change rate threshold to determine whether the heating device needs to be activated.

[0075] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the systems or apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the descriptions are relatively simple, and relevant parts can be referred to the method section.

[0076] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A pretreatment device for ammonia cracking reforming gas, characterized in that, include: Liquid ammonia tank (1); A direct injection assembly, the first end of which is optionally connected to the liquid ammonia tank (1), and the second end of which is connected to the engine (28); An ammonia cracking hydrogen production unit, wherein the first end of the ammonia cracking hydrogen production unit is optionally connected to the liquid ammonia tank (1); A reforming gas injection assembly, wherein the first end of the reforming gas injection assembly is optionally connected to the second end of the ammonia cracking hydrogen production assembly, and the second end of the reforming gas injection assembly is connected to the engine (28); A temperature-switching adsorption component, wherein the first end of the temperature-switching adsorption component is selectively connected to the second end of the ammonia cracking hydrogen production component, and the second end of the temperature-switching adsorption component is connected to the first end of the reforming gas injection component. A heating device is provided on the ammonia cracking hydrogen production assembly.

2. The ammonia cracking reforming gas pretreatment device according to claim 1, characterized in that, The ammonia cracking hydrogen production assembly includes a vaporization device (4), an ammonia pressure regulating valve (5), a pressure stabilizing tank (7), an ammonia cracking hydrogen production device (8), and a water-cooled heat exchanger (10) connected in sequence. The vaporization device (4) may be selectively connected to the liquid ammonia tank (1), and the water-cooled heat exchanger (10) may be selectively connected to the reforming gas injection assembly or the temperature-switching adsorption assembly. The cracking hydrogen production device (8) is installed on the engine exhaust pipe, and the heating device is installed on the cracking hydrogen production device (8).

3. The ammonia cracking reforming gas pretreatment device according to claim 2, characterized in that, The temperature-changing adsorption component includes: Adsorption tower A (14), the first end of which is selectively connected to the water-cooled heat exchanger (10) through the inlet valve (12) of adsorption tower A, and the second end of which is connected to the reforming gas injection assembly; The first end of the adsorption tower B (15) is selectively connected to the water-cooled heat exchanger (10) through the inlet valve (13) of the adsorption tower B, and the second end of the adsorption tower B (15) is connected to the reforming gas injection assembly.

4. The ammonia cracking reforming gas pretreatment device according to claim 3, characterized in that, The reforming gas injection assembly includes a reforming gas supply rail (17) and a gas supply pressure regulating valve (18) connected in sequence. The reforming gas supply rail (17) can be selectively connected to the water-cooled heat exchanger (10), and the gas supply pressure regulating valve (18) is connected to the engine (28).

5. The ammonia cracking reforming gas pretreatment device according to claim 4, characterized in that, The direct injection assembly includes a filter (25), a booster pump (24), and a pressure regulating valve (23) connected in sequence. The filter (25) is optionally connected to the liquid ammonia tank (1), and the pressure regulating valve (23) is connected to the engine (28).

6. The ammonia cracking reforming gas pretreatment device according to claim 5, characterized in that, An ammonia flow meter (6) is connected between the ammonia pressure regulating valve (5) and the pressure stabilizing tank (7). An ammonia content sensor (9) at the outlet of the ammonia cracking hydrogen production unit is connected between the ammonia cracking hydrogen production unit (8) and the water-cooled heat exchanger (10). The adsorption tower A (14) and the adsorption tower B (15) are connected to the reforming gas supply rail (17) via an ammonia content sensor (16) at the outlet of the adsorption tower. A reformer gas supply pressure sensor (19) and a reformer gas supply flow sensor (20) are connected between the reformer gas supply pressure regulating valve (18) and the engine (28). A liquid ammonia flow sensor (22) is connected between the pressure regulating valve (23) and the engine (28).

7. The ammonia cracking reforming gas pretreatment device according to claim 5, characterized in that, Also includes: The liquid ammonia tank (1) can be selectively connected to the vaporization device (4) or the filter (25) via the three-way valve (3), and a one-way valve (2) is connected between the liquid ammonia tank (1) and the three-way valve (3). Bypass valve (11), the water-cooled heat exchanger (10) can be selectively connected to the reformed gas supply rail (17) or the inlet valve (12) of adsorption tower A or the inlet valve (13) of adsorption tower B through the bypass valve (11).

8. The ammonia cracking reforming gas pretreatment device according to claim 5, characterized in that, It also includes a storage battery (31) that supplies power to the heating device, and the crankshaft of the engine (28) drives the generator (30) to charge the storage battery (31).

9. A combustion control method for an ammonia-hydrogen engine, accomplished using the ammonia cracking reforming gas pretreatment device according to any one of claims 1-8, characterized in that, include: The ECU collects sensor data in real time to determine the engine load condition. When the engine is under low load, the adsorption mode is executed and the heating device is started to heat the ammonia cracking hydrogen production unit. When the engine is under medium load, the adsorption mode is executed. When the engine is under high load, the direct flow mode or the adsorption mode is selected according to the ammonia content in the reformate. When the engine is under medium or high load conditions and regeneration mode is not executed, if the current battery charge is less than the threshold for dynamic management of battery charge based on system status, the generator will work to charge the battery. The ECU monitors key safety parameters in real time. Key safety parameters include at least the ammonia concentration at the outlet of the ammonia cracking hydrogen production unit. Under any engine load and in any mode, if the current ammonia concentration at the outlet of the ammonia cracking hydrogen production unit is greater than the warning value for the outlet ammonia concentration, the adsorption mode is executed. If a sudden deceleration occurs in the direct-flow mode, exit the direct-flow mode and execute the adsorption mode. If a rapid acceleration occurs in adsorption mode, the heating device will be activated to heat the ammonia cracking hydrogen production unit, and the direct-flow mode will be executed.

10. The combustion control method for an ammonia-hydrogen engine according to claim 9, characterized in that, Also includes: The adsorption mode is executed by adsorption tower A or adsorption tower B. When the engine is under low or medium load conditions, and the adsorbent saturation of the adsorption tower executing the adsorption mode is greater than the first warning value, the adsorption tower executing the adsorption mode switches to regeneration mode, and the other adsorption tower executes the adsorption mode. When the engine is under high load conditions, and the saturation of adsorption tower A and / or adsorption tower B is greater than the second warning value, adsorption tower A and adsorption tower B execute the desorption mode.

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