Apparatus for increasing exhaust gas temperature and enhancing pressurization of hydrogen internal combustion engine, and control method for apparatus

Abstract

An apparatus for increasing the exhaust gas temperature and enhancing pressurization of a hydrogen internal combustion engine. The apparatus comprises an exhaust hydrogen combustion device and an electronic control unit in addition to an original exhaust manifold of an internal combustion engine. An auxiliary combustion chamber is mounted upstream of a turbocharger. An oxygen exhaust flow rate is calculated by means of an exhaust flow sensor and an oxygen concentration sensor, and a hydrogen injection flow rate of a hydrogen nozzle is determined. A hydrogen-air mixture is ignited by means of a spark plug, so that an exhaust enthalpy value at an inlet of the turbocharger is increased by means of the combustion of hydrogen in the auxiliary combustion chamber, so as to increase a supercharge ratio. Also disclosed is a control method for the apparatus for increasing the exhaust gas temperature and enhancing pressurization of a hydrogen internal combustion engine.

Description

A device and control method for enhancing turbocharging by increasing exhaust gas temperature in a hydrogen internal combustion engine. Technical Field

[0001] This invention relates to a temperature-enhanced supercharging device, and more particularly to a device that utilizes exhaust pipe-assisted combustion to regulate the enthalpy of exhaust gas in a hydrogen internal combustion engine, thereby improving the supercharging capability of the hydrogen internal combustion engine turbocharger, belonging to the field of hydrogen internal combustion engines. Background Technology

[0002] Hydrogen internal combustion engines can be produced by relying on most links of the traditional internal combustion engine industry chain. They have advantages such as low cost, high reliability, and wide environmental adaptability, and are one of the important technologies for the internal combustion engine industry to achieve the "dual carbon" goal.

[0003] Compared to traditional internal combustion engines, one of the key challenges in the development of hydrogen internal combustion engines is their significantly lower power density compared to gasoline and diesel engines. Currently, the power output per liter of a hydrogen internal combustion engine under reliable operating conditions is only about one-third that of a gasoline engine. This means that for the same power requirements, the size and weight of a hydrogen internal combustion engine will be significantly higher than that of a traditional internal combustion engine, increasing the complexity of vehicle powertrain layout and causing a decrease in overall vehicle efficiency.

[0004] The main reasons for the reduced power density of hydrogen internal combustion engines are twofold: firstly, hydrogen internal combustion engines typically employ lean combustion technology to avoid abnormal combustion, making it difficult to effectively utilize the air in the intake; secondly, hydrogen burns faster than traditional fuels, and the use of lean combustion significantly lowers the exhaust gas temperature. Under low exhaust gas enthalpy conditions, turbochargers struggle to provide a higher boost ratio, leading to a decrease in the charging efficiency of hydrogen internal combustion engines and a noticeable reduction in power.

[0005] Increasing the boost ratio is a crucial way to improve the power density of internal combustion engines. Existing technologies for enhancing boost in hydrogen internal combustion engines mainly include using variable geometry turbochargers, multi-stage turbochargers, electric turbochargers, or mechanical superchargers. Electric turbochargers and mechanical superchargers cannot utilize exhaust heat for engine boosting; their operation requires additional power, leading to a decrease in overall powertrain efficiency. Variable geometry turbochargers are expensive and difficult to manufacture, and multi-stage turbochargers occupy significant space. Furthermore, the aforementioned two new turbocharging technologies still rely on the enthalpy of the hydrogen internal combustion engine's exhaust gas as an energy source. Under the low exhaust temperature conditions of hydrogen internal combustion engines, these new technologies are unlikely to significantly improve the boost ratio. Technical issues

[0006] The present invention aims to solve the above-mentioned defects and provide a device and control method for increasing the exhaust gas temperature of a hydrogen internal combustion engine to enhance turbocharging. Technical solutions

[0007] To overcome the deficiencies in the prior art, the technical solution adopted by the present invention to solve its technical problem is as follows: This device for enhancing the boost pressure by increasing the exhaust gas temperature of a hydrogen internal combustion engine includes the original internal combustion engine, exhaust manifold, turbocharger, selective catalytic reduction (SCR) and ammonia escape catalyst. Its characteristic is the addition of an exhaust hydrogen combustion device and an electronic control unit. The exhaust hydrogen combustion device includes an exhaust flow sensor installed on the exhaust manifold, an exhaust manifold valve located downstream of the exhaust flow sensor, an auxiliary combustion chamber installed on the exhaust manifold, and an auxiliary combustion chamber intake valve and an auxiliary combustion chamber exhaust valve respectively installed at the inlet and outlet of the auxiliary combustion chamber. In the auxiliary combustion chamber, an oxygen concentration sensor, a hydrogen nozzle, and a spark plug are installed sequentially from upstream to downstream. The hydrogen cylinder and the hydrogen nozzle are connected by a pipeline, and a pressure reducer is installed on the pipeline.

[0008] The pipeline equipped with the auxiliary combustion chamber intake valve is connected to the exhaust manifold, and the connection point is located between the exhaust flow sensor and the exhaust manifold valve.

[0009] The pipeline equipped with the auxiliary combustion chamber exhaust valve is connected to the exhaust manifold, and the connection point is located between the exhaust manifold valve and the turbocharger.

[0010] The oxygen concentration sensor is installed upstream of the hydrogen nozzle, and the distance between the concentration sensor and the hydrogen nozzle is not less than 20 mm.

[0011] The spark plug is installed downstream of the hydrogen nozzle, and the distance between the spark plug and the hydrogen nozzle is no more than 18 mm.

[0012] The electronic control unit meets the requirement of calculating the exhaust molar flow rate [mol / s] based on the exhaust flow sensor;

[0013] The electronic control unit obtains the actual intake pressure signal a by communicating with the electronic control unit of the internal combustion engine body, or by connecting to the existing intake pressure sensor in the internal combustion engine.

[0014] The electronic control unit is connected to the auxiliary combustion chamber exhaust valve and controls the opening and closing of the auxiliary combustion chamber exhaust valve by sending an auxiliary combustion chamber exhaust valve control signal b.

[0015] The electronic control unit is connected to the spark plug and controls the spark plug to ignite by sending a spark plug control signal c.

[0016] The electronic control unit is connected to the hydrogen nozzle and controls the opening and closing of the hydrogen nozzle by sending a hydrogen nozzle signal d.

[0017] The electronic control unit is connected to the oxygen concentration sensor and obtains the oxygen concentration in the auxiliary combustion chamber by receiving the oxygen concentration signal e.

[0018] The electronic control unit is connected to the auxiliary combustion chamber intake valve and controls the opening and closing of the auxiliary combustion chamber intake valve by sending an auxiliary combustion chamber intake valve control signal n.

[0019] The electronic control unit is connected to the exhaust manifold valve and controls the opening and closing of the exhaust manifold valve by sending an exhaust manifold valve control signal m.

[0020] The electronic control unit is connected to the exhaust flow sensor and obtains the exhaust flow of the hydrogen internal combustion engine by receiving the exhaust flow signal t.

[0021] This control method for the turbocharger that enhances the exhaust gas temperature of a hydrogen internal combustion engine includes the following steps:

[0022] The electronic control unit first detects the actual intake pressure signal 'a', and then obtains the actual intake manifold pressure 'p' of the hydrogen internal combustion engine under the current operating conditions from the actual intake pressure signal 'a'. a Furthermore, the actual boost efficiency η of the hydrogen internal combustion engine is calculated based on the actual pressure in the intake manifold of the engine. η is defined as the actual pressure p in the intake manifold of the internal combustion engine under a certain operating condition. a With design pressure p t When the ratio η is not less than 0.9, the electronic control unit determines that the hydrogen internal combustion engine turbocharging system can meet the turbocharging requirements. At this time, the electronic control unit closes the auxiliary combustion chamber intake valve by sending an auxiliary combustion chamber intake valve control signal n, closes the auxiliary combustion chamber exhaust valve by sending an auxiliary combustion chamber exhaust valve control signal b, and opens the exhaust manifold valve by sending an exhaust manifold valve control signal m. At this time, the exhaust gas discharged by the internal combustion engine does not pass through the auxiliary combustion chamber and is discharged outside the engine normally through the exhaust manifold. At the same time, the electronic control unit stops sending a spark plug control signal c to stop the spark plug from igniting and stops sending a hydrogen injector signal d to close the hydrogen injector.

[0023] When the actual boost efficiency η of the hydrogen internal combustion engine calculated by the electronic control unit (ECU) based on the actual pressure signal a is less than 0.9, the ECU determines that the boost system of the hydrogen internal combustion engine cannot meet the boost demand. At this time, the ECU opens the auxiliary combustion chamber intake valve by sending an auxiliary combustion chamber intake valve control signal n, opens the auxiliary combustion chamber exhaust valve by sending an auxiliary combustion chamber exhaust valve control signal b, and closes the exhaust manifold valve by sending an exhaust manifold valve control signal m. At this time, the exhaust gas discharged from the internal combustion engine during operation is discharged outside the engine through the auxiliary combustion chamber. The ECU calculates the hydrogen internal combustion engine exhaust molar flow rate M by receiving the exhaust flow rate signal t. e [mol / s], and further obtain the oxygen molar concentration F in the exhaust gas based on the oxygen concentration signal e, and further calculate the molar flow rate M of oxygen in the exhaust gas according to Equation 1. o :

[0024] (Formula 1);

[0025] To ensure stable combustion and low combustion noise in the auxiliary combustion chamber (16), a lean combustion mode is adopted in the auxiliary combustion chamber (16). The electronic control unit calculates the target hydrogen injection flow rate M according to Equation 2. h :

[0026] (Formula 2);

[0027] After calculating M h

[0028] Then, the electronic control unit controls the spark plug to ignite continuously at a frequency of not less than 50Hz by sending a spark plug control signal c, and the continuous ignition time of the spark plug is not less than 5 seconds. 0.1s after sending the spark plug control signal c, the electronic control unit controls the hydrogen nozzle to open by sending a hydrogen nozzle signal d and sets the hydrogen flow rate injected by the hydrogen nozzle to M. h

[0029] At this time, hydrogen gas mixes and burns with oxygen in the exhaust gas in the auxiliary combustion chamber, increasing the temperature of the exhaust gas after it flows back to the exhaust manifold from the auxiliary combustion chamber outlet. This provides the turbocharger with a higher exhaust gas enthalpy, thereby improving the turbocharging efficiency of the hydrogen internal combustion engine. Beneficial effects

[0030] The beneficial effect of this invention is that, addressing the problem of low power density in hydrogen internal combustion engines caused by insufficient turbocharger boosting capacity due to low exhaust gas temperature and low enthalpy, this invention provides a device and method for enhancing turbocharger boosting by increasing exhaust gas temperature. This device adds an auxiliary combustion chamber upstream of the turbocharger to the original exhaust manifold of the internal combustion engine. By installing a hydrogen nozzle and spark plug within the auxiliary combustion chamber, hydrogen can utilize the oxygen in the exhaust gas under lean combustion conditions of the hydrogen internal combustion engine, thereby increasing the exhaust gas temperature and enthalpy at the turbocharger inlet and enhancing the turbocharger's work capacity. Compared to technologies such as electric turbochargers and multi-stage turbochargers, the device and method provided by this invention retain the original turbocharger system structure, offering advantages in boosting efficiency and cost. Attached Figure Description

[0031] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0032] Figure 1 is a schematic diagram of the structure of the present invention;

[0033] The components are: 1. Internal combustion engine; 2. Exhaust manifold valve; 3. Turbocharger; 4. Selective catalytic reduction (SCR); 5. Ammonia escape catalyst; 6. Auxiliary combustion chamber exhaust valve; 7. Spark plug; 8. Hydrogen injector; 9. Oxygen concentration sensor; 10. Exhaust flow sensor; 11. Electronic control unit; 12. Auxiliary combustion chamber intake valve; 13. Pressure regulator; 14. Hydrogen cylinder; 15. Exhaust manifold; 16. Auxiliary combustion chamber.

[0034] a. Actual intake pressure signal; b. Auxiliary combustion chamber exhaust valve control signal; c. Spark plug control signal; d. Hydrogen nozzle signal; e. Oxygen concentration signal; t. Exhaust flow rate signal; m. Exhaust manifold valve control signal; n. Auxiliary combustion chamber intake valve control signal. Embodiments of the present invention

[0035] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below in conjunction with the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0036] As shown in Figure 1, this device for enhancing boost pressure by increasing the exhaust gas temperature of a hydrogen internal combustion engine includes the original internal combustion engine 1, exhaust manifold 15, turbocharger 3, selective catalytic reduction (SCR) 4, and ammonia escape catalyst 5. An exhaust hydrogen combustion device and an electronic control unit 11 are added to the original structure. The exhaust hydrogen combustion device includes an exhaust flow sensor 10 installed on the exhaust manifold 15, an exhaust manifold valve 2 located downstream of the exhaust flow sensor 10, an auxiliary combustion chamber 16 installed on the exhaust manifold 15, and auxiliary combustion chamber intake valve 12 and auxiliary combustion chamber exhaust valve 6 respectively installed at the inlet and outlet of the auxiliary combustion chamber 16. In the auxiliary combustion chamber 16, an oxygen concentration sensor 9, a hydrogen nozzle 8, and a spark plug 7 are installed sequentially from upstream to downstream. A hydrogen cylinder 14 is connected to the hydrogen nozzle 8 via a pipeline, and a pressure reducer 13 is installed on the pipeline.

[0037] The pipeline equipped with the auxiliary combustion chamber intake valve 12 is connected to the exhaust manifold 15, and the connection point is located between the exhaust flow sensor 10 and the exhaust manifold valve 2.

[0038] The pipeline equipped with the auxiliary combustion chamber exhaust valve 6 is connected to the exhaust manifold 15, and the connection point is located between the exhaust manifold valve 2 and the turbocharger 3.

[0039] The oxygen concentration sensor 9 is installed upstream of the hydrogen nozzle 8, and the distance between the concentration sensor 9 and the hydrogen nozzle 8 is not less than 20 mm.

[0040] Spark plug 7 is installed downstream of hydrogen nozzle 8, and the distance between spark plug 7 and hydrogen nozzle 8 is no more than 18mm.

[0041] The electronic control unit 11 meets the requirement of calculating the exhaust molar flow rate [mol / s] based on the exhaust flow sensor 10;

[0042] The electronic control unit 11 obtains the actual intake pressure signal a by communicating with the electronic control unit of the internal combustion engine body, or by connecting to the existing intake pressure sensor in the internal combustion engine;

[0043] The electronic control unit 11 is connected to the auxiliary combustion chamber exhaust valve 6 and controls the opening and closing of the auxiliary combustion chamber exhaust valve 6 by sending an auxiliary combustion chamber exhaust valve control signal b.

[0044] The electronic control unit 11 is connected to the spark plug 7 and controls the spark plug 7 to ignite by sending a spark plug control signal c.

[0045] The electronic control unit 11 is connected to the hydrogen nozzle 8 and controls the opening and closing of the hydrogen nozzle 8 by sending a hydrogen nozzle signal d.

[0046] The electronic control unit 11 is connected to the oxygen concentration sensor 9 and obtains the oxygen concentration of the auxiliary combustion chamber 16 by receiving the oxygen concentration signal e;

[0047] The electronic control unit 11 is connected to the auxiliary combustion chamber intake valve 12 and controls the opening and closing of the auxiliary combustion chamber intake valve 12 by sending an auxiliary combustion chamber intake valve control signal n.

[0048] The electronic control unit 11 is connected to the exhaust manifold valve 2 and controls the opening and closing of the exhaust manifold valve 2 by sending an exhaust manifold valve control signal m.

[0049] The electronic control unit 11 is connected to the exhaust flow sensor 10 and obtains the exhaust flow of the hydrogen internal combustion engine by receiving the exhaust flow signal t.

[0050] A control method for a turbocharger that enhances exhaust gas temperature in a hydrogen internal combustion engine includes the following steps:

[0051] The electronic control unit 11 first detects the actual intake pressure signal a, and obtains the actual intake manifold pressure p of the hydrogen internal combustion engine under the current operating conditions through the actual intake pressure signal a. a Furthermore, the actual boost efficiency η of the hydrogen internal combustion engine is calculated based on the actual pressure in the intake manifold of the engine. η is defined as the actual pressure p in the intake manifold of the internal combustion engine under a certain operating condition. a With design pressure p tWhen the ratio of η is not less than 0.9, the electronic control unit 11 determines that the hydrogen internal combustion engine turbocharging system can meet the turbocharging requirements. At this time, the electronic control unit 11 closes the auxiliary combustion chamber intake valve 12 by sending the auxiliary combustion chamber intake valve control signal n, closes the auxiliary combustion chamber exhaust valve 6 by sending the auxiliary combustion chamber exhaust valve control signal b, and opens the exhaust manifold valve 2 by sending the exhaust manifold valve control signal m. At this time, the exhaust gas discharged by the internal combustion engine 1 does not pass through the auxiliary combustion chamber 16 and is discharged outside the engine normally through the exhaust manifold 15. At the same time, the electronic control unit 11 stops sending the spark plug control signal c to stop the spark plug 7 from igniting, and stops sending the hydrogen nozzle signal d to close the hydrogen nozzle 8.

[0052] When the actual boost efficiency η of the hydrogen internal combustion engine calculated by the electronic control unit 11 based on the actual pressure signal a is less than 0.9, the electronic control unit 11 determines that the boost system of the hydrogen internal combustion engine cannot meet the boost demand. At this time, the electronic control unit 11 opens the auxiliary combustion chamber intake valve 12 by sending an auxiliary combustion chamber intake valve control signal n, opens the auxiliary combustion chamber exhaust valve 6 by sending an auxiliary combustion chamber exhaust valve control signal b, and closes the exhaust manifold valve 2 by sending an exhaust manifold valve control signal m. At this time, the exhaust gas discharged by the internal combustion engine 1 is discharged outside the engine through the auxiliary combustion chamber 16. The electronic control unit calculates the hydrogen internal combustion engine exhaust molar flow rate M by receiving the exhaust flow rate signal t. e [mol / s], and further obtain the oxygen molar concentration F in the exhaust gas based on the oxygen concentration signal e, and further calculate the molar flow rate M of oxygen in the exhaust gas according to Equation 1. o :

[0053] (Formula 1);

[0054] To ensure stable combustion and low combustion noise in the auxiliary combustion chamber (16), a lean combustion mode is adopted in the auxiliary combustion chamber (16). The electronic control unit calculates the target hydrogen injection flow rate M according to Equation 2. h :

[0055] (Formula 2);

[0056] After calculating M h Subsequently, the electronic control unit 11 controls the spark plug 7 to continuously ignite at a frequency of not less than 50Hz by sending a spark plug control signal c, and the continuous ignition time of the spark plug 7 is not less than 5 seconds. 0.1s after sending the spark plug control signal c, the electronic control unit 11 controls the hydrogen nozzle 8 to open by sending a hydrogen nozzle signal d and makes the hydrogen flow rate injected by the hydrogen nozzle 8 M. hAt this time, hydrogen gas mixes and burns with oxygen in the exhaust gas in the auxiliary combustion chamber 16, which increases the temperature of the exhaust gas after it flows back to the exhaust manifold 15 from the outlet of the auxiliary combustion chamber 16. This provides the turbocharger 3 with a higher exhaust gas enthalpy, thereby improving the turbocharging efficiency of the hydrogen internal combustion engine.

[0057] This embodiment conducted the following experiments under various working conditions:

[0058] The experiment used a hydrogen internal combustion engine equipped with a device for enhancing the exhaust gas temperature and boosting the turbocharger, manufactured according to Figure 1, to conduct bench tests. The basic operating conditions of the hydrogen internal combustion engine were 2000 r / min and 100% load pedal. To avoid knocking, the minimum excess air coefficient that the hydrogen internal combustion engine could use under the above basic operating conditions was 1.7. Under the above conditions, the effect of a device and method for enhancing the exhaust gas temperature and boosting the turbocharger of a hydrogen internal combustion engine on enhancing the turbocharger system of the hydrogen internal combustion engine was tested.

[0059] Under the above operating conditions, the electronic control unit 11 calculates the actual boost efficiency of the hydrogen internal combustion engine η=0.68 based on the obtained actual pressure signal a. The electronic control unit 11 opens the auxiliary combustion chamber intake valve 12 by sending the auxiliary combustion chamber intake valve control signal n, opens the auxiliary combustion chamber exhaust valve 6 by sending the auxiliary combustion chamber exhaust valve control signal b, closes the exhaust manifold valve 2 by sending the exhaust manifold valve control signal m, and controls the spark plug 7 to ignite continuously at a frequency of 50Hz for 5s by sending the spark plug control signal c. The electronic control unit 11 calculates the actual hydrogen injection quantity of 0.02mol / s based on the exhaust flow signal t, the oxygen concentration signal e, and formulas one and two. 0.1s after the spark plug 7 ignites, the electronic control unit 11 opens the hydrogen nozzle 8 by sending the hydrogen nozzle signal d and controls the hydrogen injection flow rate to be 0.02mol / s.

[0060] Experimental results show that after successful combustion in the auxiliary combustion chamber 16, the inlet temperature of the turbocharger 3 increases by 136K, the actual boost efficiency increases from 0.68 to 0.92, and the output power of the hydrogen internal combustion engine increases by 28.9%. This indicates that the device and method for enhancing boost by increasing the exhaust gas temperature of a hydrogen internal combustion engine provided by this invention can effectively improve the boost ratio and power density of the hydrogen internal combustion engine.

[0061] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A device for enhancing boost pressure by increasing the exhaust gas temperature of a hydrogen internal combustion engine, comprising an existing internal combustion engine (1), an exhaust manifold (15), a turbocharger (3), a selective catalytic reduction (SCR) (4), and an ammonia escape catalyst (5), characterized in that: It also includes an additional exhaust hydrogen combustion device and an electronic control unit (11). The exhaust hydrogen combustion device includes an exhaust flow sensor (10) installed on the exhaust manifold (15) and an exhaust manifold valve (2) located downstream of the exhaust flow sensor (10). An auxiliary combustion chamber (16) is installed on the exhaust manifold (15). An auxiliary combustion chamber inlet valve (12) and an auxiliary combustion chamber exhaust valve (6) are respectively provided at the inlet and outlet of the auxiliary combustion chamber (16). In the auxiliary combustion chamber (16), an oxygen concentration sensor (9), a hydrogen nozzle (8) and a spark plug (7) are installed sequentially from upstream to downstream. The hydrogen nozzle (8) is connected to a hydrogen cylinder (14) through a pipeline. A pressure reducer (13) is provided on the pipeline.

2. The device for enhancing turbocharging by increasing the exhaust gas temperature of a hydrogen internal combustion engine as described in claim 1, characterized in that, The exhaust manifold (15) is connected to a pipeline with an auxiliary combustion chamber intake valve (12), and the connection point is located between the exhaust flow sensor (10) and the exhaust manifold valve (2).

3. The device for increasing the exhaust gas temperature and enhancing turbocharging of a hydrogen internal combustion engine as described in claim 1, characterized in that, The exhaust manifold (15) is connected to a pipeline with an auxiliary combustion chamber exhaust valve (6), and the connection point is located between the exhaust manifold valve (2) and the turbocharger (3).

4. The device for enhancing turbocharging by increasing the exhaust gas temperature of a hydrogen internal combustion engine as described in claim 1, characterized in that, The oxygen concentration sensor (9) is installed upstream of the hydrogen nozzle (8), and the distance between the concentration sensor (9) and the hydrogen nozzle (8) is not less than 20 mm.

5. The apparatus for enhancing turbocharging by increasing the exhaust gas temperature of a hydrogen internal combustion engine as described in claim 1, characterized in that, The spark plug (7) is installed downstream of the hydrogen nozzle (8), and the distance between the spark plug (7) and the hydrogen nozzle (8) is no more than 18 mm.

6. The apparatus for enhancing turbocharging by increasing the exhaust gas temperature of a hydrogen internal combustion engine as described in claim 1, characterized in that, The electronic control unit (11) meets the requirement of calculating the exhaust molar flow rate [mol / s] based on the exhaust flow sensor (10); The electronic control unit (11) obtains the actual intake pressure signal a by communicating with the electronic control unit of the internal combustion engine body, or by connecting with the original intake pressure sensor in the internal combustion engine; The electronic control unit (11) is connected to the auxiliary combustion chamber exhaust valve (6) and controls the opening and closing of the auxiliary combustion chamber exhaust valve (6) by sending an auxiliary combustion chamber exhaust valve control signal b. The electronic control unit (11) is connected to the spark plug (7) and controls the spark plug (7) to ignite by sending a spark plug control signal c; The electronic control unit (11) is connected to the hydrogen nozzle (8) and controls the opening and closing of the hydrogen nozzle (8) by sending a hydrogen nozzle signal d. The electronic control unit (11) is connected to the oxygen concentration sensor (9) and obtains the oxygen concentration of the auxiliary combustion chamber (16) by receiving the oxygen concentration signal e; The electronic control unit (11) is connected to the auxiliary combustion chamber intake valve (12) and controls the opening and closing of the auxiliary combustion chamber intake valve (12) by sending an auxiliary combustion chamber intake valve control signal n. The electronic control unit (11) is connected to the exhaust manifold valve (2) and controls the opening and closing of the exhaust manifold valve (2) by sending an exhaust manifold valve control signal m. The electronic control unit (11) is connected to the exhaust flow sensor (10) and obtains the exhaust flow of the hydrogen internal combustion engine by receiving the exhaust flow signal t.

7. The control method of the device for enhancing turbocharging by increasing the exhaust gas temperature of a hydrogen internal combustion engine as described in claim 1, characterized in that, Includes the following steps: The electronic control unit (11) first detects the actual intake pressure signal a, and obtains the actual intake pressure p of the hydrogen internal combustion engine under the current operating conditions through the actual intake pressure signal a. a Furthermore, the actual boost efficiency η of the hydrogen internal combustion engine is calculated based on the actual pressure in the intake manifold of the engine. η is defined as the actual pressure p in the intake manifold of the internal combustion engine under a certain operating condition. a With design pressure p t When the ratio of η is not less than 0.9, the electronic control unit (11) determines that the hydrogen internal combustion engine turbocharging system can meet the turbocharging requirements. At this time, the electronic control unit (11) closes the auxiliary combustion chamber intake valve (12) by sending the auxiliary combustion chamber intake valve control signal n, closes the auxiliary combustion chamber exhaust valve (6) by sending the auxiliary combustion chamber exhaust valve control signal b, and opens the exhaust manifold valve (2) by sending the exhaust manifold valve control signal m. At this time, the exhaust gas discharged by the internal combustion engine (1) does not pass through the auxiliary combustion chamber (16) and is discharged outside the engine through the exhaust manifold (15) normally. At the same time, the electronic control unit (11) stops sending the spark plug control signal c to stop the spark plug (7) from igniting and stops sending the hydrogen nozzle signal d to close the hydrogen nozzle (8). When the actual boost efficiency η of the hydrogen internal combustion engine calculated by the electronic control unit (11) based on the actual pressure signal a is less than 0.9, the electronic control unit (11) determines that the boost system of the hydrogen internal combustion engine cannot meet the boost demand. At this time, the electronic control unit (11) opens the auxiliary combustion chamber intake valve (12) by sending the auxiliary combustion chamber intake valve control signal n, opens the auxiliary combustion chamber exhaust valve (6) by sending the auxiliary combustion chamber exhaust valve control signal b, and closes the exhaust manifold valve (2) by sending the exhaust manifold valve control signal m. At this time, the exhaust gas discharged by the internal combustion engine (1) is discharged outside the engine through the auxiliary combustion chamber (16). The electronic control unit calculates the hydrogen internal combustion engine exhaust molar flow rate M by receiving the exhaust flow rate signal t. e [mol / s], and further obtain the oxygen molar concentration F in the exhaust gas based on the oxygen concentration signal e, and further calculate the molar flow rate M of oxygen in the exhaust gas according to Equation 1. o : (Formula 1); To ensure stable combustion and low combustion noise in the auxiliary combustion chamber (16), a lean combustion mode is adopted in the auxiliary combustion chamber (16). The electronic control unit calculates the target hydrogen injection flow rate M according to Equation 2. h : (Formula 2); After calculating M h Then, the electronic control unit (11) controls the spark plug (7) to continuously ignite at a frequency of not less than 50Hz by sending a spark plug control signal c. The continuous ignition time of the spark plug (7) is not less than 5 seconds. 0.1s after sending the spark plug control signal c, the electronic control unit (11) controls the hydrogen nozzle (8) to open by sending a hydrogen nozzle signal d and makes the hydrogen flow rate injected by the hydrogen nozzle (8) M. h At this time, hydrogen gas mixes and burns with oxygen in the exhaust gas in the auxiliary combustion chamber (16), which increases the exhaust gas temperature after the auxiliary combustion chamber (16) outlet flows back to the exhaust manifold (15), providing a higher exhaust gas enthalpy for the turbocharger (3), thereby improving the turbocharging efficiency of the hydrogen internal combustion engine.

Images