Hydrogen engine energy management system based on organic liquid hydrogen carrier and vehicle

Abstract

The invention provides a hydrogen engine energy management system based on an organic liquid hydrogen carrier and a vehicle. The hydrogen engine energy management system comprises an engine system, an aftertreatment system and a hydrogen supply system. The after-treatment system is communicated with the engine system, and the hydrogen supply system is respectively communicated with the engine system and the after-treatment system; the hydrogen supply system comprises a multiple heat exchange circulation main path, and the multiple heat exchange circulation main path comprises a preheating pipeline and an auxiliary heating pipeline which communicate with each other; an oil storage tank is arranged on the preheating pipeline, and hydrogen liquid is stored in the oil storage tank; the hydrogen supply system and the engine system share part of the preheating pipeline, so that hydrogen liquid flows through a cylinder cover and a cylinder body on the engine system through the preheating pipeline and exchanges heat with the cylinder cover and the cylinder body to preheat the hydrogen liquid and cool the engine system at the same time. By means of the system, the problem that an existing engine energy management system is difficult to couple heat output of an engine with the heat requirement in the hydrogen desorption process is solved.

Description

Technical Field

[0001] The present application relates to the field of hydrogen internal combustion engines, and in particular to a hydrogen engine energy management system and vehicle based on an organic liquid hydrogen carrier. Background Art

[0002] With the vision of building a green hydrogen energy society, the demand for hydrogen energy has shown a trend of substantial growth, but the high cost of storage and transportation (the cost of hydrogen energy storage and transportation accounts for about 30% to 40% of the total cost of the entire industry chain of "production, storage, transmission and use") is the main bottleneck restricting the large-scale development of the hydrogen energy industry. There are four main ways of hydrogen energy storage and transportation: high-pressure gaseous hydrogen storage, low-temperature liquid hydrogen storage, solid hydrogen storage and organic liquid hydrogen storage. High-pressure gaseous hydrogen storage is the most commonly used and relatively mature technology at present, with low cost and low energy consumption, but low hydrogen storage efficiency; low-temperature liquid hydrogen storage technology has high hydrogen storage efficiency, but high compression energy consumption, high manufacturing and maintenance costs of high-pressure gas tanks; the advantages of solid-state hydrogen storage are high volume hydrogen storage density, but high energy consumption for hydrogen release, and high requirements for heat exchange devices. Organic liquid hydrogen storage realizes hydrogen storage in liquid form, has high hydrogen storage efficiency and mild hydrogen storage conditions, can be transported over long distances and stored for a long time, and is very suitable for applications in the field of transportation. In addition, since the hydrogen-containing working fluid is stored in liquid form, the refueling of organic liquid hydrogen storage fuel can be achieved by simply making appropriate modifications to existing gasoline or diesel fuel stations.

[0003] However, when organic liquid hydrogen storage technology is applied, hydrogen needs to be released from hydrogen-rich liquid through a hydrogen release reactor, which requires certain temperature conditions and the use of specific catalysts. Therefore, when organic liquid hydrogen storage technology is applied to the field of transportation, the hydrogen release process requires heat input, while the hydrogen engine needs to meet both power and heat output, and the controlled energy forms are diversified. Therefore, it is difficult for existing engine energy management systems to couple the heat output of the engine and the heat demand of the hydrogen release process. Summary of the invention

[0004] In response to the above problems, the present application provides a hydrogen engine energy management system and vehicle based on an organic liquid hydrogen carrier to solve the problem that existing engine energy management systems are difficult to couple the engine heat output and the heat demand of the hydrogen release process.

[0005] In the first aspect, the present application provides a hydrogen engine energy management system based on an organic liquid hydrogen carrier, and the technical solution adopted is:

[0006] A hydrogen engine energy management system based on an organic liquid hydrogen carrier comprises an engine system, a post-processing system and a hydrogen supply system; the post-processing system is connected to the engine system, and the hydrogen supply system is connected to the engine system and the post-processing system respectively; wherein,

[0007] The hydrogen supply system comprises a multi-heat exchange circulation main circuit, wherein the multi-heat exchange circulation main circuit comprises a preheating pipeline and an auxiliary heating pipeline which are interconnected;

[0008] Wherein, the preheating pipeline is provided with an oil storage tank, and hydrogen liquid is stored in the oil storage tank;

[0009] The hydrogen supply system and the engine system share part of the preheating pipeline, so that the hydrogen liquid flows through the cylinder head and cylinder body on the engine system through the preheating pipeline, and exchanges heat with the cylinder head and the cylinder body to preheat the hydrogen liquid and cool the engine system at the same time.

[0010] As one of the preferred solutions, the auxiliary heat pipeline is provided with a heat accumulator, a heat exchanger and a dehydrogenation device which are connected in sequence, and the dehydrogenation device is connected with the oil storage tank to form a cycle;

[0011] Wherein, the tail exhaust passage of the aftertreatment system is connected with the heat accumulator and the heat exchanger on the auxiliary heat pipeline, so that the preheated hydrogen liquid can undergo multiple auxiliary heat exchanges with the exhaust gas in the tail exhaust passage to enhance the heating of the hydrogen liquid to meet the heat demand of the dehydrogenation device.

[0012] As one of the preferred schemes, the preheating pipeline and the auxiliary heating pipeline are connected through a thermal energy decoupler, and the thermal energy decoupler is used to receive the preheated hydrogen liquid output from the preheating pipeline and transmit the hydrogen liquid to the auxiliary heating pipeline during the dehydrogenation period.

[0013] As one of the preferred solutions, a heat storage bypass branch and a heat exchange bypass branch are provided on the auxiliary heat pipeline, and the two ends of the heat storage bypass branch are respectively connected to the inlet and outlet of the heat accumulator; the two ends of the heat exchange bypass branch are respectively connected to the inlet and outlet of the heat exchanger;

[0014] A heat storage bypass valve is provided on the heat storage bypass branch, and a heat exchange bypass valve is provided on the heat exchange bypass branch.

[0015] As one of the preferred solutions, the preheating pipeline is provided with a first temperature sensor, a first hydrogen-rich pump, a second temperature sensor and a third temperature sensor in sequence;

[0016] The auxiliary heat pipeline is provided with a second hydrogen-rich pump, a fourth temperature sensor, a fifth temperature sensor and a sixth temperature sensor in sequence;

[0017] Wherein, the fifth temperature sensor is located at the outlet of the heat accumulator or after the heat storage bypass valve; the sixth temperature sensor is located at the outlet of the heat exchanger or after the heat exchange bypass valve.

[0018] As one of the preferred solutions, the dehydrogenation device is also connected to a hydrogen storage tank, and the hydrogen storage tank is connected to the engine system and the post-processing system through corresponding fuel gas pipelines.

[0019] As one of the preferred schemes, the after-treatment system includes a hydrogen SCR system and an ammonia SCR system; the engine system includes an intake nozzle and a direct injection nozzle, the intake nozzle is arranged at the intake pipe of the engine system, and the direct injection nozzle is arranged on the cylinder head.

[0020] As one of the preferred solutions, the heat accumulator is arranged after the outlet of the post-treatment system.

[0021] As one of the preferred schemes, it also includes an engine control unit, an energy distribution control unit and a hydrogen supply control unit. The engine control unit is electrically connected to the engine system and the after-treatment system, and the energy distribution control unit and the hydrogen supply control unit are electrically connected to different components of the hydrogen supply system respectively.

[0022] In a second aspect, the present application provides a hydrogen energy vehicle equipped with a hydrogen engine energy management system based on an organic liquid hydrogen carrier as provided in the first aspect of the present invention.

[0023] Compared with the prior art, this application has the following advantages:

[0024] The present application proposes a hydrogen engine energy management system based on an organic liquid hydrogen carrier, comprising an engine system, a post-processing system and a hydrogen supply system; the post-processing system is connected to the engine system, and the hydrogen supply system is respectively connected to the engine system and the post-processing system; wherein the hydrogen supply system comprises a multiple heat exchange circulation main circuit, and the multiple heat exchange circulation main circuit comprises a preheating pipeline and an auxiliary heating pipeline that are interconnected; wherein an oil storage tank is arranged on the preheating pipeline, and hydrogen liquid is stored in the oil storage tank; wherein the hydrogen supply system and the engine system share part of the preheating pipeline, so that the hydrogen liquid flows through the cylinder head and the cylinder body on the engine system through the preheating pipeline, and exchanges heat with the cylinder head and the cylinder body to preheat the hydrogen liquid and cool the engine system at the same time.

[0025] By adopting the technical solution of the present application, the preheating pipeline preheats the hydrogen-rich liquid through the engine system before entering the dehydrogenation reactor. The auxiliary heating pipeline can use the heat source from the engine exhaust treatment system or other external heat sources to further heat the hydrogen-rich liquid to a higher temperature, ensuring that the temperature required for dehydrogenation is reached when entering the dehydrogenation reactor. Therefore, by dividing it into a preheating stage and an enhanced heat exchange stage, the initial temperature of the hydrogen-rich liquid when entering the dehydrogenation device is first increased, and the dependence on exhaust waste heat or external heat is reduced during enhanced heat exchange. Therefore, the dehydrogenation device only needs to provide a small amount of additional heat to stably provide the heat required for the dehydrogenation reaction, reducing the additional heating time and heat required for the dehydrogenation reaction, thereby improving the thermal energy utilization efficiency of the overall system.

[0026] In addition, the preheating line is connected to the auxiliary heating line after passing through the cylinder head and cylinder block on the engine system. Therefore, the hydrogen-rich liquid flows through the cylinder head and cylinder block of the engine system, and heat exchange occurs. During this heat exchange process, the preheating process uses the heat of the cylinder head and cylinder block of the engine system to allow the hydrogen liquid to absorb the heat energy generated by the engine. At the same time, when the hydrogen-rich liquid absorbs heat, it takes away the excess heat on the cylinder head and cylinder block of the engine system, directly cools the cylinder head and cylinder block of the engine, and optimizes the working conditions of the engine to ensure that the hydrogen engine works efficiently at a suitable temperature. Therefore, an efficient coupling system of engine thermal management and dehydrogenation management is formed, which reduces or even avoids the need for an external cooling system to maintain the normal operating temperature of the engine, and does not require an external heating system to provide the heat demand for dehydrogenation, realizing a high degree of integration of preheating, dehydrogenation and cooling, improving energy utilization efficiency, and reducing system complexity and cost.

[0027] The vehicle provided in the embodiment of the present application has the same advantages as the above-mentioned system over the prior art, which will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the technical solution of the present application, the drawings required for use in the description of the present application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0029] Figure 1 It is a system architecture diagram of a hydrogen engine energy management system based on an organic liquid hydrogen carrier as described in one embodiment of the present application.

[0030] Description of reference numerals:

[0031] 1 Intake pipe; 2 Engine; 3 Exhaust pipe; 4. Hydrogen SCR system; 5. Ammonia SCR system; 6. Heat accumulator; 7. Heat exchanger; 8. Oil storage tank; 9. First temperature sensor; 10. First hydrogen-rich pump; 11. Second temperature sensor; 12. Third temperature sensor; 13. Thermal decoupler; 14. Second hydrogen-rich pump; 15. Fourth temperature sensor; 16. Thermal storage bypass valve; 17. Fifth temperature sensor; 18. Heat exchange bypass valve; 19. Sixth temperature sensor; 20. Dehydrogenation device; 21. Hydrogen storage tank; 22. Hydrogen SCR nozzle; 23. Direct injection nozzle; 24. Intake nozzle; 25. Engine control unit; 26 Energy distribution control unit; 27. Hydrogen supply control unit. DETAILED DESCRIPTION

[0032] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0033] It should be noted that the organic liquid hydrogen storage technology (Liquid Organic Hydrogen Carriers Technology, LOHC) uses a reversible chemical reaction between hydrogen and an organic medium to achieve the storage and release of hydrogen. The organic liquid hydrogen storage medium can be unsaturated liquid organic matter such as olefins, alkynes, and aromatics. In the dehydrogenation stage, hydrogen is the only product, and the carrier liquid returns to its original state and is hydrogenated again to form a dehydrogenation cycle. Organic liquid hydrogen storage technology has the advantages of high stability, good safety, high hydrogen storage density, and recyclable hydrogen storage medium. However, this technology has problems such as high dehydrogenation temperature, low efficiency, and high energy consumption, so it is still in the research and development demonstration stage.

[0034] In the related technology, most traditional hydrogen internal combustion engines use an independent external heat supply system to supply energy to the dehydrogenation stage, which requires large energy consumption and high cost. For other gasoline or diesel engines, there is a technology that uses waste heat recovery from exhaust gas to achieve secondary energy utilization. However, the method of using exhaust gas for energy supply depends on the waste heat in the exhaust gas of the engine 2. The heat needs to be conducted to the heat exchanger through the exhaust system, and then the target liquid is heated after multiple layers of conduction. In addition, the waste heat of the exhaust gas needs to heat the reaction device first and then realize the target liquid in the reaction device. Therefore, there is a large amount of heat loss in the process, and the pipeline layout is also relatively complicated, which increases the design complexity and cost of the system.

[0035] It is understandable that in the related art, the engine 2 also has a cooling demand, and an additional external coolant circulation system is usually set up to supply coolant to various parts of the engine 2 as needed. Through the independent control of the external coolant, the engine 2 is kept in a temperature range suitable for operation. Therefore, the heating demand and the cooling demand of the engine 2 in the same energy management system of the engine 2 are completely two relatively independent parts, there is no direct synergistic effect between the two, and the system coupling is poor.

[0036] In view of this, one of the purposes of the present invention is to solve the problem that the existing engine energy management system is difficult to couple the heat output of the engine and the heat demand of the hydrogen release process, such as Figure 1 As shown, Figure 1 The system architecture diagram of the hydrogen engine energy management system based on the organic liquid hydrogen carrier of the present case is shown, a hydrogen engine energy management system based on the organic liquid hydrogen carrier, including an engine system, a post-processing system and a hydrogen supply system; the post-processing system is connected to the engine system, and the hydrogen supply system is respectively connected to the engine system and the post-processing system; wherein the hydrogen supply system includes a multiple heat exchange circulation main circuit, and the multiple heat exchange circulation main circuit includes a preheating pipeline and an auxiliary heating pipeline that are interconnected; wherein an oil storage tank 8 is provided on the preheating pipeline, and hydrogen liquid is stored in the oil storage tank 8; wherein the hydrogen supply system and the engine system share part of the preheating pipeline, so that the hydrogen liquid flows through the cylinder head and the cylinder body on the engine system through the preheating pipeline, and exchanges heat with the cylinder head and the cylinder body to preheat the hydrogen liquid and cool the engine system at the same time.

[0037] Specifically, each of the engine system, post-processing system and hydrogen supply system is composed of corresponding actuators and pipelines, and the three work together to ensure the normal operation and energy management of the system. In general, the engine system usually includes a hydrogen engine 2, an intake pipe 1, a fuel pipeline, an exhaust pipe 3, a fuel supply system and an ignition system.

[0038] In order to facilitate a clearer understanding of the system architecture of the present application, the hydrogen engine 2 includes a cylinder block and a cylinder head; the fuel supply system includes a fuel pump and a fuel injector, and the fuel injector is provided with an intake nozzle 24 and a direct injection nozzle 23, the intake nozzle 24 is arranged at the intake pipe 1 of the engine system, and the direct injection nozzle 23 is arranged on the cylinder head.

[0039] The after-treatment system includes an SCR system, a DOC system, a tail exhaust pipeline, and an SCR injection system pipeline. The after-treatment system is connected to the engine system outlet. After the exhaust gas is discharged from the hydrogen engine 2, it enters the various components of the after-treatment system on the tail exhaust pipeline, and is discharged into the atmosphere after corresponding treatment. Among them, a nozzle is provided on the SCR system. In some embodiments, the after-treatment system includes a hydrogen SCR system 4 and an ammonia SCR system 5; a hydrogen SCR nozzle 22 is provided on the hydrogen SCR system 4, and an ammonia SCR nozzle is provided on the ammonia SCR system 5.

[0040] The embodiment of the present invention is mainly used to illustrate the hydrogen supply system. The hydrogen supply system is connected to the engine system and the post-processing system, so the hydrogen supply system causes the hydrogen-rich liquid to flow through the hydrogen engine 2, and then releases hydrogen through the dehydrogenation device 20 to supply the engine 2 for use. At the same time, the hydrogen supply system can use the heat energy provided by the engine system and the waste heat of the post-processing system to perform multiple heat exchanges.

[0041] Specifically, the hydrogen supply system includes a multiple heat exchange circulation main circuit for storing, transporting and releasing organic liquid hydrogen carriers. The hydrogen liquid flows through the oil storage tank 8 to the multiple heat exchange circulation main circuit, and then flows to the dehydrogenation device 20 after multiple heating. The hydrogen is released from the hydrogen liquid through the dehydrogenation device 20 to provide fuel for the engine 2. Figure 1 As shown, the oil storage tank 8 is divided into area I for storing hydrogen-rich liquid and area II for storing hydrogen-poor liquid. The hydrogen liquid before entering the dehydrogenation device 20 is hydrogen-rich liquid, and the hydrogen liquid leaving the dehydrogenation device 20 is hydrogen-poor liquid.

[0042] In this embodiment, the preheating pipeline and the auxiliary heating pipeline are connected end to end to form a multi-heat exchange circulation circuit. For example, the oil storage tank 8 is used as the first actuator on the preheating pipeline and the last actuator on the auxiliary heating pipeline. In some embodiments, the thermal energy decoupler 13 is used as the last actuator on the preheating pipeline and the first actuator on the auxiliary heating pipeline.

[0043] The preheating pipeline preheats the hydrogen-rich liquid through the engine system before entering the dehydrogenation reactor. The auxiliary heating pipeline can use the heat from the engine exhaust treatment system or other external heat sources to further heat the hydrogen-rich liquid to a higher temperature, ensuring that the temperature required for dehydrogenation is reached when entering the dehydrogenation reactor. Therefore, it is divided into a preheating stage and an enhanced heat exchange stage that are independent of each other but integrated as a whole. The initial temperature of the hydrogen-rich liquid when entering the dehydrogenation device 20 is first increased, and the dependence on exhaust waste heat or external heat is reduced during enhanced heat exchange. Therefore, the dehydrogenation device 20 only needs to provide a small amount of additional heat to stably provide the heat required for the dehydrogenation reaction, reducing the additional heating time and heat required for the dehydrogenation reaction, thereby improving the thermal energy utilization efficiency of the overall system.

[0044] The significant innovative idea of ​​the embodiment of the present invention is that the hydrogen supply system and the engine system share part of the preheating pipeline, that is, the preheating pipeline is connected to the auxiliary heating pipeline after passing through the cylinder head and cylinder body on the engine system. Therefore, the hydrogen-rich liquid flows through the cylinder head and cylinder body of the engine system, and a heat exchange with two-way target requirements occurs. In the heat exchange process, the preheating process uses the heat of the cylinder head and cylinder body of the engine system to make the hydrogen liquid absorb the heat energy generated by the engine 2. At the same time, when the hydrogen-rich liquid absorbs heat, it takes away the excess heat on the cylinder head and cylinder body of the engine system, directly cools the cylinder head and cylinder body of the engine 2, and also optimizes the working conditions of the engine 2 to ensure that the hydrogen engine 2 works efficiently at a suitable temperature. Therefore, an efficient coupling system of engine thermal management and dehydrogenation management is formed, which reduces or even avoids the need to add an external cooling system to maintain the normal operating temperature of the engine 2, and does not require an external heating system to provide the heat demand for dehydrogenation, realizing a high degree of integration of preheating, dehydrogenation and cooling, improving energy utilization efficiency, and reducing system complexity and cost.

[0045] In addition, the hydrogen-rich liquid directly absorbs the heat of the cylinder head and cylinder body of the engine 2, and the heat conduction path is short. The hydrogen-rich liquid can quickly absorb the heat in the high-temperature area and reduce the heat conduction loss, thereby improving the overall heat utilization efficiency.

[0046] As a further improvement, the auxiliary heat pipeline is provided with a heat accumulator 6, a heat exchanger 7 and a dehydrogenation device 20 which are connected in sequence, and the dehydrogenation device 20 is connected with the oil storage tank 8 to form a circulation; wherein, the tail exhaust passage of the after-treatment system is connected with the heat accumulator 6 and the heat exchanger 7 on the auxiliary heat pipeline, so that the preheated hydrogen liquid can undergo multiple auxiliary heat exchanges with the exhaust gas in the tail exhaust passage, so as to enhance the heating of the hydrogen liquid to meet the heat demand of the dehydrogenation device 20.

[0047] Specifically, an auxiliary heating pipeline is added to transfer the waste heat of the engine exhaust gas to the hydrogen-rich liquid that has been preheated, and further heat the hydrogen-rich liquid to meet the heat demand of the dehydrogenation process. It does not rely solely on the single exhaust gas waste heat or engine heat, thus reducing the dependence on the exhaust gas waste heat, and at the same time enables the entire system to be heated at multiple levels.

[0048] A heat accumulator 6 is provided on the auxiliary heat pipeline, which is used to store and slowly release the heat energy of the engine exhaust gas, so as to provide a continuous and stable heat source when the dehydrogenation device 20 is working. The inlet of the heat exchanger 7 is connected to the outlet of the heat accumulator 6, which is used to efficiently transfer the heat in the exhaust gas to the preheated hydrogen-rich liquid, and increase the temperature of the hydrogen-rich liquid through heat exchange. The outlet of the heat exchanger 7 is connected to the inlet of the dehydrogenation device 20, so the high-temperature hydrogen-rich liquid after the first preheating and then multiple auxiliary heat exchanges enters the dehydrogenation device 20, which greatly increases the temperature of the hydrogen-rich liquid. The hydrogen-rich liquid reaches the high temperature conditions required for the dehydrogenation reaction in the dehydrogenation device 20 to produce hydrogen.

[0049] The outlet of the dehydrogenation device 20 is connected to the oil storage tank 8, and the hydrogen-poor liquid after dehydrogenation returns to the oil storage tank 8 to form a cycle, becomes hydrogen-rich liquid after hydrogenation, is preheated again and enters the next round of dehydrogenation process.

[0050] In this way, by arranging the heat accumulator 6 and the heat exchanger 7 on the auxiliary heat pipeline, the system can utilize the waste heat in the exhaust gas for a second time or even multiple times, which not only improves the thermal energy utilization efficiency of the overall system, but also reduces the waste of waste heat. The hydrogen-rich liquid is first preheated through the cylinder head and cylinder body of the engine 2, making full use of the high temperature environment inside the engine 2, raising the temperature of the hydrogen-rich liquid in advance, and reducing the heat supply required for subsequent dehydrogenation, thereby avoiding the situation where the dehydrogenation demand cannot be fully met by relying solely on the waste heat of the exhaust gas. The waste heat of the exhaust gas after SCR treatment is then used as auxiliary heat to further heat the hydrogen-rich liquid after preheating to provide the final heat required for the dehydrogenation reaction, avoiding the limitations and volatility of a single heat source, and being able to stably and efficiently meet the heat demand of the dehydrogenation device 20, thereby achieving a continuous and stable supply of hydrogen to meet the engine demand. In short, the multi-level, all-round combined heat source design significantly improves the energy efficiency of the system.

[0051] In some embodiments, the heat storage device 6 is disposed after the outlet of the aftertreatment system.

[0052] The SCR system usually requires the exhaust gas temperature to be within a certain range in order to effectively react hydrogen or ammonia as a reducing agent with NOx. In this embodiment, the exhaust waste heat not only needs to provide sufficient heat support for the SCR system to remove NOx, but also needs to provide auxiliary heat for the dehydrogenation device 20. Therefore, the heat accumulator 6 is arranged after the outlet of the post-treatment system, and the exhaust waste heat of the post-treatment system is first post-treated before entering the auxiliary heat pipeline, so that the operating temperature range of the SCR system is guaranteed, and the removal efficiency of nitrogen oxides will not be affected by the pre-consumption of exhaust waste heat, thereby ensuring the NOx conversion efficiency and maintaining emission compliance.

[0053] In some embodiments, the aftertreatment system includes a hydrogen SCR system 4 and an ammonia SCR system 5 , and an outlet of the ammonia SCR system 5 is connected to an inlet of the heat storage device 6 .

[0054] In the related art, in addition to the problem of uncoupling between the heat output of the engine 2 and the heat demand of the hydrogen release process, there is also the problem that the power output response of the engine 2 is fast, while the heat input process of the hydrogen supply device is relatively slow, the heat transfer has thermal inertia, and the hydrogen release process is a chemical process, which is also relatively slow. Therefore, the existing engine energy management system is also difficult to couple the power of the engine 2 and the heat demand of the hydrogen release process.

[0055] In view of this, the second purpose of the present invention is to solve the problem that the existing engine energy management system is difficult to couple the power of the engine 2 with the heat demand of the hydrogen release process, and proposes another technical solution:

[0056] A hydrogen engine energy management system based on an organic liquid hydrogen carrier, comprising an engine system, a post-processing system and a hydrogen supply system; the post-processing system is connected to the engine system, and the hydrogen supply system is respectively connected to the engine system and the post-processing system; wherein the hydrogen supply system comprises a multiple heat exchange circulation main circuit, and the multiple heat exchange circulation main circuit comprises a preheating pipeline and an auxiliary heating pipeline that are interconnected; wherein an oil storage tank 8 is provided on the preheating pipeline, and hydrogen liquid is stored in the oil storage tank 8; wherein the hydrogen supply system and the engine system share part of the preheating pipeline; the preheating pipeline and the auxiliary heating pipeline are connected through a thermal energy decoupler 13, and the thermal energy decoupler 13 is used to receive the preheated hydrogen liquid output from the preheating pipeline, and transmit the hydrogen liquid to the auxiliary heating pipeline during the dehydrogenation period.

[0057] Specifically, the embodiment of the present invention integrates processes of different inertias into a system architecture to form an efficient coupling system for engine thermal management and dehydrogenation management. The thermal inertia is then decoupled through the thermal energy decoupler 13, and a new energy distribution and management approach is established in the new coupling system. Among them, the outlet of the preheating pipeline after flowing through the engine system is connected to the heat accumulator 6 on the auxiliary heat pipeline through the thermal energy decoupler 13, and the engine system and the hydrogen supply system are thermally decoupled through multiple heat exchange cycle circuits to reduce thermal inertia problems.

[0058] Specifically, when the engine operating conditions change rapidly, the heat supply is not stable enough, and the heat required for the dehydrogenation reaction does not always match the engine operating output, resulting in frequent hysteresis in the dehydrogenation process. In the embodiment of the present invention, the engine 2 can fully utilize the heat of the cylinder head and the cylinder block to preheat the hydrogen-rich liquid under high-load conditions. The hydrogen-rich liquid has been preheated before entering the dehydrogenation device 20, and the heat load of the dehydrogenation device 20 is significantly reduced. In the startup stage and under low-load conditions, the heating demand for the dehydrogenation device 20 is reduced, the hydrogen release process is initially accelerated, and the dynamic response speed of the engine system is improved.

[0059] Then, the preheated hydrogen-rich liquid is stored in the thermal decoupler 13. The thermal decoupler 13 acts as a heat transfer tank to decouple the power heat output of the engine 2 from the heat demand of the hydrogen supply device in terms of time and rate. When the cylinder head and cylinder block of the engine system generate too much heat, the hydrogen-rich liquid can be temporarily stored in the thermal decoupler 13, and the hydrogen-rich liquid is always kept in a relatively stable temperature range; when the hydrogen supply device needs heat or the heat is insufficient, the preheated hydrogen-rich liquid can be directly extracted from the thermal decoupler 13 and supplied to the dehydrogenation device 20. Therefore, in the case of large changes in heat supply, the thermal decoupler 13 reduces the volatility caused by direct reliance on the instantaneous heat output of the engine 2, improves the stability of heat supply, and thus reduces the impact of thermal inertia on the dehydrogenation reaction.

[0060] Afterwards, the temporarily stored hydrogen-rich liquid flows to the heat accumulator 6 on the auxiliary heat pipeline through the thermal energy decoupler 13. The heat accumulator 6 can also help balance the fluctuation of the exhaust waste heat output to ensure a stable heat supply. At low load, the heat accumulator 6 can continue to provide dehydrogenation heat, further reducing the volatility caused by directly relying on the instantaneous heat output of the engine 2.

[0061] In this way, no matter whether the engine 2 is in a low-load or high-load operating state, the power output and the supply and demand of hydrogen can match each other, and the hydrogen supply device can stably obtain hydrogen-rich liquid that meets the heat demand as needed without having to rely on the instantaneous heat output of the engine 2. This solves the thermal inertia problem, improves the power responsiveness of the entire system, and greatly improves the overall efficiency and stability of the system.

[0062] In some other embodiments, the engine system includes an intake nozzle 24 and a direct injection nozzle 23, wherein the intake nozzle 24 is disposed at the intake pipe 1 of the engine system, and the direct injection nozzle 23 is disposed on the cylinder head.

[0063] In other embodiments, the post-treatment system includes a hydrogen SCR system 4 and an ammonia SCR system 5, and the engine exhaust first passes through the hydrogen SCR system 4 and then passes through the ammonia SCR system 5. The ignition temperature of the hydrogen SCR system 4 can be reduced to 150°C, which can ensure that the hydrogen engine 2 has a higher NOx conversion efficiency under low temperature conditions; the ignition temperature of the ammonia SCR system 5 is relatively high, and as the engine exhaust temperature increases, urea begins to be injected into the ammonia SCR system 5, thereby ensuring that the hydrogen engine 2 has a high NOx conversion capability in the medium and high temperature range.

[0064] In some embodiments, the dehydrogenation device 20 is also connected to a hydrogen storage tank 21, and the hydrogen storage tank 21 is connected to the engine system and the post-processing system through corresponding gas pipelines. The inlet of the hydrogen storage tank 21 is connected to the outlet of the dehydrogenation device 20, which is divided into three gas pipelines and connected to the intake nozzle 24 and the direct injection nozzle 23 on the engine system, and the hydrogen SCR nozzle 22 of the post-processing system. Therefore, the hydrogen injected by the intake nozzle 24, the direct injection nozzle 23 and the hydrogen SCR nozzle 22 all comes from the hydrogen storage tank 21.

[0065] Based on the requirements of the power, economy and emission level of the engine 2, the hydrogen in the hydrogen storage tank 21 is injected into the engine 2 as fuel, and is input into the hydrogen engine 2 in the form of intake injection A or direct injection B, and burns and performs work externally; based on the requirements of the after-treatment of the engine 2, the hydrogen in the hydrogen storage tank 21 is injected into the hydrogen SCR system 4 to reduce NOx emissions in the engine exhaust.

[0066] In some other technical solutions, the preheating pipeline is provided with an oil storage tank 8, a first hydrogen-rich pump 10, a first temperature sensor 9, a second temperature sensor 11 and a third temperature sensor 12; wherein the first temperature sensor 9 is located at the outlet of the oil storage tank 8, and is used to collect the temperature of the hydrogen-rich liquid at the outlet of the oil storage tank 8; the second temperature sensor 11 is located at the outlet of the first hydrogen-rich pump 10, and is used to collect the temperature of the pressurized hydrogen-rich liquid; the third temperature sensor 12 is located before the inlet of the thermal energy decoupler 13, and is used to collect the temperature of the hydrogen-rich liquid after the hydrogen-rich liquid passes through the preheating pipeline from the I zone of the oil storage tank 8 and takes away the cooling energy of the cylinder head and the body of the engine 2;

[0067] The flow rate of the hydrogen-rich liquid is adjusted by adjusting the first hydrogen-rich pump 10 , thereby ensuring that the engine 2 achieves the required cooling effect.

[0068] Exemplarily, the temperature detected by the third temperature sensor 12 is controlled at 100° C. If the actual detected temperature exceeds 100° C., the flow rate of the first hydrogen-rich pump 10 is increased to increase the flow rate of the preheated hydrogen-rich liquid.

[0069] The operation of the engine 2 is a transient process. At the same time, for the cooling system, the flow rate of the circulating preheated hydrogen-rich liquid also changes in real time. In order to achieve the heat decoupling of the cylinder head and body cooling of the engine 2 and the hydrogen supply system, the above-mentioned thermal energy decoupler 13 is introduced.

[0070] The auxiliary heat pipeline is provided with a heat storage bypass branch and a heat exchange bypass branch, and the two ends of the heat storage bypass branch are respectively connected to the inlet and outlet of the heat accumulator 6; the two ends of the heat exchange bypass branch are respectively connected to the inlet and outlet of the heat exchanger 7; and the heat storage bypass branch is provided with a heat storage bypass valve 16, and the heat exchange bypass branch is provided with a heat exchange bypass valve 18. Among them, the heat storage bypass branch is a branch located between the inlet and outlet of the heat accumulator 6, which plays a role of bypassing or passing through the heat accumulator 6 by adjusting the on-off of the heat storage bypass valve 16, and the heat exchange bypass branch is located between the inlet and outlet of the heat exchanger 7, which plays a role of bypassing or passing through the heat exchanger 7 by adjusting the on-off of the heat exchange bypass valve 18. Among them, the heat storage bypass branch and the heat exchange bypass branch are connected. Therefore, the heat storage bypass branch and the heat exchange bypass branch further realize the decoupling of heat flow, and the heating path of the hydrogen-rich liquid is controlled as needed under different working conditions to ensure that the system can adapt to different heat requirements.

[0071] As a specific explanation of this embodiment, the auxiliary heat pipeline is provided with a second hydrogen-rich pump 14, a fourth temperature sensor 15, a heat accumulator 6, a heat storage bypass valve 16, a fifth temperature sensor 17, a heat exchanger 7, a heat exchange bypass valve 18, a sixth temperature sensor 19, a dehydrogenation device 20 and a hydrogen storage tank 21. The fourth temperature sensor 15 is located at the outlet of the second hydrogen-rich pump 14, and is used to collect the temperature of the heated hydrogen-rich liquid at the outlet of the second hydrogen-rich pump 14; the fifth temperature sensor 17 is located at the outlet of the heat accumulator 6 and after the heat storage bypass valve 16, and is used to collect the temperature of the hydrogen-rich liquid at the outlet of the heat accumulator 6 or after the heat storage bypass valve 16; the sixth temperature sensor 19 is located at the outlet of the heat exchanger 7 and after the heat exchange bypass valve 18, and is used to collect the temperature of the hydrogen-rich liquid at the outlet of the heat exchanger 7 or after the heat exchange bypass valve 18.

[0072] In some embodiments, the target temperature of the hydrogen-rich liquid entering the dehydrogenation device 20 collected by the sixth temperature sensor 19 is 200°C. The flow path of the heated hydrogen-rich liquid is adjusted by changing the opening of the heat storage bypass valve 16 or the heat exchange bypass valve 18, thereby controlling the temperature of the hydrogen-rich liquid entering the dehydrogenation device 20 within 200°C.

[0073] For example:

[0074] The heat storage bypass valve 16 is opened, and the heat exchange bypass valve 18 is closed. The hydrogen-rich liquid after the preheating process passes through the heat storage bypass pipeline and the heat exchanger 7, and then enters the dehydrogenation device 20;

[0075] The heat storage bypass valve 16 and the heat exchange bypass valve 18 are closed, and the hydrogen-rich liquid after the preheating process passes through the heat storage device 6 and the heat exchanger 7, and then enters the dehydrogenation device 20;

[0076] The heat storage bypass valve 16 is closed, and the heat exchange bypass valve 18 is opened. The hydrogen-rich liquid after the preheating process passes through the heat storage device 6 and the heat exchange bypass pipeline, and then enters the dehydrogenation device 20;

[0077] It is impossible to open the heat storage bypass valve 16 and the heat exchange bypass valve 18 at the same time.

[0078] The hydrogen-rich liquid that meets the dehydrogenation temperature conditions enters the dehydrogenation device 20 , the released hydrogen enters the hydrogen storage tank 21 , and the hydrogen-poor liquid enters zone II of the oil storage tank 8 .

[0079] As a specific description of some other embodiments, the system also includes: an engine control unit 25, an energy distribution control unit 26 and a hydrogen supply control unit 27, the engine control unit 25 is electrically connected to the engine system and the after-treatment system, and the energy distribution control unit 26 and the hydrogen supply control unit 27 are electrically connected to different components of the hydrogen supply system, respectively.

[0080] In this embodiment, the control part of the whole system includes an engine control unit 25, an energy distribution control unit 26 and a hydrogen supply control unit 27. The engine control unit 25 is mainly responsible for collecting the sensor signals of the engine 2 and sending control signals, such as the control line ① in the schematic diagram, and its data signal is connected to the hydrogen SCR nozzle 22, the direct injection nozzle 23 and the intake nozzle 24.

[0081] The main purpose of the energy distribution control unit 26 is to monitor the energy distribution of the entire system and control the energy distribution, such as the control line ② in the schematic diagram, and its data signal is connected to the first temperature sensor 9, the first hydrogen-rich pump 10, the second temperature sensor 11, the third temperature sensor 12, the fourth temperature sensor 15, the heat storage bypass valve 16, the fifth temperature sensor 17, the heat exchange bypass valve 18, and the sixth temperature sensor 19.

[0082] The hydrogen supply device control unit mainly controls the hydrogen release process, such as the control line ③ in the schematic diagram, and its data signal is connected to the oil storage tank 8, the second hydrogen-rich pump 14 and the dehydrogenation device 20.

[0083] Based on the same concept, in a second aspect, the present invention also provides a hydrogen energy vehicle equipped with the hydrogen engine energy management system based on the organic liquid hydrogen carrier as described above.

[0084] As for the vehicle embodiment, since it is basically similar to the system embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the system embodiment.

[0085] It should be noted that the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0086] It should also be noted that, in this article, the orientation or position relationship indicated by the terms "upper", "lower", "left", "right", "inside", "outside", etc. is based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. In addition, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is any such actual relationship or order between these entities or operations, nor can they be understood as indicating or implying relative importance. Moreover, the term "include" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or terminal device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or terminal device.

[0087] The above is a detailed introduction to a hydrogen engine energy management system and vehicle based on an organic liquid hydrogen carrier provided by the present application. Specific examples are used in this article to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the present application, and the content of this specification should not be understood as a limitation on the present application. At the same time, for those of ordinary skill in the art, according to the present application, there will be different forms of changes in the specific implementation methods and application scopes. It is not necessary and impossible to list all the implementation methods here, and the obvious changes or modifications derived therefrom are still within the scope of protection of the present application.

Claims

1. A hydrogen engine energy management system based on an organic liquid hydrogen carrier, characterized in that: It includes an engine system, a post-processing system and a hydrogen supply system; the post-processing system is connected to the engine system, and the hydrogen supply system is connected to the engine system and the post-processing system respectively; wherein, The hydrogen supply system comprises a multi-heat exchange circulation main circuit, wherein the multi-heat exchange circulation main circuit comprises a preheating pipeline and an auxiliary heating pipeline which are interconnected; Wherein, the preheating pipeline is provided with an oil storage tank, and hydrogen liquid is stored in the oil storage tank; The hydrogen supply system and the engine system share part of the preheating pipeline, so that the hydrogen liquid flows through the cylinder head and cylinder body on the engine system through the preheating pipeline, and exchanges heat with the cylinder head and the cylinder body to preheat the hydrogen liquid and cool the engine system at the same time.

2. A hydrogen engine energy management system based on an organic liquid hydrogen carrier according to claim 1, characterized in that: The auxiliary heat pipeline is provided with a heat accumulator, a heat exchanger and a dehydrogenation device which are connected in sequence, and the dehydrogenation device is connected with the oil storage tank to form a cycle; Wherein, the tail exhaust passage of the aftertreatment system is connected with the heat accumulator and the heat exchanger on the auxiliary heat pipeline, so that the preheated hydrogen liquid can undergo multiple auxiliary heat exchanges with the exhaust gas in the tail exhaust passage to enhance the heating of the hydrogen liquid to meet the heat demand of the dehydrogenation device.

3. A hydrogen engine energy management system based on an organic liquid hydrogen carrier according to claim 1, characterized in that: The preheating pipeline and the auxiliary heating pipeline are connected through a thermal decoupler, and the thermal decoupler is used to receive the preheated hydrogen liquid output from the preheating pipeline and transmit the hydrogen liquid to the auxiliary heating pipeline during the dehydrogenation period.

4. A hydrogen engine energy management system based on an organic liquid hydrogen carrier according to claim 2, characterized in that: The auxiliary heat pipeline is provided with a heat storage bypass branch and a heat exchange bypass branch, the two ends of the heat storage bypass branch are respectively connected to the inlet and outlet of the heat accumulator; the two ends of the heat exchange bypass branch are respectively connected to the inlet and outlet of the heat exchanger; A heat storage bypass valve is provided on the heat storage bypass branch, and a heat exchange bypass valve is provided on the heat exchange bypass branch.

5. A hydrogen engine energy management system based on an organic liquid hydrogen carrier according to claim 4, characterized in that: The preheating pipeline is provided with a first temperature sensor, a first hydrogen-rich pump, a second temperature sensor and a third temperature sensor in sequence; The auxiliary heat pipeline is provided with a second hydrogen-rich pump, a fourth temperature sensor, a fifth temperature sensor and a sixth temperature sensor in sequence; Wherein, the fifth temperature sensor is located at the outlet of the heat accumulator or after the heat storage bypass valve; the sixth temperature sensor is located at the outlet of the heat exchanger or after the heat exchange bypass valve.

6. A hydrogen engine energy management system based on an organic liquid hydrogen carrier according to claim 2, characterized in that: The dehydrogenation device is also connected to a hydrogen storage tank, and the hydrogen storage tank is connected to the engine system and the post-processing system through corresponding fuel gas pipelines.

7. A hydrogen engine energy management system based on an organic liquid hydrogen carrier according to claim 1, characterized in that: The post-treatment system includes a hydrogen SCR system and an ammonia SCR system; the engine system includes an intake nozzle and a direct injection nozzle, the intake nozzle is arranged at the intake pipe of the engine system, and the direct injection nozzle is arranged on the cylinder head.

8. A hydrogen engine energy management system based on an organic liquid hydrogen carrier according to claim 2, characterized in that: The heat accumulator is arranged after the outlet of the aftertreatment system.

9. A hydrogen engine energy management system based on an organic liquid hydrogen carrier according to any one of claims 1 to 8, characterized in that: It also includes an engine control unit, an energy distribution control unit and a hydrogen supply control unit. The engine control unit is electrically connected to the engine system and the after-treatment system, and the energy distribution control unit and the hydrogen supply control unit are electrically connected to different components of the hydrogen supply system respectively.

10. A hydrogen energy vehicle, characterized in that: A hydrogen engine energy management system based on an organic liquid hydrogen carrier as described in any one of claims 1 to 9 is configured.

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