Method, device and system for controlling hydrogen concentration of hydrogen engine crankcase pipeline

Abstract

The invention relates to the technical field of hydrogen engines, and particularly discloses a hydrogen engine crankcase pipeline hydrogen concentration control method, device and system.The method comprises the steps that the hydrogen concentration in a crankcase ventilation pipeline in the current period, the mixed gas flow in the crankcase ventilation pipeline and the air flow at the front end of an air inlet header pipe are obtained; then the hydrogen concentration of the rear end of the gas inlet main pipe in the current period is calculated; the hydrogen concentration of the rear end of the intake manifold in the current period is compared with a hydrogen concentration threshold value, and the actual air-fuel ratio of the hydrogen engine in the current period is calculated according to a comparison result; and when the actual air-fuel ratio of the hydrogen engine in the current period is inconsistent with the required air-fuel ratio, the flow of hydrogen sprayed by the hydrogen nozzle in the next period is adjusted, so that the actual air-fuel ratio of the hydrogen engine in the next period reaches the required air-fuel ratio. The risk that high-concentration hydrogen mixed gas explodes in the turbocharger can be eliminated, meanwhile, the air-fuel ratio of the hydrogen engine is accurately controlled, and the risks of preignition and detonation are reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of hydrogen engines, and in particular to a method for controlling hydrogen concentration in a hydrogen engine crankcase pipeline, a device for controlling hydrogen concentration in a hydrogen engine crankcase pipeline, and a control system for hydrogen concentration in a hydrogen engine crankcase pipeline. Background Art

[0002] Hydrogen has a low density and is very easy to diffuse. When the engine is running, hydrogen will flow from the cylinder into the crankcase. In addition, hydrogen has low ignition energy and requires more fresh air for combustion, so hydrogen engines need to use turbochargers with larger swirl ratios. However, the crankcase ventilation line in the current hydrogen engine contains a hydrogen mixture, which will be passed into the intake manifold and then into the turbocharger compressor. However, since the turbocharger compressor will create a high-pressure and high-temperature environment when it is running, if there is a high concentration of hydrogen in the mixture, it may explode.

[0003] In addition, for the closed crankcase system, there is a certain amount of hydrogen in its ventilation pipe. Since the flow of this part of hydrogen is not measured and is not involved in the calculation of the air-fuel ratio control model of the entire hydrogen engine, it will affect the accuracy of the calculation of the hydrogen injection amount of the hydrogen nozzle. Inaccurate calculation of the hydrogen injection amount will further lead to the inability to accurately control the air-fuel ratio of the hydrogen engine, which is prone to pre-ignition or detonation, thereby causing damage to the hydrogen engine.

[0004] The existing patent CN 115585033 A discloses a crankcase dilution system and test system for a hydrogen internal combustion engine. The patent uses an air supply control device and a hydrogen concentration sensor to dilute the hydrogen concentration in the crankcase to below the explosion limit during the test of the hydrogen internal combustion engine, and connects the gas in the crankcase to a leakage measurement device through an oil-gas separator, and monitors the leakage to ensure the safe operation of the hydrogen internal combustion engine during the test. However, since this method cannot meet the emission requirements of the closed crankcase required by the national standard and there is a large amount of hydrogen in the gas in the crankcase, if it is directly connected to the intake pipe to form a closed crankcase, it will lead to the inability to accurately control the air-fuel ratio of the engine. Therefore, this method is only suitable for hydrogen internal combustion engines in laboratory testing.

[0005] Therefore, in order to eliminate the risk of explosion of high-concentration hydrogen mixture in the turbocharger and accurately control the air-fuel ratio of the hydrogen engine, it is particularly important to propose a system and control method that can monitor the hydrogen concentration in the crankcase exhaust in real time and replenish air to reduce its concentration, and control the air-fuel ratio together with the hydrogen nozzle. Summary of the invention

[0006] In view of the deficiencies in the prior art, the present invention provides a method for controlling the hydrogen concentration in a hydrogen engine crankcase pipeline, a device for controlling the hydrogen concentration in a hydrogen engine crankcase pipeline, and a control system for the hydrogen concentration in a hydrogen engine crankcase pipeline, which can eliminate the risk of explosion of a high-concentration hydrogen mixture in a turbocharger, while accurately controlling the air-fuel ratio of the hydrogen engine and reducing the risk of pre-ignition and detonation.

[0007] As a first aspect of the present invention, a method for controlling the hydrogen concentration in a hydrogen engine crankcase pipeline is provided, the method for controlling the hydrogen concentration in a hydrogen engine crankcase pipeline comprising: Step S1: Obtain the hydrogen concentration n in the crankcase ventilation line of the current cycle 1 , the mixed gas flow Q in the crankcase ventilation line of the current cycle 1 and the air flow Q at the front end of the intake manifold in the current cycle 2 ; Step S2: Based on the hydrogen concentration n in the crankcase ventilation line of the current cycle 1 and the mixed gas flow rate Q in the crankcase ventilation line of the current cycle 1 Calculate the hydrogen flow Q in the crankcase ventilation line of the current cycle H2’ , then according to the hydrogen flow rate Q in the crankcase ventilation line of the current cycle H2’ , the mixed gas flow rate Q in the crankcase ventilation line of the current cycle 1 and the air flow Q at the front end of the intake manifold in the current cycle 2 Calculate the hydrogen concentration n at the rear end of the intake manifold in the current cycle; Step S3: Compare the hydrogen concentration n at the rear end of the intake manifold in the current cycle with the set hydrogen concentration threshold K, and calculate the actual air-fuel ratio λ of the hydrogen engine in the current cycle according to the comparison result. 实际 ; Step S4: When the actual air-fuel ratio of the hydrogen engine in the current cycle is 实际 The required air-fuel ratio of the hydrogen engine is set to 需求 If they are inconsistent, adjust the hydrogen flow rate Q sprayed from the hydrogen nozzle in the next cycle H2 , so that the actual air-fuel ratio of the hydrogen engine in the next cycle is λ 实际 Achieve the hydrogen engine required air-fuel ratio λ 需求 .

[0008] Furthermore, the hydrogen concentration n at the rear end of the intake manifold of the current cycle is compared with the set hydrogen concentration threshold K, and the actual air-fuel ratio λ of the hydrogen engine of the current cycle is calculated according to the comparison result. 实际 Also included: If the hydrogen concentration n at the rear end of the intake manifold in the current cycle is greater than the hydrogen concentration threshold K, then according to the hydrogen concentration threshold K, the hydrogen concentration n in the crankcase ventilation line in the current cycle 1 , the mixed gas flow rate Q in the crankcase ventilation line of the current cycle 1 and the air flow Q at the front end of the intake manifold in the current cycle 2 Calculate the air flow Q that needs to be added to the crankcase ventilation line in the current cycle 3 , and control the air supply device to the air flow rate Q 3 Add air to the crankcase ventilation line; wherein the air flow rate Q 3 The calculation formula is as follows: , Get the hydrogen flow rate Q ejected by the hydrogen nozzle in the current cycle H2 ; According to the air flow Q at the front end of the intake manifold of the current cycle 2 , the air flow Q added to the crankcase ventilation line in the current cycle 3 , the hydrogen flow rate Q in the crankcase ventilation line of the current cycle H2’ and the hydrogen flow rate Q ejected from the hydrogen nozzle in the current cycle H2 Calculate the actual air-fuel ratio λ of the hydrogen engine in the current cycle 实际 ; Wherein, the actual air-fuel ratio of the hydrogen engine in the current cycle λ 实际 The calculation formula is as follows: , Among them, λ 理论 is the theoretical air-fuel ratio of a hydrogen engine.

[0009] Furthermore, the hydrogen concentration n at the rear end of the intake manifold of the current cycle is compared with the set hydrogen concentration threshold K, and the actual air-fuel ratio λ of the hydrogen engine of the current cycle is calculated according to the comparison result. 实际 Also included: If the hydrogen concentration n at the rear end of the intake manifold in the current cycle is not greater than the hydrogen concentration threshold K, the hydrogen flow rate Q ejected from the hydrogen nozzle in the current cycle is obtained. H2 ; According to the air flow Q at the front end of the intake manifold of the current cycle 2 , the hydrogen flow rate Q in the crankcase ventilation line of the current cycle H2’ and the hydrogen flow rate Q ejected from the hydrogen nozzle in the current cycle H2 Calculate the actual air-fuel ratio λ of the hydrogen engine in the current cycle 实际 ; Wherein, the actual air-fuel ratio of the hydrogen engine in the current cycle λ实际 The calculation formula is as follows: , Among them, λ 理论 is the theoretical air-fuel ratio of a hydrogen engine.

[0010] Furthermore, the step S2 includes: The hydrogen flow rate Q in the crankcase ventilation line of the current cycle H2’ The calculation formula is as follows: Q H2’ =n 1 Q 1 Among them, n 1 is the hydrogen concentration in the crankcase ventilation line of the current cycle, Q 1 is the mixed gas flow in the crankcase ventilation line of the current cycle; The calculation formula of the hydrogen concentration n at the rear end of the intake manifold in the current cycle is as follows: , Among them, Q 2 It is the air flow at the front end of the intake manifold during the current cycle.

[0011] Furthermore, the step S1 further includes: When the mixed gas flow rate Q in the crankcase ventilation line of the current cycle 1 When the blowby flow rate is greater than the set threshold, an early warning is issued.

[0012] As another aspect of the present invention, a control device for hydrogen concentration in a hydrogen engine crankcase pipeline is provided, which is used to implement the above-mentioned control method for hydrogen concentration in a hydrogen engine crankcase pipeline. The control device for hydrogen concentration in a hydrogen engine crankcase pipeline comprises: The acquisition module is used to obtain the hydrogen concentration n in the crankcase ventilation line of the current cycle 1 , the mixed gas flow Q in the crankcase ventilation line of the current cycle 1 and the air flow Q at the front end of the intake manifold in the current cycle 2 ; The first calculation module is used to calculate the hydrogen concentration n in the crankcase ventilation line according to the current cycle. 1 and the mixed gas flow rate Q in the crankcase ventilation line of the current cycle 1 Calculate the hydrogen flow Q in the crankcase ventilation line of the current cycle H2’ , then according to the hydrogen flow rate Q in the crankcase ventilation line of the current cycle H2’ , the mixed gas flow rate Q in the crankcase ventilation line of the current cycle 1and the air flow Q at the front end of the intake manifold in the current cycle 2 Calculate the hydrogen concentration n at the rear end of the intake manifold in the current cycle; The second calculation module is used to compare the hydrogen concentration n at the rear end of the intake manifold in the current cycle with the set hydrogen concentration threshold K, and calculate the actual air-fuel ratio λ of the hydrogen engine in the current cycle according to the comparison result. 实际 ; The adjustment module is used for adjusting the actual air-fuel ratio of the hydrogen engine in the current cycle λ 实际 The required air-fuel ratio of the hydrogen engine is set to 需求 If they are inconsistent, adjust the hydrogen flow rate Q sprayed from the hydrogen nozzle in the next cycle H2 , so that the actual air-fuel ratio of the hydrogen engine in the next cycle is λ 实际 Achieve the hydrogen engine required air-fuel ratio λ 需求 .

[0013] As another aspect of the present invention, a control system for hydrogen concentration in a crankcase pipeline of a hydrogen engine is provided, comprising: an intake manifold, a crankcase ventilation pipeline, a mixed gas flow sensor, a hydrogen concentration sensor, an air supply device, an air supply pipeline, a one-way valve, an intake manifold, a hydrogen nozzle, a cylinder head, a crankcase, an exhaust manifold, a turbocharger volute, a turbocharger compressor, an air flow sensor, an exhaust manifold and an electronic control unit, wherein the electronic control unit is electrically connected to the mixed gas flow sensor, the hydrogen concentration sensor, the air supply device, the hydrogen nozzle and the air flow sensor, respectively, and the electronic control unit comprises the above-mentioned control device for hydrogen concentration in the crankcase pipeline of the hydrogen engine; wherein the front end of the intake manifold is connected to outside air, the rear end of the intake manifold is connected to the front end of the turbocharger compressor, the rear end of the turbocharger compressor is connected to the front end of the intake manifold, the rear end of the intake manifold is connected to the intake passage of the cylinder head, the exhaust passage of the cylinder head is connected to the front end of the exhaust manifold, the rear end of the exhaust manifold is connected to the exhaust manifold through the turbocharger volute, the bottom of the cylinder head is connected to the crankcase, the top of the cylinder head is connected to the front end of the crankcase ventilation pipeline, the rear end of the crankcase ventilation pipeline is connected to the middle part of the intake manifold, the front end of the air supply pipeline is connected to outside air, the rear end of the air supply pipeline is connected to the middle part of the crankcase ventilation pipeline, the hydrogen nozzle is installed on the pipe wall of the intake manifold, and the air supply device is installed in the middle part of the air supply pipeline; When the hydrogen engine is working, the exhaust gas after combustion in the cylinder flows into the exhaust manifold through the exhaust passage of the cylinder head. At this time, a part of the hydrogen in the combustion chamber will enter the crankcase. The hydrogen in the crankcase finally flows into the crankcase ventilation line through the cylinder head and mixes with the air supplemented by the air supplement line. The mixed gas in the crankcase ventilation line enters the intake manifold and mixes with the air at the front end of the intake manifold. The mixed gas in the intake manifold enters the turbocharger compressor through the rear end of the intake manifold and is pressurized. The pressurized gas then flows into the intake manifold and is fully mixed with the hydrogen sprayed from the hydrogen nozzle. The mixed gas in the intake manifold enters the combustion chamber of the cylinder and is burned. Wherein, after the exhaust gas in the exhaust manifold flows into the turbocharger volute, it impacts the blades of the turbine in the turbocharger volute, causing the turbine to start to rotate at a high speed, and the exhaust gas in the turbocharger volute is finally discharged through the exhaust manifold at the rear end of the turbocharger volute, and because the turbine in the turbocharger volute is connected to the impeller in the turbocharger compressor through a transmission shaft, the turbine can drive the coaxial impeller in the turbocharger compressor to rotate at a high speed when rotating at a high speed, and at this time, the mixed gas at the rear end of the intake manifold will be sucked into the turbocharger compressor; The air flow sensor is installed on the front end wall of the intake manifold, and is used to detect the air flow Q at the front end of the intake manifold. 2 , and the detected air flow Q at the front end of the intake manifold 2 Sending to the electronic control unit; The hydrogen concentration sensor is installed on the wall of the crankcase ventilation pipeline and is located at the rear end of the connection between the air supply pipeline and the crankcase ventilation pipeline. The hydrogen concentration sensor is used to detect the hydrogen concentration n in the crankcase ventilation pipeline. 1 , and the detected hydrogen concentration n in the crankcase ventilation line 1 Sending to the electronic control unit; The mixed gas flow sensor is installed on the wall of the crankcase ventilation pipeline and is located at the rear end of the hydrogen concentration sensor. The mixed gas flow sensor is used to detect the mixed gas flow Q in the crankcase ventilation pipeline. 1 and the detected mixed gas flow Q in the crankcase ventilation line 1 Sending to the electronic control unit; Among them, the one-way valve is installed in the crankcase ventilation pipeline and is located at the front end of the connection between the crankcase ventilation pipeline and the air supply pipeline. The one-way valve can prevent the air supplied into the air supply pipeline from flowing back into the crankcase through the crankcase ventilation pipeline.

[0014] Furthermore, an intercooler is installed on the pipeline between the intake manifold and the turbocharger compressor, and the intercooler is used to cool the gas flowing out of the turbocharger compressor.

[0015] Furthermore, an air filter is installed in the front end pipeline of the intake manifold, and the air filter is used to filter the outside air flowing into the front end of the intake manifold.

[0016] Further, the nozzle of the hydrogen nozzle is installed in the intake manifold, and the controller of the hydrogen nozzle is installed outside the intake manifold, and the controller of the hydrogen nozzle is connected to the electronic control unit.

[0017] The method for controlling hydrogen concentration in the crankcase pipeline of a hydrogen engine provided by the present invention has the following beneficial effects: (1) It can monitor the hydrogen concentration in the crankcase ventilation line in real time and calculate the hydrogen concentration before entering the turbocharger compressor. If the hydrogen concentration is greater than the set threshold, the required amount of fresh air will be introduced into the crankcase ventilation line through the air supply device on the air supply line to make the hydrogen concentration in the intake manifold below the threshold to prevent the risk of turbocharger explosion; (2) The residual hydrogen amount in the crankcase can be included in the calculation of the air-fuel ratio of the entire hydrogen engine, which can more accurately control the air-fuel ratio of the hydrogen engine and reduce the risk of pre-ignition and detonation. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The accompanying drawings are used to provide further understanding of the present invention and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present invention, but do not constitute a limitation of the present invention.

[0019] Figure 1 The present invention provides a flow chart of a method for controlling hydrogen concentration in a crankcase pipeline of a hydrogen engine.

[0020] Figure 2 This is a structural diagram of a control system for hydrogen concentration in a crankcase pipeline of a hydrogen engine provided by the present invention.

[0021] In the figure: 1. Intake manifold; 2. Crankcase ventilation line; 3. Flow sensor; 4. Hydrogen concentration sensor; 5. Air supply device; 6. Air supply line; 7. Check valve; 8. Intake manifold; 9. Hydrogen nozzle; 10. Cylinder head; 11. Crankcase; 12. Exhaust manifold; 13. Turbocharger volute; 14. Turbocharger compressor; 15. Air flow sensor; 16. Exhaust manifold. DETAILED DESCRIPTION

[0022] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0023] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiment of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiment of the present invention. Obviously, the described embodiment is only a part of the embodiment of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work should fall within the scope of protection of the present invention.

[0024] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so as to describe the embodiments of the present invention described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0025] Since hydrogen has the characteristic of low ignition energy, hydrogen engines generally use lean combustion, and their air-fuel ratio can be greater than 2. In order to achieve this air-fuel ratio, hydrogen engines need to inhale more fresh air. Therefore, a turbocharger with a large swirl ratio is generally used for supercharging. The working principle of a turbocharger is as follows: Figure 2As shown, when the hydrogen engine is working, the high-temperature and high-pressure exhaust gas generated by the combustion in the cylinder is discharged from the exhaust manifold 12 of the engine. After the exhaust gas discharged from the exhaust manifold 12 enters the turbocharger volute 13, it impacts the blades of the turbine, causing the turbine to start rotating, and finally discharged through the exhaust manifold 16 at the rear end of the turbocharger volute 13. Since the exhaust gas is discharged continuously, the turbine can continuously obtain power and maintain high-speed rotation. The turbine and the turbocharger compressor 14 are connected by a transmission shaft, so when the turbine rotates, it will drive the impeller of the coaxial turbocharger compressor 14 to rotate together. When the impeller of the turbocharger compressor 14 rotates at a high speed, it will compress the mixed gas sucked from the intake manifold 1. The mixed gas is continuously compressed, and the pressure and density are increased, which can greatly increase the amount of fresh air entering the hydrogen engine, but when it is working, a very high temperature and boost pressure will be generated in the turbocharger compressor 14. If the hydrogen concentration in the air in the intake manifold 1 is higher than the hydrogen concentration threshold value K (for example, 4%), there is a risk of explosion when the air enters the turbocharger compressor 14 for supercharging. In addition, since a portion of hydrogen is mixed in the intake manifold 1, if the flow rate of this portion of hydrogen is not considered in the total hydrogen flow rate, it will affect the accurate control of the entire air-fuel ratio of the hydrogen engine.

[0026] In this embodiment, a method for controlling the hydrogen concentration in the crankcase pipeline of a hydrogen engine is provided. Figure 1 As shown, the method for controlling hydrogen concentration in the crankcase pipeline of the hydrogen engine includes: Step S1: Obtain the hydrogen concentration n in the crankcase ventilation line of the current cycle 1 , the mixed gas flow Q in the crankcase ventilation line of the current cycle 1 and the air flow Q at the front end of the intake manifold in the current cycle 2 ; Preferably, the step S1 further includes: When the mixed gas flow rate Q in the crankcase ventilation line of the current cycle 1 When the blowby flow rate is greater than the set threshold, an early warning is issued.

[0027] Step S2: Based on the hydrogen concentration n in the crankcase ventilation line of the current cycle 1 and the mixed gas flow rate Q in the crankcase ventilation line of the current cycle 1 Calculate the hydrogen flow Q in the crankcase ventilation line of the current cycle H2’ , then according to the hydrogen flow rate Q in the crankcase ventilation line of the current cycle H2’ , the mixed gas flow rate Q in the crankcase ventilation line of the current cycle 1 and the air flow Q at the front end of the intake manifold in the current cycle 2 Calculate the hydrogen concentration n at the rear end of the intake manifold in the current cycle; Preferably, the step S2 includes: The hydrogen flow rate Q in the crankcase ventilation line of the current cycle H2’ The calculation formula is as follows: H2’ =n 1 Q 1 Among them, n 1 is the hydrogen concentration in the crankcase ventilation line of the current cycle, Q 1 is the mixed gas flow in the crankcase ventilation line of the current cycle; The calculation formula of the hydrogen concentration n at the rear end of the intake manifold in the current cycle is as follows: , Among them, Q 2 It is the air flow at the front end of the intake manifold during the current cycle.

[0028] Step S3: Compare the hydrogen concentration n at the rear end of the intake manifold in the current cycle with the set hydrogen concentration threshold K (for example, K is 4%), and calculate the actual air-fuel ratio λ of the hydrogen engine in the current cycle according to the comparison result. 实际 ; Preferably, the hydrogen concentration n at the rear end of the intake manifold in the current cycle is compared with a set hydrogen concentration threshold K, and the actual air-fuel ratio λ of the hydrogen engine in the current cycle is calculated according to the comparison result. 实际 Also included: If the hydrogen concentration n at the rear end of the intake manifold in the current cycle is greater than the hydrogen concentration threshold K, then according to the hydrogen concentration threshold K, the hydrogen concentration n in the crankcase ventilation line in the current cycle 1 , the mixed gas flow rate Q in the crankcase ventilation line of the current cycle 1 and the air flow Q at the front end of the intake manifold in the current cycle 2 Calculate the air flow Q that needs to be added to the crankcase ventilation line in the current cycle 3 , and control the air supply device to the air flow rate Q 3 Add air to the crankcase ventilation line; wherein the air flow rate Q 3 The calculation formula is as follows: , Get the hydrogen flow rate Q ejected by the hydrogen nozzle in the current cycle H2 ; According to the air flow Q at the front end of the intake manifold of the current cycle 2 , the air flow Q added to the crankcase ventilation line in the current cycle 3 , the hydrogen flow rate Q in the crankcase ventilation line of the current cycleH2’ and the hydrogen flow rate Q ejected from the hydrogen nozzle in the current cycle H2 Calculate the actual air-fuel ratio λ of the hydrogen engine in the current cycle 实际 ; Wherein, the actual air-fuel ratio of the hydrogen engine in the current cycle λ 实际 The calculation formula is as follows: , Among them, λ 理论 is the theoretical air-fuel ratio of the hydrogen engine, for example, 理论 It is 38.1.

[0029] Preferably, the hydrogen concentration n at the rear end of the intake manifold in the current cycle is compared with a set hydrogen concentration threshold K, and the actual air-fuel ratio λ of the hydrogen engine in the current cycle is calculated according to the comparison result. 实际 Also included: If the hydrogen concentration n at the rear end of the intake manifold in the current cycle is not greater than the hydrogen concentration threshold K, the hydrogen flow rate Q ejected from the hydrogen nozzle in the current cycle is obtained. H2 ; According to the air flow Q at the front end of the intake manifold of the current cycle 2 , the hydrogen flow rate Q in the crankcase ventilation line of the current cycle H2’ and the hydrogen flow rate Q ejected from the hydrogen nozzle in the current cycle H2 Calculate the actual air-fuel ratio λ of the hydrogen engine in the current cycle 实际 ; Wherein, the actual air-fuel ratio of the hydrogen engine in the current cycle λ 实际 The calculation formula is as follows: , Among them, λ 理论 is the theoretical air-fuel ratio of the hydrogen engine, for example, 理论 It is 38.1.

[0030] Step S4: When the actual air-fuel ratio λ of the hydrogen engine in the current cycle is equal to the set required air-fuel ratio λ of the hydrogen engine 需求 If they are inconsistent, adjust the hydrogen flow rate Q sprayed from the hydrogen nozzle in the next cycle H2 , so that the actual air-fuel ratio of the hydrogen engine in the next cycle is λ 实际 Achieve the hydrogen engine required air-fuel ratio λ 需求 .

[0031] It should be noted that, if the hydrogen concentration n at the rear end of the intake manifold in the current cycle is greater than the hydrogen concentration threshold value K, the air supply device is controlled to supply air to the crankcase ventilation line at the air flow rate Q3 in the current cycle, and the next cycle is started after the current cycle ends; after the next cycle runs, the air supply device is controlled to continue supplying air to the crankcase ventilation line at the air flow rate Q3, and then the mixed gas flow rate Q1 at the rear end of the crankcase ventilation line in the next cycle is obtained. At this time, the mixed gas flow rate Q1 at the rear end of the crankcase ventilation line in the next cycle includes the supplied air flow rate Q3, so the gas flow rate Q flowing from the crankcase to the front end of the crankcase ventilation line in the next cycle is 窜气 = Q1-Q3, wherein the gas flow rate Q from the crankcase to the front end of the crankcase ventilation pipe in the next cycle 窜气 It is the mixed gas flow rate that leaks from the cylinder to the crankcase during the current cycle of the hydrogen engine.

[0032] It should be noted that if the hydrogen concentration n at the rear end of the intake manifold in the current cycle is not greater than the hydrogen concentration threshold value K, there is no need to control the air supply device to supply air to the crankcase ventilation line. After the current cycle ends, the next cycle starts. After the next cycle runs, the mixed gas flow Q1 at the rear end of the crankcase ventilation line in the next cycle is obtained. Because there is no air supply from the air supply device at this time, the mixed gas flow Q1 at the rear end of the crankcase ventilation line in the next cycle does not include the supplied air flow. Therefore, the gas flow Q1 flowing from the crankcase to the front end of the crankcase ventilation line in the next cycle is 窜气 = Q1, where the gas flow rate Q from the crankcase to the front end of the crankcase ventilation pipe in the next cycle 窜气 It is the mixed gas flow rate that leaks from the cylinder to the crankcase during the current cycle of the hydrogen engine.

[0033] Specifically, the engine blowby volume Q 窜气 It refers to the mixed gas flow rate that leaks from the cylinder to the crankcase 11 during the operation of the engine. It is an important indicator to measure the sealing performance of the engine piston and cylinder group. 窜气 When the blowby flow rate is greater than the set blowby flow threshold, the driver is reminded and warned through the OBD fault diagnosis module.

[0034] The method for controlling the hydrogen concentration in the crankcase pipeline of a hydrogen engine provided in an embodiment of the present invention can (1) monitor the hydrogen concentration in the crankcase ventilation pipeline in real time and calculate the hydrogen concentration before entering the turbocharger compressor. If the hydrogen concentration is greater than a set threshold, the required amount of fresh air will be introduced into the crankcase ventilation pipeline through the air supply device on the air supply pipeline, so that the hydrogen concentration in the intake manifold reaches below the threshold to prevent the risk of explosion of the turbocharger; (2) the residual hydrogen amount in the crankcase can be involved in the calculation of the air-fuel ratio of the entire hydrogen engine, which can more accurately control the air-fuel ratio of the hydrogen engine and reduce the risk of pre-ignition and detonation.

[0035] As another embodiment of the present invention, a control device for hydrogen concentration in a hydrogen engine crankcase pipeline is provided, which is used to implement the above-mentioned control method for hydrogen concentration in a hydrogen engine crankcase pipeline. The control device for hydrogen concentration in a hydrogen engine crankcase pipeline comprises: The acquisition module is used to obtain the hydrogen concentration n in the crankcase ventilation line of the current cycle 1 , the mixed gas flow Q in the crankcase ventilation line of the current cycle 1 and the air flow Q at the front end of the intake manifold in the current cycle 2 ; The first calculation module is used to calculate the hydrogen concentration n in the crankcase ventilation line according to the current cycle. 1 and the mixed gas flow rate Q in the crankcase ventilation line of the current cycle 1 Calculate the hydrogen flow Q in the crankcase ventilation line of the current cycle H2’ , then according to the hydrogen flow rate Q in the crankcase ventilation line of the current cycle H2’ , the mixed gas flow rate Q in the crankcase ventilation line of the current cycle 1 and the air flow Q at the front end of the intake manifold in the current cycle 2 Calculate the hydrogen concentration n at the rear end of the intake manifold in the current cycle; The second calculation module is used to compare the hydrogen concentration n at the rear end of the intake manifold in the current cycle with the set hydrogen concentration threshold K, and calculate the actual air-fuel ratio λ of the hydrogen engine in the current cycle according to the comparison result. 实际 ; The adjustment module is used for adjusting the actual air-fuel ratio of the hydrogen engine in the current cycle λ 实际 The required air-fuel ratio of the hydrogen engine is set to 需求 If they are inconsistent, adjust the hydrogen flow rate Q sprayed from the hydrogen nozzle in the next cycle H2 , so that the actual air-fuel ratio of the hydrogen engine in the next cycle is λ 实际 Achieve the hydrogen engine required air-fuel ratio λ 需求 .

[0036] The working principle of the device for controlling the hydrogen concentration in the crankcase pipeline of a hydrogen engine provided by the present invention can be referred to the description of the method for controlling the hydrogen concentration in the crankcase pipeline of a hydrogen engine in the foregoing text, and will not be repeated here.

[0037] As another embodiment of the present invention, a control system for hydrogen concentration in a crankcase pipeline of a hydrogen engine is provided, such as Figure 2 As shown, the control system of hydrogen concentration in the crankcase pipeline of the hydrogen engine comprises: an intake manifold 1, a crankcase ventilation pipeline 2, a mixed gas flow sensor 3, a hydrogen concentration sensor 4, an air supply device 5, an air supply pipeline 6, a one-way valve 7, an intake manifold 8, a hydrogen nozzle 9, a cylinder head 10, a crankcase 11, an exhaust manifold 12, a turbocharger volute 13, a turbocharger compressor 14, an air flow sensor 15, an exhaust manifold 16 and an electronic control unit, wherein the electronic control unit is electrically connected to the mixed gas flow sensor 3, the hydrogen concentration sensor 4, the air supply device 5, the hydrogen nozzle 9 and the air flow sensor 15 respectively, and the electronic control unit comprises the control device for hydrogen concentration in the crankcase pipeline of the hydrogen engine as described above; The front end of the intake manifold 1 (the front end is the source direction of the airflow) is connected to the outside air, and the rear end of the intake manifold 1 (the rear end is the destination direction of the airflow) is connected to the front end of the turbocharger compressor 14. When the turbocharger is working, the air density and pressure are increased, which greatly increases the fresh air entering the intake manifold 1; the rear end of the turbocharger compressor 14 is connected to the front end of the intake manifold 8, the rear end of the intake manifold 8 is connected to the intake duct of the cylinder head 10, the exhaust duct of the cylinder head 10 is connected to the front end of the exhaust manifold 12, and the rear end of the exhaust manifold 12 is connected to the exhaust duct of the cylinder head 10. The exhaust manifold 16 is connected to the turbocharger volute 13, the bottom of the cylinder head 10 is connected to the crankcase 11, the top of the cylinder head 10 is connected to the front end of the crankcase ventilation pipeline 2, the rear end of the crankcase ventilation pipeline 2 is connected to the middle of the intake manifold 1, the front end of the air supply pipeline 6 is connected to the outside air, the rear end of the air supply pipeline 6 is connected to the middle of the crankcase ventilation pipeline 2, the hydrogen nozzle 9 is installed on the pipe wall of the intake manifold 8, and the air supply device 5 is installed in the middle of the air supply pipeline 6 and is connected to the front and rear ends of the air supply pipeline 6; When the hydrogen engine is working, the exhaust gas after combustion in the cylinder flows into the exhaust manifold 12 through the exhaust passage of the cylinder head 10. At this time, due to the expansion and contraction movement of the piston and the incomplete sealing of the piston ring when the hydrogen engine is working, a part of the mixed gas in the combustion chamber (especially the hydrogen with lower density) will escape from the combustion chamber and enter the crankcase 11. The mixed gas in the crankcase 11 will flow into the cylinder head 10 due to the negative pressure in the cylinder head 10, and finally flow into the crankcase ventilation line 2 to mix with the air supplemented by the air supplement line 6. The mixed gas in the crankcase ventilation line 2 enters the intake manifold 1 to mix with the air at the front end of the intake manifold 1. The mixed gas in the intake manifold 1 enters the turbocharger compressor 14 through the rear end of the intake manifold 1 and is supercharged. The supercharged gas then flows into the intake manifold 8 to be fully mixed with the hydrogen sprayed by the hydrogen nozzle 9. The mixed gas in the intake manifold 8 enters the combustion chamber of the cylinder for combustion. Among them, after the exhaust gas in the exhaust manifold 12 flows into the turbocharger volute 13, it will impact the blades of the turbine in the turbocharger volute 13, causing the turbine to start to rotate at a high speed. The exhaust gas in the turbocharger volute 13 is finally discharged through the exhaust manifold 16 at the rear end of the turbocharger volute 13. Since the turbine in the turbocharger volute 13 is connected to the impeller in the turbocharger compressor 14 through a transmission shaft, the turbine can drive the coaxial impeller in the turbocharger compressor 14 to rotate at a high speed when it rotates at a high speed. At this time, the mixed gas at the rear end of the intake manifold 1 will be sucked into the turbocharger compressor 14; wherein, the air flow sensor 15 is installed on the front end pipe wall of the intake manifold 1, and the air flow sensor 15 is used to detect the air flow Q at the front end of the intake manifold 1 2 , and the detected air flow Q at the front end of the intake manifold 1 2 Sending to the electronic control unit; The hydrogen concentration sensor 4 is installed on the wall of the crankcase ventilation pipeline 2 and is located at the rear end of the connection between the air supply pipeline 6 and the crankcase ventilation pipeline 2. The hydrogen concentration sensor 4 is used to detect the hydrogen concentration n in the crankcase ventilation pipeline 2. 1 , and the detected hydrogen concentration n in the crankcase ventilation line 2 1 Sending to the electronic control unit; The mixed gas flow sensor 3 is installed on the wall of the crankcase ventilation pipeline 2 and is located at the rear end of the hydrogen concentration sensor 4. The mixed gas flow sensor 3 is used to detect the mixed gas flow Q in the crankcase ventilation pipeline 2. 1 and the detected mixed gas flow Q in the crankcase ventilation line 2 1Sending to the electronic control unit; Among them, the one-way valve 7 is installed in the crankcase ventilation pipeline 2 and is located at the front end of the connection between the crankcase ventilation pipeline 2 and the air supply pipeline 6. The one-way valve 7 can prevent the air supplied into the air supply pipeline 6 from flowing back into the crankcase 11 through the crankcase ventilation pipeline 2, causing excessive pressure in the crankcase 11 to damage the engine.

[0038] In an embodiment of the present invention, the air supply device 5 is used to supply fresh air at the front end of the air supply pipeline 6 to the rear end of the air supply pipeline 6, and finally the fresh air flows to the rear end of the crankcase ventilation pipeline 2 through the connection between the air supply pipeline 6 and the crankcase ventilation pipeline 2.

[0039] In the embodiment of the present invention, the air supply device 5 includes a gas controller, which can calculate the air flow rate Q required to be supplied to the air supply pipeline 6. 3 The air supply device 5 includes an air filter for filtering fresh air.

[0040] Specifically, an intercooler is installed on the pipeline between the intake manifold 8 and the turbocharger compressor 14, and the intercooler is used to cool the gas flowing out of the turbocharger compressor 14 to make its temperature reach a reasonable intake temperature value.

[0041] Specifically, an air filter is installed in the front end pipeline of the intake manifold 1 , and the air filter is used to filter the outside air flowing into the front end of the intake manifold 1 .

[0042] Specifically, the nozzle of the hydrogen nozzle 9 is installed in the intake manifold 8, and the controller of the hydrogen nozzle 9 is installed outside the intake manifold 8, and the controller of the hydrogen nozzle 9 is connected to the electronic control unit.

[0043] The working principle of the control system for hydrogen concentration in the crankcase pipeline of a hydrogen engine provided by the embodiment of the present invention can be referred to the description of the control method for hydrogen concentration in the crankcase pipeline of a hydrogen engine in the foregoing text, which will not be repeated here.

[0044] The control system for hydrogen concentration in the crankcase pipeline of a hydrogen engine provided by an embodiment of the present invention can (1) monitor the hydrogen concentration in the crankcase ventilation pipeline in real time and calculate the hydrogen concentration before entering the turbocharger compressor. If the hydrogen concentration is greater than a set threshold, the required amount of fresh air will be introduced into the crankcase ventilation pipeline through the air supply device on the air supply pipeline, so that the hydrogen concentration in the intake manifold reaches below the threshold to prevent the risk of explosion of the turbocharger; (2) the residual hydrogen amount in the crankcase can be involved in the calculation of the air-fuel ratio of the entire hydrogen engine, which can more accurately control the air-fuel ratio of the hydrogen engine and reduce the risk of pre-ignition and detonation.

[0045] It is to be understood that the above embodiments are merely exemplary embodiments used to illustrate the principles of the present invention, but the present invention is not limited thereto. For those of ordinary skill in the art, various modifications and improvements can be made without departing from the spirit and essence of the present invention, and these modifications and improvements are also considered to be within the scope of protection of the present invention.

Claims

1. A method for controlling hydrogen concentration in a hydrogen engine crankcase pipeline, characterized in that: The method for controlling hydrogen concentration in the crankcase pipeline of a hydrogen engine comprises: Step S1: obtaining the hydrogen concentration n1 in the crankcase ventilation line of the current cycle, the mixed gas flow Q1 in the crankcase ventilation line of the current cycle, and the air flow Q2 at the front end of the intake manifold of the current cycle; Step S2: Calculate the hydrogen flow rate Q in the crankcase ventilation line of the current cycle according to the hydrogen concentration n1 in the crankcase ventilation line of the current cycle and the mixed gas flow rate Q1 in the crankcase ventilation line of the current cycle. H2’ , then according to the hydrogen flow rate Q in the crankcase ventilation line of the current cycle H2’ , the mixed gas flow Q1 in the crankcase ventilation line of the current cycle and the air flow Q2 at the front end of the intake manifold of the current cycle to calculate the hydrogen concentration n at the rear end of the intake manifold of the current cycle; Step S3: Compare the hydrogen concentration n at the rear end of the intake manifold in the current cycle with the set hydrogen concentration threshold K, and calculate the actual air-fuel ratio λ of the hydrogen engine in the current cycle according to the comparison result. 实际 ; Step S4: When the actual air-fuel ratio of the hydrogen engine in the current cycle is 实际 The required air-fuel ratio of the hydrogen engine is set to 需求 If they are inconsistent, adjust the hydrogen flow rate Q sprayed from the hydrogen nozzle in the next cycle H2 , so that the actual air-fuel ratio of the hydrogen engine in the next cycle is λ 实际 Achieve the hydrogen engine required air-fuel ratio λ 需求； The hydrogen concentration n at the rear end of the intake manifold of the current cycle is compared with the set hydrogen concentration threshold K, and the actual air-fuel ratio λ of the hydrogen engine of the current cycle is calculated according to the comparison result. 实际 Also included: If the hydrogen concentration n at the rear end of the intake manifold in the current cycle is greater than the hydrogen concentration threshold value K, the air flow rate Q3 to be added to the crankcase ventilation pipeline in the current cycle is calculated according to the hydrogen concentration threshold value K, the hydrogen concentration n1 in the crankcase ventilation pipeline in the current cycle, the mixed gas flow rate Q1 in the crankcase ventilation pipeline in the current cycle, and the air flow rate Q2 at the front end of the intake manifold in the current cycle, and the air supply device is controlled to supply air to the crankcase ventilation pipeline with the air flow rate Q3; wherein, the calculation formula of the air flow rate Q3 is as follows: ， Get the hydrogen flow rate Q ejected by the hydrogen nozzle in the current cycle H2 ; According to the air flow Q2 at the front end of the intake manifold of the current cycle, the air flow Q3 already added into the crankcase ventilation line of the current cycle, the hydrogen flow Q H2’ and the hydrogen flow rate Q ejected from the hydrogen nozzle in the current cycle H2 Calculate the actual air-fuel ratio λ of the hydrogen engine in the current cycle 实际 ; Wherein, the actual air-fuel ratio of the hydrogen engine in the current cycle λ 实际 The calculation formula is as follows: ， Among them, λ 理论 is the theoretical air-fuel ratio of a hydrogen engine.

2. The method for controlling hydrogen concentration in the crankcase pipeline of a hydrogen engine according to claim 1, characterized in that: The hydrogen concentration n at the rear end of the intake manifold of the current cycle is compared with the set hydrogen concentration threshold K, and the actual air-fuel ratio λ of the hydrogen engine of the current cycle is calculated according to the comparison result. 实际 Also included: If the hydrogen concentration n at the rear end of the intake manifold in the current cycle is not greater than the hydrogen concentration threshold K, the hydrogen flow rate Q ejected from the hydrogen nozzle in the current cycle is obtained. H2 ; According to the air flow Q2 at the front end of the intake manifold of the current cycle, the hydrogen flow Q in the crankcase ventilation line of the current cycle H2’ and the hydrogen flow rate Q ejected from the hydrogen nozzle in the current cycle H2 Calculate the actual air-fuel ratio λ of the hydrogen engine in the current cycle 实际 ; Wherein, the actual air-fuel ratio of the hydrogen engine in the current cycle λ 实际 The calculation formula is as follows: ， Among them, λ 理论 is the theoretical air-fuel ratio of a hydrogen engine.

3. The method for controlling hydrogen concentration in the crankcase pipeline of a hydrogen engine according to claim 1, characterized in that: The step S2 includes: The hydrogen flow rate Q in the crankcase ventilation line of the current cycle H2’ The calculation formula is as follows: H2’ =n1Q1 Wherein, n1 is the hydrogen concentration in the crankcase ventilation line of the current cycle, and Q1 is the mixed gas flow rate in the crankcase ventilation line of the current cycle; The calculation formula of the hydrogen concentration n at the rear end of the intake manifold in the current cycle is as follows: ， Wherein, Q2 is the air flow at the front end of the intake manifold in the current cycle.

4. The method for controlling hydrogen concentration in the crankcase pipeline of a hydrogen engine according to claim 1, characterized in that: The step S1 further includes: When the mixed gas flow rate Q1 in the crankcase ventilation line of the current cycle is greater than the set blowby gas flow rate threshold, an early warning is issued.

5. A control device for hydrogen concentration in a hydrogen engine crankcase pipeline, used to implement the control method for hydrogen concentration in a hydrogen engine crankcase pipeline as claimed in any one of claims 1 to 4, characterized in that: The control device for hydrogen concentration in the crankcase pipeline of the hydrogen engine comprises: An acquisition module, used to acquire the hydrogen concentration n1 in the crankcase ventilation pipeline of the current cycle, the mixed gas flow Q1 in the crankcase ventilation pipeline of the current cycle, and the air flow Q2 at the front end of the intake manifold of the current cycle; The first calculation module is used to calculate the hydrogen flow rate Q in the crankcase ventilation line of the current cycle according to the hydrogen concentration n1 in the crankcase ventilation line of the current cycle and the mixed gas flow rate Q1 in the crankcase ventilation line of the current cycle. H2’ , then according to the hydrogen flow rate Q in the crankcase ventilation line of the current cycle H2’ , the mixed gas flow Q1 in the crankcase ventilation line of the current cycle and the air flow Q2 at the front end of the intake manifold of the current cycle to calculate the hydrogen concentration n at the rear end of the intake manifold of the current cycle; The second calculation module is used to compare the hydrogen concentration n at the rear end of the intake manifold in the current cycle with the set hydrogen concentration threshold K, and calculate the actual air-fuel ratio λ of the hydrogen engine in the current cycle according to the comparison result. 实际 ; The adjustment module is used for adjusting the actual air-fuel ratio of the hydrogen engine in the current cycle λ 实际 The required air-fuel ratio of the hydrogen engine is set to 需求 If they are inconsistent, adjust the hydrogen flow rate Q sprayed from the hydrogen nozzle in the next cycle H2 , so that the actual air-fuel ratio of the hydrogen engine in the next cycle is λ 实际 Achieve the hydrogen engine required air-fuel ratio λ 需求 .

6. A control system for hydrogen concentration in the crankcase pipeline of a hydrogen engine, characterized in that: include: An intake manifold (1), a crankcase ventilation pipeline (2), a mixed gas flow sensor (3), a hydrogen concentration sensor (4), an air supply device (5), an air supply pipeline (6), a one-way valve (7), an intake manifold (8), a hydrogen nozzle (9), a cylinder head (10), a crankcase (11), an exhaust manifold (12), a turbocharger volute (13), a turbocharger compressor (14), an air flow sensor (15), an exhaust manifold (16), and an electronic control unit, wherein the electronic control unit is electrically connected to the mixed gas flow sensor (3), the hydrogen concentration sensor (4), the air supply device (5), the hydrogen nozzle (9), and the air flow sensor (15), respectively, and the electronic control unit comprises the hydrogen concentration control device for the crankcase pipeline of a hydrogen engine according to claim 5; The front end of the intake manifold (1) is connected to the outside air, the rear end of the intake manifold (1) is connected to the front end of the turbocharger compressor (14), the rear end of the turbocharger compressor (14) is connected to the front end of the intake manifold (8), the rear end of the intake manifold (8) is connected to the intake duct of the cylinder head (10), the exhaust duct of the cylinder head (10) is connected to the front end of the exhaust manifold (12), and the rear end of the exhaust manifold (12) is connected to the exhaust manifold (16) through the turbocharger volute (13). The bottom of the cylinder head (10) is connected to the crankcase (11), the top of the cylinder head (10) is connected to the front end of the crankcase ventilation pipeline (2), the rear end of the crankcase ventilation pipeline (2) is connected to the middle of the intake manifold (1), the front end of the air supply pipeline (6) is connected to the outside air, the rear end of the air supply pipeline (6) is connected to the middle of the crankcase ventilation pipeline (2), the hydrogen nozzle (9) is mounted on the pipe wall of the intake manifold (8), and the air supply device (5) is mounted in the middle of the air supply pipeline (6); When the hydrogen engine is working, the exhaust gas after combustion in the cylinder flows into the exhaust manifold (12) through the exhaust passage of the cylinder head (10). At this time, a part of the hydrogen in the combustion chamber enters the crankcase (11). The hydrogen in the crankcase (11) finally flows into the crankcase ventilation pipeline (2) through the cylinder head (10) and mixes with the air supplemented by the air supplement pipeline (6). The mixed gas in the crankcase ventilation pipeline (2) enters the intake manifold (1) and mixes with the air at the front end of the intake manifold (1). The mixed gas in the intake manifold (1) enters the turbocharger compressor (14) through the rear end of the intake manifold (1) and is pressurized. The pressurized gas then flows into the intake manifold (8) and is fully mixed with the hydrogen sprayed by the hydrogen nozzle (9). The mixed gas in the intake manifold (8) enters the combustion chamber of the cylinder and is burned. Wherein, after the exhaust gas in the exhaust manifold (12) flows into the turbocharger volute (13), it impacts the blades of the turbine in the turbocharger volute (13), causing the turbine to start to rotate at a high speed. The exhaust gas in the turbocharger volute (13) is finally discharged through the exhaust manifold (16) at the rear end of the turbocharger volute (13). Since the turbine in the turbocharger volute (13) is connected to the impeller in the turbocharger compressor (14) via a transmission shaft, the turbine can drive the coaxial impeller in the turbocharger compressor (14) to rotate at a high speed when rotating at a high speed. At this time, the mixed gas at the rear end of the intake manifold (1) will be sucked into the turbocharger compressor (14); The air flow sensor (15) is mounted on the front end wall of the intake manifold (1), and the air flow sensor (15) is used to detect the air flow Q2 at the front end of the intake manifold (1), and send the detected air flow Q2 at the front end of the intake manifold (1) to the electronic control unit; The hydrogen concentration sensor (4) is mounted on the wall of the crankcase ventilation pipeline (2) and is located at the rear end of the connection between the air supply pipeline (6) and the crankcase ventilation pipeline (2). The hydrogen concentration sensor (4) is used to detect the hydrogen concentration n1 in the crankcase ventilation pipeline (2) and send the detected hydrogen concentration n1 in the crankcase ventilation pipeline (2) to the electronic control unit; The mixed gas flow sensor (3) is mounted on the pipe wall of the crankcase ventilation pipe (2) and is located at the rear end of the hydrogen concentration sensor (4). The mixed gas flow sensor (3) is used to detect the mixed gas flow Q1 in the crankcase ventilation pipe (2) and send the detected mixed gas flow Q1 in the crankcase ventilation pipe (2) to the electronic control unit; The one-way valve (7) is installed in the crankcase ventilation pipeline (2) and is located at the front end of the connection between the crankcase ventilation pipeline (2) and the air supply pipeline (6). The one-way valve (7) can prevent the air supplied into the air supply pipeline (6) from flowing back into the crankcase (11) through the crankcase ventilation pipeline (2).

7. The control system for hydrogen concentration in the crankcase pipeline of a hydrogen engine according to claim 6, characterized in that: An intercooler is installed on the pipeline between the intake manifold (8) and the turbocharger compressor (14), and the intercooler is used to cool the gas flowing out of the turbocharger compressor (14).

8. The control system for hydrogen concentration in the crankcase pipeline of a hydrogen engine according to claim 6, characterized in that: An air filter is installed in the front end pipeline of the intake manifold (1), and the air filter is used to filter the outside air flowing into the front end of the intake manifold (1).

9. The control system for hydrogen concentration in the crankcase pipeline of a hydrogen engine according to claim 6, characterized in that: The nozzle of the hydrogen nozzle (9) is installed in the intake manifold (8), the controller of the hydrogen nozzle (9) is installed outside the intake manifold (8), and the controller of the hydrogen nozzle (9) is connected to the electronic control unit.

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