Fuel gas pressure control system for double pressure regulators of hydrogen internal combustion engine

Abstract

The invention discloses a control system for fuel gas pressure of double pressure regulators of a hydrogen internal combustion engine. The control system comprises a hydrogen gas tank, a first mechanical pressure regulator, a second mechanical pressure regulator, a third mechanical pressure regulator, a first engine gas rail and a second engine gas rail. The hydrogen tank is used for providing hydrogen. And a first gas inlet of the first mechanical pressure regulator is connected with a hydrogen gas tank. And a second air inlet of the second mechanical pressure regulator is connected with a first air outlet of the first mechanical pressure regulator. And a third air inlet of the third mechanical pressure regulator is connected with a first air outlet of the first mechanical pressure regulator. A first air inlet end of the first engine air rail is connected with a second air outlet of the second mechanical pressure regulator. And a second air inlet end of the second engine air rail is connected with a third air outlet of the third mechanical pressure regulator. Therefore, the flow requirement of the full-operation working condition area can be met, it is ensured that the engine can obtain appropriate gas pressure under different working conditions, and therefore the adaptability and reliability of the engine are improved.

Description

Technical Field

[0001] The invention relates to the technical field of power machinery, in particular to a control system for fuel gas pressure of a hydrogen internal combustion engine with double pressure regulators. Background Art

[0002] Using hydrogen as an alternative fuel to drive internal combustion engines is an effective solution to meet increasingly stringent emission regulations and achieve low-carbon and zero-carbon.

[0003] In the process of hydrogen internal combustion engine development, the hydrogen fuel gas pressure control system is very critical. Stable and effective fuel supply is an important link to ensure stable combustion and performance of the engine. Figure 1 As shown. The hydrogen tank 1 provides hydrogen, which is regulated by the first mechanical pressure regulator 2 to reduce the fuel gas pressure to a stable pressure range, and then the pressure is adjusted by the second mechanical pressure regulator 3 with pressure feedback, and finally enters the engine gas rail. However, in the current system, after the pressure is regulated by the secondary pressure regulator, the hydrogen flow rate decreases. When the injection pulse width crankshaft angle continues to be greater than 120°CA, the first engine gas rail 5 and the second engine gas rail 6 need to supply hydrogen to the engine at the same time, but after passing through the secondary pressure regulator, the hydrogen flow rate cannot meet the gas supply of the two engine gas rails at the same time, resulting in the two engine gas rails competing for gas, large engine torque fluctuations, and severe jitter, which affects the engine stability.

[0004] The information disclosed in this background technology section is only intended to enhance the understanding of the overall background of the invention and should not be regarded as an acknowledgment or any form of suggestion that the information constitutes the prior art already known to a person skilled in the art. Summary of the invention

[0005] The purpose of the present invention is to provide a control system for the fuel gas pressure of a hydrogen internal combustion engine with dual pressure regulators, which can meet the flow requirements of the entire operating range and ensure that the engine can obtain appropriate fuel gas pressure under different operating conditions, thereby improving the adaptability and reliability of the engine.

[0006] To achieve the above-mentioned object, the present invention provides a control system for the fuel gas pressure of a hydrogen internal combustion engine with dual pressure regulators, comprising: a hydrogen tank, a first mechanical pressure regulator, a second mechanical pressure regulator, a third mechanical pressure regulator, a first engine gas rail and a second engine gas rail. The hydrogen tank is used to provide hydrogen. The first air inlet of the first mechanical pressure regulator is connected to the hydrogen tank. The second air inlet of the second mechanical pressure regulator is connected to the first air outlet of the first mechanical pressure regulator. The third air inlet of the third mechanical pressure regulator is connected to the first air outlet of the first mechanical pressure regulator. The first air inlet end of the first engine gas rail is connected to the second air outlet of the second mechanical pressure regulator. The second air inlet end of the second engine gas rail is connected to the third air outlet of the third mechanical pressure regulator. Wherein, the hydrogen tank is used to transport the hydrogen to the first engine gas rail and the second engine gas rail through the first mechanical pressure regulator, the second mechanical pressure regulator and the third mechanical pressure regulator.

[0007] In one embodiment of the present invention, the control system for the fuel gas pressure of the hydrogen internal combustion engine with dual pressure regulators further includes a vehicle compressed air tank, which is respectively connected to the second mechanical pressure regulator and the third mechanical pressure regulator.

[0008] In one embodiment of the present invention, the control system of the hydrogen internal combustion engine dual pressure regulator gas pressure also includes a first pipeline, one end of the first pipeline is connected to the vehicle compressed air tank, and the other end of the first pipeline is connected to the second mechanical pressure regulator.

[0009] In one embodiment of the present invention, the control system of the hydrogen internal combustion engine dual pressure regulator fuel gas pressure further includes a second pipeline, one end of the second pipeline is connected to the first pipeline, and the other end of the second pipeline is connected to the third mechanical pressure regulator.

[0010] In one embodiment of the present invention, the control system for the fuel gas pressure of the hydrogen internal combustion engine dual pressure regulator further comprises an electromagnetic control valve, which is arranged on the first pipeline and located at the front end of the connection between the second pipeline and the first pipeline.

[0011] In one embodiment of the present invention, the control system for the fuel gas pressure of the hydrogen internal combustion engine with dual pressure regulators further includes an engine controller electrically connected to the electromagnetic control valve.

[0012] In one embodiment of the present invention, the control system of the hydrogen internal combustion engine dual pressure regulator gas pressure further includes a first gas rail gas pressure sensor, which is arranged on the first engine gas rail, and the first gas rail gas pressure sensor is electrically connected to the engine controller.

[0013] In one embodiment of the present invention, the control system of the hydrogen internal combustion engine dual pressure regulator gas pressure further includes a second gas rail gas pressure sensor, which is arranged on the second engine gas rail, and the second gas rail gas pressure sensor is electrically connected to the engine controller.

[0014] Compared with the prior art, the control system for fuel gas pressure of a hydrogen internal combustion engine with dual pressure regulators according to the present invention has the following beneficial effects:

[0015] 1. It can meet the flow requirements of the entire operating range, ensuring that the engine can obtain appropriate gas pressure under different operating conditions, thereby improving the adaptability and reliability of the engine;

[0016] 2. By optimizing the structure and control strategy of the fuel gas pressure control system, the phenomenon of gas rail snatching is effectively avoided, the injection pulse width crankshaft angle duration angle is reduced, and the stability of engine operation is significantly improved;

[0017] 3. The implementation of the present invention helps to solve the key technical problems in the development of hydrogen internal combustion engines, promote the widespread application of hydrogen energy technology in the fields of transportation, and provide strong support for achieving low-carbon and zero-carbon goals;

[0018] 4. By improving the reliability and durability of hydrogen engines, the maintenance cost and use cost are reduced, and the overall economic benefits are improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a structural diagram of an existing mechanical voltage regulating system;

[0020] Figure 2 2 is a schematic structural diagram of a control system for fuel gas pressure of a hydrogen internal combustion engine with dual pressure regulators according to an embodiment of the present invention;

[0021] Figure 3 It is a schematic diagram of the control flow of the electromagnetic control valve of the control system of the fuel gas pressure of the hydrogen internal combustion engine dual pressure regulator according to one embodiment of the present invention.

[0022] Description of main reference numerals:

[0023] 1-Hydrogen tank, 2-First mechanical pressure regulator, 3-Second mechanical pressure regulator, 4-Third mechanical pressure regulator, 5-First engine gas rail, 6-Second engine gas rail, 7-Vehicle compressed air tank, 8-First pipeline, 9-Second pipeline, 10-Solenoid control valve, 11-Engine controller, 12-First gas rail gas pressure sensor, 13-Second gas rail gas pressure sensor. DETAILED DESCRIPTION

[0024] The specific implementation modes of the present invention are described in detail below in conjunction with the accompanying drawings, but it should be understood that the protection scope of the present invention is not limited by the specific implementation modes.

[0025] Unless explicitly stated otherwise, throughout the specification and claims, the term “comprise” or variations such as “include” or “comprising”, etc., will be understood to include the stated elements or components but not to exclude other elements or components.

[0026] Figure 1 It is a structural diagram of an existing mechanical voltage regulating system; Figure 2 2 is a schematic structural diagram of a control system for fuel gas pressure of a hydrogen internal combustion engine with dual pressure regulators according to an embodiment of the present invention; Figure 3 It is a schematic diagram of the control flow of the electromagnetic control valve 10 of the control system of the fuel gas pressure of the hydrogen internal combustion engine dual pressure regulator according to one embodiment of the present invention.

[0027] like Figures 1 to 3 As shown, a control system for fuel gas pressure of a hydrogen internal combustion engine with dual pressure regulators according to a preferred embodiment of the present invention comprises: a hydrogen tank 1, a first mechanical pressure regulator 2, a second mechanical pressure regulator 3, a third mechanical pressure regulator 4, a first engine gas rail 5 and a second engine gas rail 6. The hydrogen tank 1 is used to provide hydrogen. The first air inlet of the first mechanical pressure regulator 2 is connected to the hydrogen tank 1. The second air inlet of the second mechanical pressure regulator 3 is connected to the first air outlet of the first mechanical pressure regulator 2. The third air inlet of the third mechanical pressure regulator 4 is connected to the first air outlet of the first mechanical pressure regulator 2. The first air inlet end of the first engine gas rail 5 is connected to the second air outlet of the second mechanical pressure regulator 3. The second air inlet end of the second engine gas rail 6 is connected to the third air outlet of the third mechanical pressure regulator 4. Among them, the hydrogen tank 1 is used to transport the hydrogen to the first engine gas rail 5 and the second engine gas rail 6 through the first mechanical pressure regulator 2, the second mechanical pressure regulator 3 and the third mechanical pressure regulator 4.

[0028] Specifically, according to a control system for the fuel gas pressure of a hydrogen internal combustion engine with dual pressure regulators in a preferred embodiment of the present invention, the system is intended to overcome the deficiencies in the fuel gas pressure control in existing hydrogen internal combustion engines, especially the problems of gas rail gas grabbing and engine jitter under high injection pulse width requirements. The system includes a hydrogen gas tank 1, three mechanical pressure regulators (first, second and third mechanical pressure regulators 4), and two engine gas rails (first and second engine gas rails 6). Hydrogen is provided by a hydrogen gas tank 1, and firstly a first-level pressure regulation is performed by a first mechanical pressure regulator 2 to reduce the hydrogen pressure to a stable range. Subsequently, hydrogen enters the second and third mechanical pressure regulators 4 for secondary pressure regulation respectively. The gas outlet of the second mechanical pressure regulator 3 is connected to the first engine gas rail 5, and the gas outlet of the third mechanical pressure regulator 4 is connected to the second engine gas rail 6, ensuring that hydrogen can be transported to the two gas rails respectively.

[0029] In addition, the system also introduces components such as the vehicle compressed air tank 7, the electromagnetic control valve 10, the engine controller 11, and the gas rail gas pressure sensor to achieve accurate control of the gas pressure. The vehicle compressed air tank 7 is connected to the second and third mechanical pressure regulators 4 through a pipeline, and the electromagnetic control valve 10 is arranged on the pipeline to adjust the feedback pressure according to the instruction of the engine controller 11. The engine controller 11 adjusts the working state of the electromagnetic control valve 10 in real time according to the feedback signal of the gas rail gas pressure sensor, thereby controlling the feedback pressure of the pressure regulator to ensure that the engine can obtain appropriate gas pressure under different working conditions.

[0030] In the idle condition, the engine controller 11 controls the electromagnetic control valve 10 to close, so that the secondary pressure regulator outputs the initial pressure, to prevent the engine from being unable to enter the idle no-load state due to excessive gas pressure and flow. When loaded to a high-speed and high-load condition, the engine controller 11 controls the electromagnetic control valve 10 to increase the feedback pressure, so that the gas rail pressure reaches the high-speed and high-load gas rail pressure target, reduces the injection pulse width, and ensures that the injection pulse width crankshaft angle is less than 120°CA. When reducing the load to a low-speed and low-load condition, the engine controller 11 reduces the feedback pressure accordingly, so that the engine gas rail pressure meets the gas pressure requirement of the load reduction condition.

[0031] Based on the above analysis, it can be seen that the control system of the hydrogen internal combustion engine dual pressure regulator gas pressure of the present invention not only realizes the flow demand in the entire operating condition area by optimizing the gas pressure control system structure and control strategy, and ensures the stability and reliability of the engine under different operating conditions, but also helps to solve the key technical problems in the development of hydrogen internal combustion engines, promote the widespread application of hydrogen energy technology, and provide strong support for achieving low-carbon and zero-carbon goals.

[0032] In one embodiment of the present invention, the control system for the hydrogen internal combustion engine dual pressure regulator fuel gas pressure further includes a vehicle compressed air tank 7, which is connected to the second mechanical pressure regulator 3 and the third mechanical pressure regulator 4 respectively.

[0033] Specifically, the vehicle compressed air tank 7, as an important component, is connected to the second mechanical pressure regulator 3 and the third mechanical pressure regulator 4 respectively. That is to say, the vehicle compressed air tank 7 is not only connected to the second mechanical pressure regulator 3 to provide it with the necessary compressed air to adjust the gas pressure, but is also connected to the third mechanical pressure regulator 4 to perform the same function. Such a design ensures that both the first engine gas rail 5 and the second engine gas rail 6 can obtain precisely pressure-regulated gas when receiving hydrogen, thereby meeting the gas pressure requirements of the engine under different working conditions. The addition of the vehicle compressed air tank 7, in conjunction with the coordinated work of the electromagnetic control valve 10 and the engine controller 11, makes the entire gas pressure control system more flexible and efficient, and effectively improves the adaptability and reliability of the engine.

[0034] In one embodiment of the present invention, the control system of the hydrogen internal combustion engine dual pressure regulator gas pressure also includes a first pipeline 8, one end of the first pipeline 8 is connected to the vehicle compressed air tank 7, and the other end of the first pipeline 8 is connected to the second mechanical pressure regulator 3.

[0035] Specifically, the first pipeline 8 serves as an important passage connecting the vehicle compressed air tank 7 and the second mechanical pressure regulator 3. One end of the first pipeline 8 is closely connected to the vehicle compressed air tank 7, and the other end is directly connected to the second mechanical pressure regulator 3. This design ensures that the compressed air in the vehicle compressed air tank 7 can be smoothly delivered to the second mechanical pressure regulator 3, and then the hydrogen is accurately pressure-regulated. Through the connection of the first pipeline 8, the vehicle compressed air tank 7 and the second mechanical pressure regulator 3 form a closely coordinated working unit, providing the engine with stable and reliable gas pressure, ensuring that the engine can obtain suitable gas supply under various working conditions, thereby improving the adaptability and reliability of the engine.

[0036] In one embodiment of the present invention, the control system of the hydrogen internal combustion engine dual pressure regulator gas pressure also includes a second pipeline 9, one end of the second pipeline 9 is connected to the first pipeline 8, and the other end of the second pipeline 9 is connected to the third mechanical pressure regulator 4.

[0037] Specifically, the second pipeline 9 serves as an important bridge connecting the first pipeline 8 and the third mechanical pressure regulator 4. One end of the second pipeline 9 is closely connected to the first pipeline 8, ensuring that the compressed air delivered from the vehicle compressed air tank 7 can flow smoothly; the other end is directly connected to the third mechanical pressure regulator 4, providing the third mechanical pressure regulator 4 with necessary compressed air for precise pressure regulation. Through such a design, the second pipeline 9 forms an efficient and collaborative working system with the first pipeline 8 and the third mechanical pressure regulator 4, ensuring that the engine can obtain a stable and reliable gas supply under different working conditions, thereby improving the adaptability and reliability of the engine and meeting the flow requirements of the full operating condition area.

[0038] In one embodiment of the present invention, the control system of the hydrogen internal combustion engine dual pressure regulator gas pressure further includes an electromagnetic control valve 10 , which is arranged on the first pipeline 8 and located at the front end of the connection between the second pipeline 9 and the first pipeline 8 .

[0039] Specifically, the electromagnetic control valve 10 is cleverly arranged on the first pipeline 8, and its position is specific to the front end of the connection between the second pipeline 9 and the first pipeline 8. Such a design layout enables the electromagnetic control valve 10 to accurately regulate the amount of compressed air flowing from the vehicle compressed air tank 7 through the first pipeline 8, thereby affecting the working state of the second mechanical pressure regulator 3 and the third mechanical pressure regulator 4. Through the electrical connection between the engine controller 11 and the electromagnetic control valve 10, the system can dynamically adjust the opening of the electromagnetic control valve 10 according to the real-time operating conditions of the engine, thereby achieving precise control of the gas pressure. This configuration not only improves the response speed and accuracy of the gas pressure control system, but also ensures that the engine can obtain a stable and appropriate gas supply under different operating conditions, thereby improving the overall performance and reliability of the engine.

[0040] In one embodiment of the present invention, the control system for the fuel gas pressure of the hydrogen internal combustion engine with dual pressure regulators further includes an engine controller 11 electrically connected to the electromagnetic control valve 10 .

[0041] Specifically, the engine controller 11, as the core control unit, is electrically connected to the electromagnetic control valve 10. This connection mode enables the engine controller 11 to receive and process signals from various sensors of the system in real time, including data from the first gas rail gas pressure sensor 12 and the second gas rail gas pressure sensor 13. Based on these feedback information, the engine controller 11 can accurately determine the current operating conditions of the engine and dynamically adjust the working state of the electromagnetic control valve 10 accordingly. By controlling the opening of the electromagnetic control valve 10, the engine controller 11 can accurately regulate the amount of compressed air entering the second mechanical pressure regulator 3 and the third mechanical pressure regulator 4, thereby achieving fine control of the gas pressure. This design not only improves the response speed and accuracy of the gas pressure control system, but also ensures that the engine can obtain a stable and appropriate gas supply under different operating conditions, thereby improving the overall performance and reliability of the engine.

[0042] In one embodiment of the present invention, the control system of the hydrogen internal combustion engine dual pressure regulator gas pressure also includes a first gas rail gas pressure sensor 12, which is arranged on the first engine gas rail 5, and the first gas rail gas pressure sensor 12 is electrically connected to the engine controller 11.

[0043] Specifically, the first gas rail gas pressure sensor 12 is cleverly arranged on the first engine gas rail 5 and is electrically connected to the engine controller 11. This design enables the engine controller 11 to receive the gas pressure data in the first engine gas rail 5 in real time and accurately. Based on this precise pressure information, the engine controller 11 can quickly determine the current operating state of the engine and adjust the gas supply strategy accordingly to ensure that the engine can obtain stable and appropriate gas pressure under different operating conditions. This real-time pressure monitoring and adjustment mechanism not only improves the response speed and accuracy of the gas pressure control system, but also further improves the overall performance and reliability of the engine, thereby ensuring the efficient and stable operation of the hydrogen internal combustion engine.

[0044] In one embodiment of the present invention, the control system of the hydrogen internal combustion engine dual pressure regulator gas pressure also includes a second gas rail gas pressure sensor 13, which is arranged on the second engine gas rail 6, and the second gas rail gas pressure sensor 13 is electrically connected to the engine controller 11.

[0045] Specifically, the second gas rail gas pressure sensor 13 is carefully arranged on the second engine gas rail 6 and is electrically connected to the engine controller 11. This design enables the engine controller 11 to obtain the gas pressure data in the second engine gas rail 6 in real time and accurately. Based on this accurate pressure information, the engine controller 11 can quickly determine the current gas supply status of the second engine gas rail 6 and adjust the gas supply strategy in time according to the operating requirements of the engine. This real-time pressure monitoring and adjustment mechanism not only ensures that the gas pressure of the second engine gas rail 6 is always maintained within a suitable range, but also further improves the overall performance and reliability of the engine, thereby ensuring the efficient and stable operation of the hydrogen internal combustion engine.

[0046] In practical applications, the control system of the hydrogen internal combustion engine dual pressure regulator fuel gas pressure of the present invention is in the prior art ( Figure 1 ) is added with an electromagnetic control valve 10, and the feedback pressure P1 of the mechanical pressure regulating valve is controlled by the engine controller 11, and the secondary pressure regulator on the main fuel gas pipeline is arranged on the two branch pipes respectively to ensure the hydrogen supply flow and pressure of the two gas rails of the engine, so that the engine nozzle injection pulse width crankshaft angle continuous angle is less than 120°CA.

[0047] Specifically, the present invention adds a solenoid control valve 10 to the system, and accurately controls the feedback pressure P1 of the mechanical pressure regulating valve through the engine controller 11. In addition, the present invention also cleverly distributes the secondary pressure regulator originally located on the main gas pipeline to two branch pipes, that is, the second mechanical pressure regulator 3 and the third mechanical pressure regulator 4 are connected to the first engine gas rail 5 and the second engine gas rail 6 respectively. This design improvement ensures that the two gas rails of the engine can obtain sufficient hydrogen flow and stable pressure supply, thereby effectively controlling the continuous angle of the engine nozzle injection pulse width crankshaft angle to below 120°CA. Such a control system not only improves the performance of the engine, but also significantly enhances the stability and reliability of its operation.

[0048] When the engine is running, hydrogen flows out from the high-pressure gas tank (hydrogen gas tank 1), and is regulated by the first mechanical pressure regulator 2 to reduce the hydrogen pressure to a suitable pressure range, and then regulated by the second mechanical pressure regulator 3 with pressure feedback and the third mechanical pressure regulator 4. The pressure feedback device (composed of the vehicle compressed air tank 7, the electromagnetic control valve 10 and the engine controller 11) automatically determines the required gas target pressure according to the operating conditions of the engine, such as Figure 3As shown in the control flow chart, the feedback pressure of the pressure regulator is controlled. According to the speed and throttle, an air rail pressure target H2P_Tgt is obtained, which is then subtracted from the reference H2_P1 to obtain a pressure deviation H2_dP. This pressure difference is compared with the compressed air input pressure, and then a solenoid valve duty cycle is obtained through PID control and the curve characteristics of the valve. Finally, the pressure regulating valve feedback pressure P1 is output, thereby achieving the purpose of controlling the engine rail pressure and realizing the flow requirements in the full operating condition area.

[0049] Specifically, when the engine is running, hydrogen flows out of the high-pressure hydrogen tank 1, and first passes through the first mechanical pressure regulator 2 for primary pressure regulation to reduce the hydrogen pressure to a suitable range. Subsequently, the hydrogen enters the second mechanical pressure regulator 3 and the third mechanical pressure regulator 4 with pressure feedback for secondary pressure regulation. The pressure feedback device here is composed of a vehicle compressed air tank 7, an electromagnetic control valve 10 and an engine controller 11, which automatically judge and set the required gas target pressure according to the actual operating conditions of the engine. During the specific control process, the system will calculate a gas rail pressure target H2P_Tgt based on the engine speed and throttle signal, and compare it with the reference pressure H2_P1 to obtain a pressure deviation H2_dP. This deviation value is processed together with the compressed air input pressure by the PID control algorithm and the solenoid valve curve characteristics, and finally determines the duty cycle of the solenoid valve, thereby outputting the feedback pressure P1 of the pressure regulating valve. Through this series of precise controls, the system can achieve accurate regulation of the engine rail pressure, ensuring that the engine can obtain the required gas flow and pressure within the entire operating range, thereby improving the engine's adaptability and reliability, avoiding the phenomenon of gas rail snatching, reducing the injection pulse width crankshaft angle duration, and improving the stability of engine operation.

[0050] In the idling condition, the gas pressure demand of the first engine gas rail 5 and the second engine gas rail 6 is not large, and the secondary pressure reducer (the second mechanical pressure regulator 3 and the third mechanical pressure regulator 4) only needs to be at the initial pressure to meet the demand, and no feedback pressure supplement is required. Therefore, the engine controller 11 controls the output pressure P1 of the solenoid control valve 10 to be 0kPa, the solenoid control valve 10 is fully closed, and the mechanical pressure regulator outputs the initial pressure, thereby avoiding the problem of excessive gas pressure and flow, which causes the engine to be unable to enter the idle no-load state.

[0051] Specifically, in the idle condition, since the first engine gas rail 5 and the second engine gas rail 6 have a relatively small demand for gas pressure, the secondary pressure reducer, namely the second mechanical pressure regulator 3 and the third mechanical pressure regulator 4, only needs to maintain the initial pressure state to meet the demand. In this case, no additional feedback pressure is required for supplementation. Therefore, the engine controller 11 will control the electromagnetic control valve 10 to reduce its output pressure P1 to 0kPa, that is, the electromagnetic control valve 10 is completely closed. At this time, the second mechanical pressure regulator 3 and the third mechanical pressure regulator 4 will output their initially set pressures, thereby ensuring that the gas pressure and flow rate will not be too large. This control method effectively avoids the problem that the engine cannot smoothly enter the idle no-load state due to excessive gas pressure or flow rate, and ensures the stable operation of the engine under idle conditions.

[0052] When loaded to high speed and high load conditions, the corresponding gas rail gas pressure demand is also to increase. In order to increase the gas rail pressure, the engine controller 11 controls the feedback pressure P1 by controlling the electromagnetic control valve 10, so that the gas rail pressure reaches the high speed and high load gas rail pressure target H2P_Tgt, thereby reducing the injection pulse width and achieving the purpose of the injection pulse width crankshaft angle continuous angle less than 120°CA.

[0053] Specifically, when loaded to a high speed and high load condition, the engine's demand for gas increases significantly, so the gas pressure demand of the first engine gas rail 5 and the second engine gas rail 6 also increases accordingly. In order to meet this increased demand, the engine controller 11 will adjust the feedback pressure P1 by precisely controlling the electromagnetic control valve 10. Specifically, the controller will adjust the opening degree of the electromagnetic control valve 10 according to the preset gas rail pressure target H2P_Tgt under high speed and high load, so that the gas pressure output by the secondary pressure regulator (i.e., the second mechanical pressure regulator 3 and the third mechanical pressure regulator 4) can reach or approach this target value. In this way, the gas pressure in the gas rail will be effectively improved, thereby ensuring that the engine can obtain sufficient gas supply under high speed and high load conditions. At the same time, due to the increase in gas pressure, the injection pulse width of the nozzle will also be reduced accordingly, so that the injection pulse width crankshaft angle continuous angle can be maintained within a range of less than 120°CA, further improving the operating stability and efficiency of the engine.

[0054] When the load is reduced to a low speed and low load condition, the required feedback pressure decreases, but the gas rail pressure is still relatively large at this time. In order to reduce the gas rail pressure, the engine controller 11 controls the feedback pressure P1 to decrease accordingly according to the gas rail pressure target H2P_Tgt, so that the engine gas rail pressure meets the gas pressure requirement of the load reduction condition.

[0055] Specifically, when the engine is unloaded from a high-load condition to a low-speed, low-load condition, the required feedback pressure is reduced accordingly because the engine's demand for gas is reduced. However, at this time, the pressure in the engine's gas rail is still relatively high. If it is not adjusted, it may cause excessive gas supply, affecting the stability and performance of the engine. In order to solve this problem, the engine controller 11 adjusts the feedback pressure P1 by controlling the electromagnetic control valve 10 according to the preset gas rail pressure target H2P_Tgt, so that it is reduced accordingly. In this way, the pressure in the engine's gas rail can be reduced to the gas pressure requirement suitable for low-speed, low-load conditions, thereby ensuring that the engine can obtain appropriate gas pressure under different conditions, improving the adaptability and reliability of the engine.

[0056] In summary, the control system for fuel gas pressure of a hydrogen internal combustion engine with dual pressure regulators of the present invention has the following beneficial effects:

[0057] 1. It can meet the flow requirements of the entire operating range, ensuring that the engine can obtain appropriate gas pressure under different operating conditions, thereby improving the adaptability and reliability of the engine;

[0058] 2. By optimizing the structure and control strategy of the fuel gas pressure control system, the phenomenon of gas rail snatching is effectively avoided, the injection pulse width crankshaft angle duration angle is reduced, and the stability of engine operation is significantly improved;

[0059] 3. The implementation of the present invention helps to solve the key technical problems in the development of hydrogen internal combustion engines, promote the widespread application of hydrogen energy technology in the fields of transportation, and provide strong support for achieving low-carbon and zero-carbon goals;

[0060] 4. By improving the reliability and durability of hydrogen engines, the maintenance cost and use cost are reduced, and the overall economic benefits are improved.

[0061] The foregoing description of specific exemplary embodiments of the present invention is for the purpose of illustration and demonstration. These descriptions are not intended to limit the present invention to the precise form disclosed, and it is clear that many changes and variations can be made based on the above teachings. The purpose of selecting and describing the exemplary embodiments is to explain the specific principles of the present invention and its practical application, so that those skilled in the art can realize and utilize various different exemplary embodiments of the present invention and various different selections and changes. The scope of the present invention is intended to be limited by the claims and their equivalents.

Claims

1. A control system for fuel gas pressure of a hydrogen internal combustion engine with dual pressure regulators, characterized in that: include: A hydrogen tank, used to provide hydrogen; a first mechanical pressure regulator, wherein a first air inlet of the first mechanical pressure regulator is connected to the hydrogen gas tank; a second mechanical pressure regulator, wherein a second air inlet of the second mechanical pressure regulator is connected to a first air outlet of the first mechanical pressure regulator; a third mechanical pressure regulator, wherein a third air inlet of the third mechanical pressure regulator is connected to a first air outlet of the first mechanical pressure regulator; a first engine gas rail, wherein a first gas inlet end of the first engine gas rail is connected to a second gas outlet of the second mechanical pressure regulator; as well as a second engine gas rail, a second gas inlet end of the second engine gas rail being connected to a third gas outlet of the third mechanical pressure regulator; The hydrogen tank is used to transport the hydrogen to the first engine gas rail and the second engine gas rail through the first mechanical pressure regulator, the second mechanical pressure regulator and the third mechanical pressure regulator.

2. The control system for fuel gas pressure of a hydrogen internal combustion engine with dual pressure regulators as claimed in claim 1, characterized in that: It also includes a vehicle compressed air tank, which is respectively connected to the second mechanical pressure regulator and the third mechanical pressure regulator.

3. The control system for fuel gas pressure of a hydrogen internal combustion engine with dual pressure regulators as claimed in claim 2, characterized in that: It also includes a first pipeline, one end of which is connected to the vehicle compressed air tank, and the other end of which is connected to the second mechanical pressure regulator.

4. The control system for fuel gas pressure of a hydrogen internal combustion engine with dual pressure regulators as claimed in claim 3, characterized in that: It also includes a second pipeline, one end of which is connected to the first pipeline, and the other end of which is connected to the third mechanical pressure regulator.

5. The control system for fuel gas pressure of a hydrogen internal combustion engine with dual pressure regulators as claimed in claim 4, characterized in that: It also includes an electromagnetic control valve, which is arranged on the first pipeline and located at the front end of the connection between the second pipeline and the first pipeline.

6. The control system for fuel gas pressure of a hydrogen internal combustion engine with dual pressure regulators as claimed in claim 5, characterized in that: It also includes an engine controller which is electrically connected to the electromagnetic control valve.

7. The control system for fuel gas pressure of a hydrogen internal combustion engine with dual pressure regulators as claimed in claim 6, characterized in that: It also includes a first gas rail gas pressure sensor, which is arranged on the first engine gas rail, and the first gas rail gas pressure sensor is electrically connected to the engine controller.

8. The control system for fuel gas pressure of a hydrogen internal combustion engine with dual pressure regulators as claimed in claim 6, characterized in that: It also includes a second gas rail gas pressure sensor, which is arranged on the second engine gas rail, and the second gas rail gas pressure sensor is electrically connected to the engine controller.

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