Pipeline system for improving self-pressurization speed of gas vehicle and reducing inlet gas temperature rise and vehicle

Abstract

The invention discloses a pipeline system for improving the self-pressurization speed of a gas vehicle and reducing the inlet gas temperature rise and a vehicle, and relates to the technical field of vehicle power system heat dissipation, the pipeline system for improving the self-pressurization speed of the gas vehicle and reducing the inlet gas temperature rise comprises an LNG vaporization pipeline, the LNG vaporization pipeline comprises a gas cylinder and a vaporizer, and the LNG vaporization pipeline is used for outputting vaporized LNG to an engine; the supercharging pipeline comprises a supercharger and an intercooler and is used for supercharging outside air to form high-temperature and high-pressure gas and cooling the high-temperature and high-pressure gas so as to convey the high-temperature and high-pressure gas to an engine intake manifold; the cold and heat energy coupling area, a channel between the gas cylinder and the vaporizer and a channel between the supercharger and the intercooler penetrate through the cold and heat energy coupling area so that heat exchange can be conducted between the high-temperature and high-pressure air and LNG. Cold and heat exchange can be achieved through LNG cold energy and the pressurization pipeline, meanwhile, the vaporization efficiency is improved, and the heat dissipation burden of the intercooler is relieved.

Description

Technical Field

[0001] This invention relates to the field of vehicle power system heat dissipation technology, specifically to a piping system and vehicle for improving the self-pressurization speed and reducing intake temperature rise in a natural gas vehicle. Background Technology

[0002] Currently, gas cylinders in natural gas vehicles mainly use two types of self-pressurization devices: air-to-air and water-bath. The air-to-air self-pressurization method mainly uses heat exchange between the self-pressurization pipe and finned tube and the air to vaporize liquefied natural gas and maintain the pressure inside the cylinder. The water-bath pressurization structure vaporizes liquefied natural gas by connecting a portion of the self-pressurization pipeline to the vaporizer of the cylinder body.

[0003] Air-to-air turbocharging structures, especially in winter, suffer from insufficient self-pressurization capacity. Water-bath turbocharging places high demands on the vaporization capacity of the carburetor itself, which may be insufficient, resulting in reduced gas flow into the engine and affecting engine power. At the same time, the intake air temperature after the turbocharger in current gas-powered vehicle engines is relatively high, and can only be cooled by the intercooler without other cooling devices. This places high demands on the intercooler's heat dissipation, requiring a large heat dissipation area, and also presents difficulties in the placement of the intercooler in the vehicle. Summary of the Invention

[0004] This application provides a piping system to improve the self-pressurization speed and reduce the intake air temperature rise of a gas-powered vehicle. It can solve the technical problems existing in the prior art, such as the water bath supercharging method affecting the engine power in low-temperature environments, and the high intake air temperature after the turbocharger of the existing gas-powered vehicle engine, which puts a heavy burden on the intercooler.

[0005] In a first aspect, embodiments of this application provide a pipeline system for improving the self-pressurization speed and reducing the intake air temperature rise of a gas-powered vehicle, including: an LNG vaporization pipeline, which includes a gas cylinder and a vaporizer for vaporizing LNG and outputting it to the engine; The booster line, which includes a turbocharger and an intercooler, is used to pressurize outside air to form high-temperature and high-pressure gas and to cool the high-temperature and high-pressure gas before delivering it to the engine intake manifold. The thermal coupling zone, the passage between the gas cylinder and the vaporizer, and the passage between the turbocharger and the intercooler all pass through the thermal coupling zone to allow the high-temperature, high-pressure air to exchange heat with the LNG.

[0006] In conjunction with the first aspect, in one embodiment, the LNG vaporization pipeline includes a self-circulating primary heating pipeline and a secondary heating pipeline connected to the engine, both of which pass through a thermal coupling region.

[0007] In one embodiment, the gas cylinder includes a first outlet end, a second outlet end, and an inlet end.

[0008] In one embodiment, the initial heating pipeline is connected to the first outlet end of the gas cylinder and is provided with a pressure regulating valve, a first control valve and a one-way valve in sequence, wherein the outlet end of the one-way valve is connected to the gas inlet end of the gas cylinder.

[0009] In one embodiment, a first main flow channel and a first branch flow channel are provided between the first control valve and the check valve. The first main flow channel connects the first control valve and the check valve and its pipe body passes through the cold and heat coupling area. The first branch flow channel directly connects the first control valve and the check valve. The flow rate and closing state of the first branch flow channel are controlled by the first control valve. The rear pipes of the first main flow channel and the first branch flow channel are closed to connect to the gas cylinder inlet.

[0010] In one embodiment, the secondary heating pipeline connects the second outlet of the gas cylinder and the vaporizer, and a second control valve is provided between the second outlet and the vaporizer, wherein the outlet of the vaporizer is connected to the engine.

[0011] In one embodiment, a second main flow channel and a second branch flow channel are provided between the second control valve and the vaporizer. The second main flow channel connects the second control valve and the vaporizer and its pipe body passes through the cold and heat coupling area. The second branch flow channel directly connects the second control valve and the vaporizer. The flow rate and closing state of the second branch flow channel are controlled by the second control valve. The rear pipes of the second main flow channel and the second branch flow channel are closed to connect to the inlet end of the vaporizer.

[0012] In one embodiment, both the first control valve and the second control valve include a sensing end for detecting pipeline temperature and a valve body end for controlling flow rate and closed state based on pipeline temperature.

[0013] In one embodiment, the carburetor outlet is provided with a buffer tank, and the outlet of the buffer tank is connected to the engine.

[0014] Secondly, this application provides a vehicle equipped with an engine and the aforementioned piping system for increasing the self-pressurization speed of a gas-powered vehicle and reducing the intake air temperature rise, wherein the engine is simultaneously connected to the outlet end of the carburetor in the LNG vaporization pipeline and the outlet end of the intercooler in the pressurization pipeline.

[0015] The beneficial effects of the technical solutions provided in this application include: 1. This application directly exchanges heat between the LNG vaporization pipeline and the high-temperature air after the turbocharger, and uses the waste heat of the turbocharged air to quickly heat the LNG, which significantly improves the vaporization rate and ensures that the engine can still obtain a stable high-pressure gas supply in low-temperature environments, thus avoiding a decrease in power. 2. Traditional water bath carburetors rely on engine coolant for heating, resulting in low efficiency during cold starts. This system efficiently recovers waste heat from the pressurized air, reducing reliance on the engine cooling system and making the LNG vaporization process faster, especially suitable for cold regions or winter operating conditions.

[0016] 3. This application uses a cold and hot energy coupling zone to allow high-temperature pressurized air to exchange heat with low-temperature LNG, and utilizes the cold energy of LNG to pre-cool the pressurized air, which significantly reduces the air temperature before entering the intercooler, reduces the heat dissipation pressure of the intercooler, reduces the heat load, and improves the combustion stability and thermal efficiency of the engine. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 A schematic diagram of a pipeline system for improving the self-pressurization speed and reducing the intake air temperature rise of a natural gas vehicle, as provided in an embodiment of this application. Figure 2 This is a detailed diagram of the pipeline distribution for improving the self-pressurization speed and reducing the intake air temperature rise of a gas-powered vehicle, as provided in an embodiment of this application.

[0019] In the diagram: 1. LNG vaporization pipeline; 101. Primary heating pipeline; 102. Secondary heating pipeline; 103. First main channel; 104. First branch channel; 105. Second main channel; 106. Second branch channel; 2. Pressurization pipeline; 3. Cold and heat energy coupling area. Detailed Implementation

[0020] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0021] Firstly, the embodiments of this application provide a pipeline system for improving the self-pressurization speed and reducing the intake air temperature rise of a gas-powered vehicle. This system can solve the technical problems existing in the prior art, such as the water bath supercharging method affecting the engine power in low-temperature environments, and the high intake air temperature after the turbocharger of the existing gas-powered vehicle engine, which puts a heavy burden on the intercooler.

[0022] Figure 1 This is a schematic diagram of a pipeline system structure for improving the self-pressurization speed and reducing the intake air temperature rise of a natural gas vehicle, as provided in an embodiment of this application. Figure 1 As shown, the pipeline system for improving the self-pressurization speed and reducing the intake temperature rise of a gas-powered vehicle in this application includes an LNG vaporization pipeline 1, a pressurization pipeline 2, and a cold and heat energy coupling area 3. The LNG vaporization pipeline 1 includes a gas cylinder and a vaporizer. The gas cylinder is used to store liquefied natural gas. The gas cylinder is usually installed at the rear of the vehicle or under the chassis. It adopts a vacuum-insulated double-layer structure storage tank to store liquefied natural gas at -162°C. Its volume is designed according to the vehicle requirements, usually 50-200 liters. The vaporizer is generally located near the engine compartment to realize the phase change conversion of liquefied natural gas from liquid to gas. Through heat exchange, LNG is vaporized into combustible natural gas and stably delivered to the engine for combustion. Different types of vaporizers are used depending on the type. This application does not make a specific limitation. The vaporizer and the gas cylinder are connected by a temperature-resistant and pressure-resistant aluminum alloy hard pipe.

[0023] The booster line 2 includes a turbocharger and an intercooler. As a key power enhancement component, the core function of the booster line 2 is to optimize the intake air quality through two-stage treatment. The turbocharger, as the core power component of the system, is used to pressurize the outside air to form high-temperature and high-pressure gas. Existing structures can be selected for the turbocharger, and this application does not limit the specific model. The working mechanism of the turbocharger is generally to use the exhaust gas from the engine to drive the turbine, which drives the coaxial compressor impeller to rotate, so that the intake pressure is significantly increased to 1.5-3 times the atmospheric pressure. However, while this process significantly increases air density, it also inevitably causes the gas temperature to rise sharply, resulting in high-temperature and high-pressure gas. Therefore, an intercooler needs to be installed at the rear end of the turbocharger. The intercooler can perform isobaric cooling on the high-temperature and high-pressure gas, reducing its temperature to the ideal range of 50-80°C, and finally delivering it to the engine intake manifold. The turbocharger is usually installed near the engine exhaust manifold to obtain exhaust gas energy through the shortest path, while the intercooler is installed at different locations at the rear end of the turbocharger depending on the cooling method. The intercooler and the turbocharger are also connected by a temperature- and pressure-resistant aluminum alloy hard pipe.

[0024] The thermal coupling zone 3 is located in the common area of ​​the LNG vaporization pipeline 1 and the booster pipeline 2. Specifically, the channels between the gas cylinder and the vaporizer, as well as the channels between the booster and the intercooler, all pass through the thermal coupling zone 3. First, the high-temperature and high-pressure gas flowing out of the booster passes through the thermal coupling zone 3, rapidly increasing the temperature within the thermal coupling zone 3. During the vaporization of LNG, a large amount of heat is absorbed and cold energy is released. Therefore, before the liquefied natural gas in the gas cylinder is transported to the vaporizer, it passes through the thermal coupling zone 3. The extremely low temperature of the liquefied natural gas can absorb a large amount of heat from the thermal coupling zone 3, causing the temperature of the thermal coupling zone 3 to drop sharply. This reduces the temperature of the high-temperature and high-pressure gas entering the intercooler, thus reducing the heat dissipation burden on the intercooler. At the same time, the high-temperature environment within the thermal coupling zone 3 also increases the temperature of the liquefied natural gas, thereby improving the subsequent vaporization efficiency and reducing the burden on the vaporizer.

[0025] In one possible implementation, the thermal coupling region 3 in this application is preferably a sealed heat storage box structure as the core coupling region. The pipes at the corresponding positions of the LNG vaporization pipeline 1 and the pressurization pipeline 2 pass through the box structure. The box structure is filled with phase change material or high specific heat capacity medium, such as silicone oil or molten salt. In order to increase the contact area between the LNG vaporization pipeline 1 and the pressurization pipeline 2 and the medium, the pipes of the LNG vaporization pipeline 1 and the pressurization pipeline 2 entering the thermal coupling region 3 can be spiral coils or parallel finned tubes to increase the heat exchange area. At the same time, the box structure can also be filled with PCM of different phase change temperatures in layers to meet the requirements of multiple temperature zones.

[0026] Furthermore, Figure 2 Detailed diagram of the pipeline distribution for improving the self-pressurization speed and reducing the intake air temperature rise of a gas-powered vehicle, as provided in the embodiments of this application. Figure 2 As shown, the LNG vaporization pipeline 1 includes a self-circulating primary heating pipeline 101 and a secondary heating pipeline 102 connected to the engine. Both the primary heating pipeline 101 and the secondary heating pipeline 102 pass through the thermal coupling region 3. In actual heating operation, the primary heating pipeline 101 and the secondary heating pipeline 102 can be operated simultaneously or sequentially. However, to ensure optimal heating efficiency, it is preferable to start the primary heating pipeline 101 first. The primary heating pipeline 101 is used for self-pressurization and primary heating of the LNG vaporization pipeline 1. The primary heating pipeline 101 can be regarded as a self-circulation within the LNG vaporization pipeline 1. Low-temperature liquefied natural gas first flows out of the gas cylinder, along the primary heating pipeline 101, passes through the thermal coupling region 3 for primary heating, and then returns to the gas cylinder to complete self-circulation. The secondary heating pipeline 102 is connected to the engine. The liquefied natural gas returning to the gas cylinder then passes through the thermal coupling region 3 again along the secondary heating pipeline 102 for secondary heating, and finally is delivered to the engine.

[0027] Further, see Figure 2 The gas cylinder includes a first outlet, a second outlet, and an inlet. Both the first outlet and the inlet are located on the primary heating pipeline 101. Specifically, the primary heating pipeline 101 is connected to the first outlet of the gas cylinder and is equipped with a pressure regulating valve, a first control valve, and a check valve in sequence. The outlet of the check valve is connected to the gas inlet of the gas cylinder. The pressure regulating valve can stabilize the pipeline pressure and ensure that the liquefied natural gas flowing out of the gas cylinder maintains the set pressure range during the circulation process. The first control valve is used to control the on / off state or flow rate of the liquefied natural gas. The check valve prevents the liquefied natural gas from flowing back and ensures one-way circulation of the medium. The liquefied natural gas flowing out of the check valve has undergone primary vaporization and then returns to the gas cylinder.

[0028] Further, see Figure 2 In the connecting pipeline system between the first control valve and the check valve, two parallel and complementary flow channel structures are mainly designed: one is the first main flow channel 103, and the other is the first branch flow channel 104. These two channels play a crucial role in the transportation and temperature control of liquefied natural gas, jointly ensuring the efficiency and stability of the heat exchange process in the cold and heat energy coupling region 3. Specifically, the first main flow channel 103, as the main path for transporting liquefied natural gas, flows directly through the cold and heat energy coupling region 3. In this region, liquefied natural gas absorbs heat from the high-temperature and high-pressure gas, completing its temperature regulation process. The design of this channel ensures that most of the fluid can exchange energy according to the preset thermodynamic conditions, which is a key part of realizing the core function of the system.

[0029] Simultaneously, the system features a first diversion channel 104, whose operation relies on real-time monitoring of the internal temperature of the primary heating pipeline 101. When the fluid temperature inside the pipeline is detected to be too high or too low, the diversion channel can dynamically divert the liquefied natural gas flowing from the gas cylinder based on this temperature signal and through intelligent control of the first control valve. This structure effectively avoids the problem of low heat exchange efficiency caused by excessive flow fluctuations. It prevents the low-temperature liquefied natural gas from failing to fully absorb heat and vaporize due to excessively high flow rates, and also avoids idle heat exchange capacity due to excessively slow flow rates. Ultimately, this structure significantly improves the overall energy efficiency of the system, enhances operational reliability, and extends equipment lifespan, demonstrating its significant application value in the fields of energy transmission and temperature control.

[0030] Specifically, the first main flow channel 103 connects the first control valve and the check valve, and its pipe body passes through the thermal coupling region 3. The first branch flow channel 104 directly connects the first control valve and the check valve, and its flow rate and closing status are controlled by the first control valve. The rear pipes of the first main flow channel 103 and the first branch flow channel 104 are closed to connect to the gas cylinder inlet. The first main flow channel 103 and the first branch flow channel 104 branch from the first control valve. The difference is that the first main flow channel 103 first passes through the thermal coupling region 3 before connecting to the check valve, while the first branch flow channel 104 directly connects to the first control valve and the check valve. Subsequently, the first main flow channel 103 and the first branch flow channel 104 merge into a single pipeline at the outlet of the check valve, which together connects to the gas cylinder inlet.

[0031] Further, see Figure 2 The secondary heating pipeline 102, as another important circulating heating unit in the system, has its inlet end connected to the second outlet port of the gas cylinder, while its outlet end is finally connected to the input end of the vaporizer, forming a complete auxiliary heating loop. This pipeline is also laid out within the cold and heat energy coupling area 3 of the system, ensuring that it is in an environment where efficient heat exchange can be carried out throughout.

[0032] The working medium flowing into the secondary heating pipeline 102 may no longer be pure liquefied natural gas, but rather a natural gas fluid in a gas-liquid two-phase mixed state after being vaporized by the primary heating pipeline 101. When these partially vaporized media flow through the cold and heat energy coupling region 3, they will continue to undergo deep heat exchange with the heat source in the cold and heat energy coupling region 3, thereby further absorbing ambient heat and completing a more complete and stable secondary vaporization process.

[0033] First, by utilizing the waste heat or active heat source in the cold-heat coupling zone 3 to reheat the fluid, the temperature and phase change completion of the natural gas can be significantly improved, reducing its heat load requirement when entering the vaporizer. Second, this process continues to extract cold energy from the cold-heat coupling zone 3, helping to maintain the thermal balance in this zone, thereby effectively reducing the operating pressure on heat dissipation components such as the intercooler and improving the overall thermal management efficiency of the system. Finally, the natural gas, after secondary heating and vaporization, has more stable fluid characteristics and a significantly improved gas phase ratio. This not only reduces flow resistance but also creates favorable conditions for the efficient and stable operation of the subsequent final vaporizer. Ultimately, the natural gas, fully preheated by the secondary heating pipeline 102, will be transported into the vaporizer for a final, constant-temperature, constant-pressure complete vaporization to meet output requirements. This staged heating and step-by-step vaporization design effectively improves the system's heat recovery efficiency and operational reliability.

[0034] A second control valve is provided between the second outlet and the carburetor. The carburetor outlet is connected to the engine. A second main flow channel 105 and a second branch flow channel 106 are provided between the second control valve and the carburetor. The second main flow channel 105 connects the second control valve and the carburetor, and its pipe body passes through the thermal coupling region 3. The second branch flow channel 106 directly connects the second control valve and the carburetor. Its flow rate and closing state are controlled by the second control valve. The rear pipes of the second main flow channel 105 and the second branch flow channel 106 are closed to connect to the carburetor inlet. The difference between the second main flow channel 105 and the second branch flow channel 106 is that the second main flow channel 105 passes through the thermal coupling region 3 before connecting to the carburetor, while the second branch flow channel 106 directly connects the second control valve and the carburetor. Subsequently, the second main flow channel 105 and the second branch flow channel 106 merge into a single pipe at the carburetor outlet, which is connected to the engine.

[0035] In the above-mentioned pipeline system, the second main channel 105 and the first main channel 103 are functionally parallel. Both serve as the basic path for transporting liquefied natural gas and guide the fluid through the cold and heat energy coupling region 3 to complete the necessary heat exchange process. When passing through the cold and heat energy coupling region 3, the low-temperature liquefied natural gas exchanges heat with the high-temperature and high-pressure air in the cold and heat energy coupling region 3, thereby achieving its initial heating and vaporization. This process is the core link for the system to realize energy recovery and fluid phase change.

[0036] The second diversion channel 106 operates with the same regulation logic as the first diversion channel 104, together forming the system's intelligent flow control mechanism. Its function is based on real-time monitoring signals of the temperature within the corresponding pipe section: when an abnormal fluid temperature is detected, indicating that the flow rate may exceed or fall below the optimal range for the current heat exchange conditions, the second control valve controls the second diversion channel 106 to selectively open and close, and to divert the flow. This mechanism can promptly guide a portion of the fluid to the bypass or return path, preventing a sudden increase in heat load and insufficient heat exchange in the cold-heat coupling area 3 due to excessive instantaneous flow, or idle heat energy and reduced equipment efficiency due to insufficient flow. This ensures that the fluid in the main channel remains within the design flow range, guaranteeing the stability and efficiency of the vaporization process.

[0037] By coordinating the dual main flow channels and dual branch flow channels, the system not only improves the capacity and redundancy of fluid handling, but also enhances the ability to precisely control the heat exchange process under all operating conditions.

[0038] Further, see Figure 2In this system, both the first and second control valves adopt valve body structures with temperature sensing and flow regulation functions. Each control valve contains two core parts: one is a sensing end for real-time detection of the fluid temperature in the pipeline, which is usually implemented using a temperature sensor; the other is a valve body end that can adjust the channel opening and on / off state according to the detected temperature signal, which is usually an electrically or electro-hydraulic driven regulating valve or on / off valve.

[0039] Specifically, the sensing end of the first control valve is preferably located at the contact end between the primary heating pipeline 101 and the first control valve, and is responsible for monitoring the real-time temperature of the liquefied natural gas in the pipeline; while the sensing end of the second control valve is installed at the same position in the secondary heating pipeline 102, and is used to detect the temperature of the liquefied natural gas after preliminary vaporization. Both the first control valve and the second control valve have preset temperature thresholds for triggering control, and their settings follow the thermodynamic design principle of the system, that is, the preset temperature threshold of the first control valve is not higher than the preset temperature threshold of the second control valve.

[0040] The first and second control valves are controlled by a higher-level control system. This system continuously acquires temperature data from the sensing terminals of both valves and compares it to preset thresholds. When the temperature reading in either pipeline exceeds its corresponding preset threshold, the higher-level system determines that the current state is abnormal, such as insufficient heat exchange or reduced cooling capacity. It then sends commands to the corresponding first and second control valves, driving them to perform adjustment actions, such as reducing the opening to limit flow or, in extreme cases, completely closing the passage. This promptly restores the system's thermal balance and flow stability, ensuring the reliability and efficiency of the vaporization process. The higher-level control system can be an independently configured control unit or controlled by the vehicle control system; this application does not impose any specific restrictions. When the pipeline temperature exceeds the temperature threshold, the higher-level control system controls the first and second control valves to perform corresponding actions.

[0041] Taking the first control valve as an example, the aforementioned "execute corresponding actions based on pipeline temperature" specifically refers to the following: when the temperature sensor deployed on the primary heating pipeline 101 detects that the temperature of the fluid inside the pipe is higher than the preset temperature threshold of the first control valve, this state indicates that the temperature of the liquefied natural gas flowing through the pipeline is relatively high. Compared with the fluid in a low-temperature state, its heat absorption capacity per unit mass (i.e., heat absorption potential energy) is reduced when flowing through the cold and heat energy coupling region 3, and the heat exchange driving force is weakened. The flow rate through the cold and heat energy coupling region 3 can be increased to ensure that more heat is absorbed. At this time, the port of the valve body end of the first control valve connected to the first diversion channel 104 can be directly closed or its opening degree can be reduced, so that more liquefied natural gas flows to the first main channel 103. By increasing the flow rate of liquefied natural gas, even if its heat absorption capacity is weakened, liquefied natural gas can still extract more cold energy from the cold and heat energy coupling region 3 per unit time, thereby ensuring that the heat of the cold and heat energy coupling region 3 is more fully exchanged and utilized.

[0042] When the temperature of the initial heating pipeline 101 is lower than the preset temperature threshold of the first control valve, it indicates that the heat absorption potential of the liquefied natural gas is normal. Then, the valve body end of the first control valve connected to the first diversion channel 104 can be opened or its opening degree increased, so that the first diversion channel 104 participates in the diversion action to ensure that the liquefied natural gas flows in a stable state. At the same time, the participation of the first diversion channel 104 also accelerates the self-circulation speed of the liquefied natural gas. During this process, the first main channel 103 always remains in a flowing state.

[0043] When the temperature of the secondary heating pipeline 102 is higher than the preset temperature threshold of the second control valve, it indicates that the liquefied natural gas has reached the temperature standard for final vaporization. The second control valve can then be controlled to open the second diversion channel 106, allowing the liquefied natural gas to enter the vaporizer sequentially via the first diversion channel 104 and the second diversion channel 106 for final vaporization. When the temperature of the secondary heating pipeline 102 is lower than the preset temperature threshold of the second control valve, it indicates that the liquefied natural gas still needs reheating. In this case, the second control valve can be controlled to close the second diversion channel 106 or reduce its flow rate, allowing more liquefied natural gas to undergo secondary heating via the second main channel 105 to improve vaporization efficiency. During this process, the second main channel 105 remains in a continuous flow state.

[0044] In actual operation, the engine load is constantly changing, and its instantaneous fuel consumption fluctuates significantly, leading to instability in natural gas demand. If the vaporized natural gas is directly supplied to the engine, sudden changes in gas consumption can easily cause drastic pressure changes in the gas supply pipeline. For example, a sudden pressure drop can lead to unstable engine power output or even engine stalling, while a sudden pressure rise may threaten pipeline sealing and component safety. Therefore, a buffer tank is installed between the carburetor and the engine. This buffer tank, as a gas storage device with a certain volume, can accumulate a portion of gaseous natural gas when the engine's gas consumption is low, and release the stored gas when gas consumption suddenly increases, thereby significantly smoothing pressure fluctuations in the pipeline and playing a "peak shaving and valley filling" role. By maintaining a relatively stable output gas pressure, the buffer tank provides a continuous and stable fuel supply to the engine, which is an important guarantee for its reliable operation. The buffer tank can adopt the medium and low pressure gas storage tank structure commonly used in the pressure vessel field, such as a vertical or horizontal tank with a safety valve and pressure gauge. This application does not limit its specific structural form; any conventional design that can achieve gas storage and pressure stabilization functions is applicable to this system.

[0045] Secondly, this application provides a vehicle equipped with an engine and the aforementioned piping system for increasing the self-pressurization speed of a gas-powered vehicle and reducing the intake air temperature rise, wherein the engine is simultaneously connected to the outlet end of the carburetor in the LNG vaporization pipeline 1 and the outlet end of the intercooler in the pressurization pipeline 2.

[0046] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0047] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0048] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A piping system for improving the self-boosting speed of a gas vehicle and reducing the intake temperature rise, characterized in that, The application relates to a pipeline system for improving the self-pressurization speed and reducing the intake temperature rise of a gas vehicle. The pipeline system comprises an LNG vaporization pipeline (1) comprising a gas cylinder and a vaporizer for outputting LNG vaporized into an engine; a pressurization pipeline (2) comprising a pressurizer and an intercooler for pressurizing external air into high-temperature and high-pressure gas and cooling the high-temperature and high-pressure gas to be delivered to an engine intake manifold; and a cold-heat energy coupling region (3) through which a channel between the gas cylinder and the vaporizer and a channel between the pressurizer and the intercooler pass to exchange heat between the high-temperature and high-pressure air and the LNG. The LNG vaporization pipeline (1) comprises a self-circulating primary heating pipeline (101) and a secondary heating pipeline (102) connected to the engine, and the primary heating pipeline (101) and the secondary heating pipeline (102) pass through the cold-heat energy coupling region (3). The gas cylinder comprises a first outflow end, a second outflow end and an inflow end.

2. A piping system for improving the self-boosting speed and reducing the intake temperature rise of a gas vehicle according to claim 1, characterized in that: The primary heating pipeline (101) is connected to the first outflow end of the gas cylinder and is sequentially provided with a pressure regulating valve, a first control valve and a one-way valve, and the one-way valve outflow end is connected to the gas cylinder inflow end.

3. A piping system for improving the self-boosting speed and reducing the intake temperature rise of a gas vehicle according to claim 2, characterized in that: A first main flow channel (103) and a first branch flow channel (104) are arranged between the first control valve and the one-way valve, the first main flow channel (103) is connected to the first control valve and the one-way valve and the pipe body thereof passes through the cold-heat energy coupling region (3), the first branch flow channel (104) is directly connected to the first control valve and the one-way valve, the first branch flow channel (104) controls the flow and the closed state through the first control valve, and the rear end pipes of the first main flow channel (103) and the first branch flow channel (104) are closed to be connected to the gas cylinder inflow end.

4. The pipe system for improving the self-boosting speed and reducing the intake temperature rise of a gas vehicle according to claim 3, characterized in that: The secondary heating pipeline (102) is connected to the second outflow end of the gas cylinder and the vaporizer, and a second control valve is arranged between the second outflow end and the vaporizer, and the vaporizer outflow end is connected to the engine.

5. A piping system for improving the self-boosting speed and reducing the intake temperature rise of a gas vehicle according to claim 4, characterized in that: A second main flow channel (105) and a second branch flow channel (106) are arranged between the second control valve and the vaporizer, the second main flow channel (105) is connected to the second control valve and the vaporizer and the pipe body thereof passes through the cold-heat energy coupling region (3), the second branch flow channel (106) is directly connected to the second control valve and the vaporizer, the second branch flow channel (106) controls the flow and the closed state through the second control valve, and the rear end pipes of the second main flow channel (105) and the second branch flow channel (106) are closed to be connected to the vaporizer inflow end.

6. A piping system for improving the self-boosting speed and reducing the intake temperature rise of a gas vehicle according to claim 4, characterized in that: The first control valve and the second control valve each comprise a sensing end for detecting the pipe temperature and a valve body end for controlling the flow and the closed state according to the pipe temperature.

7. A piping system for improving the self-boosting speed and reducing the intake temperature rise of a gas vehicle according to claim 6, characterized in that: The vaporizer outflow end is provided with a buffer tank, and the buffer tank outflow end is connected to the engine.

8. A piping system for improving the self-boosting speed and reducing the intake temperature rise of a gas vehicle according to claim 6, characterized in that: The vehicle is provided with an engine and the pipeline system for improving the self-pressurization speed and reducing the intake temperature rise of a gas vehicle according to any one of claims 1-9, and the engine is simultaneously connected to the vaporizer outflow end in the LNG vaporization pipeline (1) and the intercooler outflow end in the pressurization pipeline (2).

9. A piping system for increasing the self-boosting speed and reducing the intake temperature rise of a gas vehicle according to claim 1, characterized in that: ​ 10. A vehicle characterized by comprising: ​

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