A control method and system for preventing aging of hydrogen engine aftertreatment system

Abstract

This invention relates to a control method and system for preventing the aging of an aftertreatment system in a hydrogen engine. The invention includes acquiring the current operating conditions of the hydrogen engine and determining the set hydrogen injection quantity corresponding to the hydrogen injection valve; acquiring a first exhaust temperature at the inlet of the SCR module and a second exhaust temperature at the outlet of the ASC module; obtaining the effective temperature of the aftertreatment catalyst based on the average of the first and second exhaust temperatures; and, in response to the effective temperature reaching 600°C or higher but not exceeding 650°C, limiting the injection quantity of the current hydrogen injection valve to reduce the exhaust temperature of the hydrogen engine, thereby lowering the effective temperature below a predetermined aging threshold for the SCR module. This invention solves the problem of performance degradation due to high-temperature hydrothermal aging in the aftertreatment system, enabling the aftertreatment system to maintain high nitrogen oxide conversion efficiency throughout the entire lifespan of the hydrogen engine.

Description

Technical Field

[0001] This invention relates to the field of hydrogen engine technology, and in particular to a control method and system for preventing the aging of hydrogen engine aftertreatment systems. Background Technology

[0002] A hydrogen engine typically refers to a hydrogen combustion power system based on an internal combustion engine structure. Its basic working principle is similar to that of traditional gasoline and diesel engines, all falling under the category of internal combustion engines. A hydrogen engine mixes hydrogen and air in the cylinder and ignites it with a spark plug, causing the mixture to burn and produce high-temperature, high-pressure gas. This gas then pushes the piston to do work, thereby outputting mechanical energy. Because it can fully inherit the design system, manufacturing process, and supply chain of existing internal combustion engines, hydrogen engines can be modified from traditional engine platforms, making it one of the important technological pathways to achieve low-carbon or even zero-carbon power.

[0003] In terms of the working cycle, hydrogen engines are similar to gasoline engines, still including four strokes: intake, compression, power, and exhaust. However, hydrogen has significantly different physicochemical properties from traditional fuels, including low ignition energy, fast flame propagation speed, short quenching distance, and low volumetric energy density at room temperature and pressure. These characteristics bring both the potential for efficient combustion and engineering challenges such as backfire, knocking, and hydrogen supply efficiency. Based on different application requirements, hydrogen engines currently mainly adopt two types of fuel injection technology routes:

[0004] Port injection includes two methods: low-pressure port injection and high-pressure port injection. This method injects hydrogen into the intake manifold during the intake stroke, where it premixes with air before entering the cylinder. Port injection has a relatively simple structure, making it easy to modify existing gasoline engine platforms. However, under high-load conditions, it is prone to backfire due to residual heat and hot spots. Furthermore, because hydrogen occupies a larger intake volume, volumetric efficiency decreases, affecting engine power.

[0005] Direct injection, a technology that injects high-pressure hydrogen directly into the cylinder at the end of the compression stroke, fundamentally avoids the backfire problem of port injection schemes and can achieve higher thermal efficiency under high compression ratio conditions, making it a major current research and development direction. However, direct injection places higher demands on injection pressure, injector pressure resistance, sealing, and combustion chamber structure, significantly increasing system cost and technical complexity.

[0006] Hydrogen engines offer advantages such as zero carbon emissions, high power output, low requirements for hydrogen purity, and compatibility with various fuels (hydrogen / methane, hydrogen / ammonia, etc.), enabling them to provide power performance comparable to diesel engines in scenarios such as heavy-duty commercial vehicles and construction machinery. Furthermore, this technological approach can fully leverage the existing internal combustion engine industry base, facilitating a smooth transition of the existing manufacturing system towards green power.

[0007] Hydrogen engines still face several key technological bottlenecks in practical applications, including nitrogen oxide (NOx) generation control, backfire suppression, safety and cost of high-pressure hydrogen storage. Among these, NOx emissions are the main pollutant from hydrogen engines. Although hydrogen combustion does not produce carbon-based exhaust gases, under high-temperature combustion conditions, nitrogen in the air reacts with oxygen to form NOx. Therefore, hydrogen engines typically employ after-treatment systems similar to those used in diesel engines, including SCR (Selective Catalytic Reduction) modules and ASC (Ammonia Leakage Catalyst) modules, to meet emission regulations.

[0008] SCR (Sequencing Catalytic Reduction) modules are currently the most widely used and efficient NOx aftertreatment technology, especially suitable for hydrogen engines with high NOx emissions under lean-burn conditions. By injecting a urea solution into the exhaust pipe as a reducing agent, urea decomposes at high temperatures to produce ammonia. The ammonia then reacts with NOx in the exhaust gas on the surface of the SCR catalyst, generating harmless nitrogen and water, achieving a deep conversion of NOx.

[0009] Core reaction equation:

[0010] NOx reacts with NH3 in the presence of a catalyst to produce N2 and H2O. The basic reaction is as follows:

[0011] NOx + NH3 → N2 + H2O.

[0012] The post-processing system consists of the following components:

[0013] Urea tanks are used to store urea solutions.

[0014] Urea pumps and nozzles are used to precisely control the metering and spraying of urea solution;

[0015] The SCR module is the core purification device, and its internal carrier is usually coated with vanadium-based catalyst or metal-modified zeolite catalyst.

[0016] NOx sensors are placed before and after the SCR catalyst to achieve NOx concentration monitoring and closed-loop control.

[0017] The ASC module, typically installed downstream of the SCR module, is a key purification unit for controlling ammonia escape. It further converts excess ammonia not consumed during the SCR reaction, preventing direct ammonia emissions that could cause odors or secondary pollution. On the ASC catalyst, excess ammonia is oxidized to nitrogen and water, further reducing the ammonia content in the exhaust gas. A typical reaction is as follows:

[0018] 4NH3 + 3O2 → 2N2 + 6H2O.

[0019] Therefore, the combination of SCR and ASC modules can simultaneously achieve efficient NOx conversion and ammonia slip suppression, making it the most widely used technology in hydrogen engine aftertreatment systems.

[0020] However, the exhaust temperature of hydrogen engines is usually higher than that of traditional gasoline and diesel engines. Under typical operating conditions such as high load and high speed, the temperature of the SCR module will rise rapidly. The SCR catalyst is prone to hydrothermal aging at high temperatures, and its active components will undergo structural collapse, accelerating the aging of the SCR module. This leads to a significant decrease in nitrogen oxide conversion efficiency and affects the long-term reliability of the aftertreatment system. Summary of the Invention

[0021] Therefore, the present invention provides a control method and system for preventing the aging of the aftertreatment system of a hydrogen engine, aiming to solve the problem of performance degradation due to high-temperature hydrothermal aging of the aftertreatment system and to achieve high nitrogen oxide conversion efficiency of the aftertreatment system throughout the entire life of the hydrogen engine.

[0022] To address the aforementioned technical problems, this invention provides a control method for preventing the aging of a hydrogen engine aftertreatment system. The method is applied to a hydrogen engine aftertreatment system, which includes a urea nozzle, an SCR module, and an ASC module. The hydrogen engine's intake and exhaust ends are connected to an intake duct and an exhaust pipe, respectively. A hydrogen injection valve is arranged on the intake duct for injecting hydrogen into it. After mixing with air in the intake duct, the hydrogen enters the hydrogen engine for combustion and power generation. The urea nozzle is located inside the exhaust pipe for injecting a urea aqueous solution into the exhaust. The urea nozzle, the SCR module, and the ASC module are arranged sequentially from upstream to downstream along the hydrogen engine's exhaust pipe.

[0023] The control method includes:

[0024] Obtain the current operating conditions of the hydrogen engine and determine the set hydrogen injection quantity corresponding to the hydrogen injection valve;

[0025] Obtain the first exhaust temperature at the inlet of the SCR module and the second exhaust temperature at the outlet of the ASC module;

[0026] The effective temperature of the aftertreatment catalyst is obtained based on the average of the first exhaust temperature and the second exhaust temperature.

[0027] In response to the effective temperature reaching 600°C or higher but not exceeding 650°C, the injection volume of the current hydrogen injection valve is limited to reduce the exhaust temperature of the hydrogen engine, thereby lowering the effective temperature below a predetermined aging threshold for the SCR module, wherein:

[0028] When the effective temperature is in the range of 600℃ to 610℃, the injection volume of the current hydrogen injection valve is controlled to 96% of the set injection volume;

[0029] When the effective temperature is in the range of 610℃ to 620℃, the injection volume of the current hydrogen injection valve is controlled to 92% of the set injection volume;

[0030] When the effective temperature is in the range of 620℃ to 630℃, the injection volume of the current hydrogen injection valve is controlled to 88% of the set injection volume;

[0031] When the effective temperature is in the range of 630℃ to 640℃, the injection volume of the current hydrogen injection valve is controlled to 84% of the set injection volume;

[0032] When the effective temperature is in the range of 640℃ to 650℃, the injection volume of the current hydrogen injection valve is controlled to 80% of the set injection volume.

[0033] In one embodiment of the invention, in response to the effective temperature being less than 600°C, the injection volume of the current hydrogen injection valve is not limited.

[0034] In one embodiment of the invention, in response to the effective temperature exceeding 650°C, the injection volume of the current hydrogen injection valve is controlled to 50% of the set injection volume.

[0035] In one embodiment of the present invention, the predetermined aging threshold is 600°C.

[0036] In one embodiment of the present invention, the relationship between the operating conditions of the hydrogen engine and the set hydrogen injection quantity corresponding to the hydrogen injection valve is obtained through pre-calibration.

[0037] The present invention also provides a control system for preventing aging of the aftertreatment system of a hydrogen engine, comprising:

[0038] A hydrogen engine, with an intake duct and an exhaust pipe connected to its intake and exhaust ends, respectively.

[0039] A hydrogen injection valve is arranged on the air intake duct for injecting hydrogen into the air intake duct;

[0040] A urea nozzle is disposed inside the exhaust pipe for spraying an aqueous urea solution into the exhaust gas;

[0041] The SCR module is located downstream of the urea nozzle;

[0042] The ASC module is located downstream of the SCR module;

[0043] The first exhaust temperature sensor is used to detect the first exhaust temperature at the inlet of the SCR module.

[0044] The second exhaust temperature sensor is used to detect the second exhaust temperature at the outlet of the ASC module.

[0045] The engine controller is electrically connected to the hydrogen injection valve, the urea nozzle, the first exhaust temperature sensor, and the second exhaust temperature sensor, respectively.

[0046] The engine controller is configured to execute a control method for preventing aging of the hydrogen engine aftertreatment system.

[0047] In one embodiment of the present invention, the SCR module employs a copper-based molecular sieve SCR catalyst.

[0048] The technical solution of the present invention has the following advantages compared with the prior art:

[0049] This invention discloses a control method and system for preventing the aging of a hydrogen engine aftertreatment system. It uses the average of the SCR inlet exhaust temperature and the ASC outlet exhaust temperature as the effective temperature of the catalyst. By limiting the injection quantity in different zones, the effective temperature is controlled below a predetermined aging threshold, preventing the SCR catalyst from being exposed to the high-temperature hydrothermal aging sensitive temperature range for extended periods. This significantly reduces the rate of catalyst activity loss and improves the long-term stability of the aftertreatment system. By dividing the system into multiple continuous temperature zones and implementing differentiated injection quantity reduction ratios within each zone, the control precision of hydrogen injection quantity limitation is improved. While suppressing excessively high exhaust temperatures, the impact on engine output performance is minimized, achieving an optimized balance between temperature control and power demand, and avoiding significant power loss due to drastic reductions in injection quantity. Attached Figure Description

[0050] To make the content of this invention easier to understand, the invention will be further described in detail below with reference to specific embodiments and accompanying drawings.

[0051] Figure 1 This is a flowchart of the control method for preventing aging of the hydrogen engine aftertreatment system according to the present invention.

[0052] Figure 2 This is a structural diagram of the hydrogen engine aftertreatment system of the present invention.

[0053] Figure 3 This is a diagram illustrating the control strategy for preventing the aging of the hydrogen engine aftertreatment system according to the present invention.

[0054] Figure 4 This is a comparison curve of the conversion efficiency of fresh and aged samples of the present invention at different exhaust temperatures.

[0055] Explanation of reference numerals on the accompanying drawings:

[0056] 1. Hydrogen injection valve;

[0057] 2. Air intake;

[0058] 3. Hydrogen engine;

[0059] 4. Exhaust pipe;

[0060] 5. Urea nozzle;

[0061] 6. SCR module;

[0062] 7. ASC module;

[0063] 8. First row of temperature sensors;

[0064] 9. Second row of temperature sensors;

[0065] 10. Engine controller. Detailed Implementation

[0066] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, so that those skilled in the art can better understand and implement the present invention. However, the embodiments described are not intended to limit the present invention.

[0067] In this invention, when directions (up, down, left, right, front, and back) are described, it is only for the convenience of describing the technical solution of this invention, and does not indicate or imply that the technical features referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this invention.

[0068] In this invention, "several" means one or more, "multiple" means two or more, "greater than," "less than," "exceeding," etc., are understood to exclude the stated number; "above," "below," "within," etc., are understood to include the stated number. In the description of this invention, the terms "first" and "second" are used only to distinguish technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0069] In this invention, unless otherwise explicitly defined, the terms "setting," "installing," and "connecting" should be interpreted broadly. For example, they can refer to a direct connection or an indirect connection through an intermediate medium; a fixed connection, a detachable connection, or an integrally formed connection; a mechanical connection, an electrical connection, or a connection capable of mutual communication; or the internal connection of two components or the interaction between two components. Those skilled in the art can reasonably determine the specific meaning of the above terms in this invention based on the specific content of the technical solution.

[0070] Example 1

[0071] Reference Figures 1 to 3 As shown in this embodiment, a control method for preventing aging of a hydrogen engine aftertreatment system is applied to the aftertreatment system of a hydrogen engine 3. The aftertreatment system of the hydrogen engine 3 includes a urea nozzle 5, an SCR module 6, and an ASC module 7. The intake end and exhaust end of the hydrogen engine 3 are respectively connected to an intake duct 2 and an exhaust pipe 4. A hydrogen injection valve 1 is arranged on the intake duct 2 for injecting hydrogen into the intake duct 2. After the hydrogen mixes with air in the intake duct 2, it enters the hydrogen engine 3 for combustion and power generation. The urea nozzle 5 is set in the exhaust pipe 4 for injecting a urea aqueous solution into the exhaust. The urea nozzle 5, the SCR module 6, and the ASC module 7 are arranged sequentially from upstream to downstream along the exhaust pipe 4 of the hydrogen engine 3.

[0072] The control method includes:

[0073] S1. Obtain the current operating condition of the hydrogen engine 3 and determine the set hydrogen injection quantity corresponding to the hydrogen injection valve 1; wherein, the relationship between the operating condition of the hydrogen engine 3 and the set hydrogen injection quantity corresponding to the hydrogen injection valve 1 is obtained through pre-calibration;

[0074] S2. Obtain the first exhaust temperature t1 at the inlet of the SCR module 6 and the second exhaust temperature t2 at the outlet of the ASC module 7;

[0075] S3. Based on the average value of the first exhaust temperature t1 and the second exhaust temperature t2, the effective temperature t of the aftertreatment catalyst is obtained.

[0076] S4. In response to the effective temperature t being less than 600°C, the injection volume of the current hydrogen injection valve 1 is not limited; in response to the effective temperature t reaching 600°C or higher but not exceeding 650°C, the injection volume of the current hydrogen injection valve 1 is limited to reduce the exhaust temperature of the hydrogen engine 3, so that the effective temperature t is reduced to below the predetermined aging threshold of the SCR module 6, where the predetermined aging threshold is 600°C; wherein:

[0077] When the effective temperature t is in the range of 600℃~610℃, the injection volume of the current hydrogen injection valve 1 is controlled to 96% of the set injection volume;

[0078] When the effective temperature t is in the range of 610℃~620℃, the injection volume of the current hydrogen injection valve 1 is controlled to 92% of the set injection volume;

[0079] When the effective temperature t is in the range of 620℃~630℃, the injection volume of the current hydrogen injection valve 1 is controlled to 88% of the set injection volume;

[0080] When the effective temperature t is in the range of 630℃~640℃, the injection volume of the current hydrogen injection valve 1 is controlled to 84% of the set injection volume;

[0081] When the effective temperature t is in the range of 640℃ to 650℃, the injection volume of the current hydrogen injection valve 1 is controlled to 80% of the set injection volume.

[0082] Specifically, in response to the effective temperature t exceeding 650°C, the injection quantity of the current hydrogen injection valve 1 is controlled to 50% of the set injection quantity. When the effective temperature t exceeds 650°C, the hydrogen injection quantity is directly limited to half of the set value to rapidly reduce the exhaust temperature and prevent irreversible damage to the catalyst under extreme high-temperature conditions.

[0083] By employing the aforementioned graded injection limitation strategy based on temperature ranges, the time the SCR module spends in the high hydrothermal load range can be effectively reduced while ensuring engine power performance as much as possible, thereby significantly delaying the aging process of the aftertreatment system.

[0084] Studies have shown that the water content in the exhaust of hydrogen engines is significantly higher than that of conventional diesel engines, reaching up to approximately 30%. High moisture content in exhaust significantly accelerates the hydrothermal aging of aftertreatment catalysts, leading to a marked decline in their activity. (Reference) Figure 4 As shown, this is a comparison curve of the conversion efficiency of a copper-based molecular sieve SCR catalyst after 100 hours of aging under exhaust conditions of 650℃ and 30% water concentration, compared with that of a fresh sample at different exhaust temperatures. The horizontal axis represents the operating point number, corresponding to exhaust temperatures of 220℃, 250℃, 300℃, 350℃, 400℃, 450℃, 500℃, 550℃, and 600℃, respectively; the vertical axis represents the NOx conversion efficiency of the catalyst. The curves show that the conversion efficiency of both the old and new catalysts gradually increases with increasing temperature, reaching its peak near 350℃, and then slightly decreasing at higher temperatures. The overall efficiency of the aged catalyst is significantly lower than that of the fresh sample, indicating that both high water concentration and high exhaust temperature lead to a severe decline in catalyst performance.

[0085] To mitigate catalyst aging, exhaust temperatures were collected before and after SCR module 6 and ASC module 7, and their average value t was taken as the effective operating temperature t of the aftertreatment catalyst, i.e., t = 1 / 2*(t1+t2). Experimental results show that when the effective temperature t is below 600℃, even with a high exhaust water concentration, the catalyst aging rate remains low. This method proposes a control strategy to suppress catalyst hydrothermal aging. The effective temperature t is divided into five ranges: 600-610℃, 610-620℃, 620-630℃, 630-640℃, and 640-650℃. When the effective temperature t falls within the corresponding range, the engine controller 10 reduces the injection quantity of hydrogen injection valve 1 in stages to lower the engine load, thereby suppressing further increases in exhaust temperature.

[0086] The aforementioned temperature-range-based graded control strategy effectively prevents the aftertreatment catalyst of the hydrogen engine 3 from operating within the temperature range of rapid hydrothermal aging, thus achieving the goal of preventing catalyst aging. Simultaneously, precise control is implemented on the hydrogen injection valve 1, maximizing the power output of the hydrogen engine 3 while reducing exhaust temperature. By dividing the system into multiple continuous temperature ranges and implementing differentiated injection reduction ratios within each range, the control precision of hydrogen injection quantity limits is improved. This approach minimizes the impact on engine output performance while suppressing excessively high exhaust temperatures, achieving an optimized balance between temperature control and power demand, and avoiding significant power loss due to drastic reductions in injection quantity.

[0087] Example 2

[0088] Based on the same inventive concept, this embodiment provides a control system for preventing the aging of a hydrogen engine aftertreatment system. The principle of solving the problem is similar to that of the control method for preventing the aging of a hydrogen engine aftertreatment system, and the repeated parts will not be described again.

[0089] This embodiment provides a control system for preventing the aging of a hydrogen engine aftertreatment system, including:

[0090] The hydrogen engine 3 has an air intake duct 2 and an exhaust pipe 4 connected to its air intake end and exhaust end, respectively.

[0091] Hydrogen injection valve 1 is arranged on the air intake duct 2 and is used to inject hydrogen into the air intake duct 2;

[0092] A urea nozzle 5 is disposed inside the exhaust pipe 4 and is used to spray a urea aqueous solution into the exhaust gas;

[0093] SCR module 6 is arranged downstream of the urea nozzle 5; the SCR module 6 uses a copper-based molecular sieve SCR catalyst.

[0094] ASC module 7 is located downstream of SCR module 6;

[0095] The first exhaust temperature sensor 8 is used to detect the first exhaust temperature t1 at the inlet of the SCR module 6;

[0096] The second exhaust temperature sensor 9 is used to detect the second exhaust temperature t2 at the outlet of the ASC module 7.

[0097] The engine controller 10 is electrically connected to the hydrogen injection valve 1, the urea nozzle 5, the first exhaust temperature sensor 8, and the second exhaust temperature sensor 9, respectively.

[0098] The engine controller 10 is configured to execute a control method for preventing aging of the hydrogen engine aftertreatment system.

[0099] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0100] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0101] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0102] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0103] Finally, it should be noted that the above specific embodiments are only used to illustrate the technical solutions of the present invention and not to limit it. Although the present invention has been described in detail with reference to examples, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A control method of preventing aging of a hydrogen engine aftertreatment system, characterized by, The application is applied to a hydrogen engine (3) aftertreatment system, the hydrogen engine (3) aftertreatment system includes a urea nozzle (5), an SCR module (6) and an ASC module (7); the intake end and the exhaust end of the hydrogen engine (3) are respectively communicated with an air inlet (2) and an exhaust pipe (4), a hydrogen injection valve (1) is arranged on the air inlet (2) and is used for injecting hydrogen into the air inlet (2); hydrogen is mixed with air in the air inlet (2) and then enters the hydrogen engine (3) to burn and do work, the urea nozzle (5) is arranged in the exhaust pipe (4) and is used for injecting urea water solution into exhaust gas; the urea nozzle (5), the SCR module (6) and the ASC module (7) are arranged in sequence from upstream to downstream along the exhaust pipe (4) of the hydrogen engine (3); The control method comprises: obtaining the current operating condition of the hydrogen engine (3) to determine the corresponding set hydrogen injection amount of the hydrogen injection valve (1); obtaining the first exhaust temperature of the inlet of the SCR module (6) and the second exhaust temperature of the outlet of the ASC module (7); obtaining the effective temperature of the aftertreatment catalyst according to the average value of the first exhaust temperature and the second exhaust temperature; in response to the effective temperature reaching 600 DEG C and above and not exceeding 650 DEG C, limiting the injection amount of the current hydrogen injection valve (1) to reduce the exhaust temperature of the hydrogen engine (3) and make the effective temperature reduce to below the predetermined aging threshold value of the SCR module (6), wherein: when the effective temperature is in the interval of 600 DEG C to 610 DEG C, the injection amount of the current hydrogen injection valve (1) is controlled to be 96% of the set injection amount; when the effective temperature is in the interval of 610 DEG C to 620 DEG C, the injection amount of the current hydrogen injection valve (1) is controlled to be 92% of the set injection amount; when the effective temperature is in the interval of 620 DEG C to 630 DEG C, the injection amount of the current hydrogen injection valve (1) is controlled to be 88% of the set injection amount; when the effective temperature is in the interval of 630 DEG C to 640 DEG C, the injection amount of the current hydrogen injection valve (1) is controlled to be 84% of the set injection amount; when the effective temperature is in the interval of 640 DEG C to 650 DEG C, the injection amount of the current hydrogen injection valve (1) is controlled to be 80% of the set injection amount.

2. The control method of claim 1, wherein, in response to the effective temperature being less than 600 DEG C, the injection amount of the current hydrogen injection valve (1) is not limited.

3. The control method of claim 1, wherein, in response to the effective temperature exceeding 650 DEG C, the injection amount of the current hydrogen injection valve (1) is controlled to be 50% of the set injection amount.

4. The control method of claim 1, wherein, The predetermined aging threshold value is 600 DEG C.

5. The control method of claim 1, wherein, The relationship between the operating condition of the hydrogen engine (3) and the corresponding set hydrogen injection amount of the hydrogen injection valve (1) is obtained through pre-calibration.

6. A control system to prevent aging of a hydrogen engine aftertreatment system, characterized by, It comprises: a hydrogen engine (3), the intake end and the exhaust end of which are respectively communicated with an air inlet (2) and an exhaust pipe (4); a hydrogen injection valve (1), arranged on the air inlet (2) and used for injecting hydrogen into the air inlet (2); a urea nozzle (5), arranged in the exhaust pipe (4) and used for injecting urea water solution into exhaust gas; an SCR module (6), arranged downstream of the urea nozzle (5); an ASC module (7) arranged downstream of the SCR module (6); a first exhaust temperature sensor (8) for detecting a first exhaust temperature at an inlet of the SCR module (6); a second exhaust temperature sensor (9) for detecting a second exhaust temperature at an outlet of the ASC module (7); an engine controller (10) electrically connected to the hydrogen injection valve (1), the urea nozzle (5), the first exhaust temperature sensor (8), and the second exhaust temperature sensor (9), respectively; wherein the engine controller (10) is configured to perform the control method of any one of claims 1-5 for preventing aging of a hydrogen engine aftertreatment system.

7. A control system to prevent aging of a hydrogen engine aftertreatment system according to claim 6, wherein, the SCR module (6) employs a copper-based molecular sieve SCR catalyst.

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