Dynamic gas supply method, system and equipment for hydrogen engine and medium

Abstract

The invention discloses a dynamic gas supplementing method, system and equipment for a hydrogen engine and a medium, and relates to the technical field of engine control, the method comprises the steps that the current working condition and the current required gas inflow of the engine are obtained based on the current operation parameters of the engine so as to be matched with a gas supplementing gas source corresponding to the current working condition; the current actual air inflow of the engine is measured, and the difference value between the current required air inflow and the current actual air inflow is calculated; and on the basis of the difference value, the compensation gas amount is calculated through a preset flow compensation algorithm, and a gas supply gas source corresponding to the current working condition is adopted to supply gas to the engine intake manifold with the compensation gas amount. According to the method, the working condition of the engine is recognized, the corresponding air source is matched, meanwhile, the air inlet deviation can be continuously corrected through the preset flow compensation algorithm based on the difference value between the demand and the actual air inlet amount, air inlet pressure fluctuation caused by system delay or disturbance is effectively restrained, and therefore the engine is accurately controlled.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of engine control, in particular to a dynamic air supplement method, system, device and medium of a hydrogen engine. BACKGROUND

[0002] The hydrogen engine has become an important development direction of internal combustion engine technology due to its clean and zero-carbon characteristics. However, the working characteristics of the hydrogen engine are fast combustion speed and easy occurrence of early combustion knock, which require high response speed and control accuracy of the intake system.

[0003] The mainstream hydrogen engine generally adopts a waste gas turbine single supercharging system as its intake supercharging scheme. However, when the engine is running at low speed, the waste gas energy is low, and it is difficult to drive the turbocharger to reach the required speed, resulting in a low pressure ratio and an insufficient basic air supply, causing insufficient torque of the engine at low speed. At the same time, the turbocharger is driven by waste gas, and there is an inevitable aerodynamic lag between the response of the turbocharger and the change of the engine working condition. Especially in transient conditions, when the engine demand intake volume changes sharply, the turbocharger cannot respond immediately, resulting in a shortage of dynamic intake volume and poor transient response performance of the engine. If the air supplement amount is simply decided according to the instantaneous difference between the engine demand intake volume and the actual output of the turbocharger, the delay of compressed air transmission in the pipeline, the response time of the actuator and the reality of the continuous dynamic change of the engine working condition will be ignored, resulting in insufficient compensation of the compensation air amount and unable to achieve precise control of the intake manifold pressure, thereby fundamentally solving the poor transient performance and the risk of abnormal combustion of the hydrogen engine. SUMMARY

[0004] The present application provides a dynamic air supplement method, system, device and medium of a hydrogen engine, which can solve the inaccurate compensation air amount technical problem existing in the prior art.

[0005] In a first aspect, an embodiment of the present application provides a dynamic air supplement method of a hydrogen engine for supplementing air to an engine intake manifold, the dynamic air supplement method of the hydrogen engine comprising: Based on the current operating parameters of the engine, the current working condition and the current demand intake volume of the engine are obtained to match the air supplement source corresponding to the current working condition; The current actual intake volume of the engine is measured, and the difference between the current demand intake volume and the current actual intake volume is calculated; Based on the difference, the compensation air amount is calculated by a preset flow compensation algorithm, and the air supplement source corresponding to the current working condition is used to supplement air to the engine intake manifold by the compensation air amount.

[0006] In combination with the first aspect, in an implementation manner, the current working condition and the current demand intake volume of the engine are obtained based on the current operating parameters of the engine, comprising: measuring a current speed and a current torque of the engine; judging whether the current speed of the engine is in a first preset range and the current torque of the engine is in a second preset range based on the current speed and the current torque of the engine, and determining that the engine is in a steady state condition if yes, and determining that the engine is in a transient state condition if no; obtaining a current demand intake air amount corresponding to the current speed of the engine according to a preset MAP, wherein the preset MAP comprises a mapping relationship between the speed of the engine and the current demand intake air amount.

[0007] In combination with the first aspect, in an implementation manner, after obtaining the current working condition of the engine and the current demand intake air amount based on the current operating parameter of the engine, the method comprises: if the engine is in the steady state condition, matching the first air supplement source to supplement air to the intake manifold of the engine; if the engine is in the transient state condition, matching the second air supplement source to supplement air to the intake manifold of the engine; wherein the pressure of the second air supplement source is greater than the pressure of the first air supplement source.

[0008] In combination with the first aspect, in an implementation manner, the method comprises: adopting a genetic algorithm to confirm proportional gain parameters and integral gain parameters of the preset flow compensation algorithm, with the torque response time of the engine and the excess air coefficient as optimization targets; calculating the compensation air amount by the preset flow compensation algorithm, and the specific calculation manner of the preset flow compensation algorithm is:

[0009] wherein, is the compensation air amount, is the proportional gain parameter, is the current demand intake air amount, is the current actual intake air amount, is the integral gain parameter; adopting the air supplement source corresponding to the current working condition to supplement air to the intake manifold of the engine with the compensation air amount.

[0010] In combination with the first aspect, in an implementation manner, the method comprises: if the engine is in the steady state condition, monitoring the real-time output air amount of the first air supplement source; calculating the load matching coefficient of the first air supplement source, specifically:

[0011] wherein, a load matching coefficient of the first air supplement source, a real-time output air volume of the first air supplement source; determining whether the load matching coefficient of the first air supplement source is less than a preset safety threshold, if yes, switching the second air supplement source to supplement air to the engine intake manifold, if not, continuing to use the first air supplement source to supplement air to the engine intake manifold.

[0012] In combination with the first aspect, in an implementation manner, the method further includes: if the engine is in a braking condition, controlling the first air supplement source to supplement air to the engine intake manifold and the second air supplement source.

[0013] In a second aspect, an embodiment of the present application provides a dynamic air supplement system of a hydrogen engine, which is used to implement the dynamic air supplement method of any of the above-mentioned embodiments. The dynamic air supplement system of the hydrogen engine includes: a first air supplement source, an air outlet of the first air supplement source being communicated with a second air supplement source through a multi-circuit protection valve; an air injection device, the air injection device being arranged between the multi-circuit protection valve and an engine intake manifold; a controller, the controller being configured to determine whether the engine is in a steady state condition or a transient state condition based on current operating parameters of the engine, if the engine is in the steady state condition, controlling the first air supplement source to supplement air to the engine intake manifold through the air injection device, if the engine is in the transient state condition, controlling the second air supplement source to supplement air to the engine intake manifold through the air injection device.

[0014] In combination with the second aspect, in an implementation manner, the air injection device includes: a first compressed air nozzle and a second compressed air nozzle, the first air supplement source supplementing air to the engine intake manifold through the first compressed air nozzle, the second air supplement source supplementing air to the engine intake manifold through the second compressed air nozzle, wherein a supplement air flow of the first compressed air nozzle is less than a supplement air flow of the second compressed air nozzle.

[0015] In a third aspect, an embodiment of the present application provides a dynamic air supplement device of a hydrogen engine, which includes a processor, a memory, and a dynamic air supplement program of a hydrogen engine stored in the memory and executable by the processor. When the dynamic air supplement program of the hydrogen engine is executed by the processor, the steps of the dynamic air supplement method of any of the above-mentioned embodiments are implemented.

[0016] In a fourth aspect, the embodiments of the present application provide a computer readable storage medium, which stores a dynamic air supplement program of a hydrogen engine, and when the dynamic air supplement program of the hydrogen engine is executed by a processor, the steps of the dynamic air supplement method of the hydrogen engine according to any of the embodiments are implemented.

[0017] The technical scheme provided by the embodiments of the present application has the following beneficial effects: The embodiments of the present application can reduce system energy consumption by identifying engine operating conditions and matching corresponding air sources, and using air sources with different pressures according to different operating condition requirements. Meanwhile, the embodiments of the present application have the ability of rapid and large-flow air supplement. The embodiments of the present application can continuously correct air intake deviation by using a preset flow compensation algorithm based on the difference between demand and actual intake, effectively suppress air intake pressure fluctuation caused by system delay or disturbance, and thus realize more accurate and stable air-fuel ratio control. The embodiments of the present application can help to stabilize the excess air coefficient in a safe range by accurate and rapid control of compensation air volume, thereby directly reducing the probability of hydrogen engine pre-ignition or knock caused by excessive mixture. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 FIG. 1 is a flowchart of a dynamic air supplement method of a hydrogen engine according to an embodiment of the present application; Figure 2 FIG. 2 is a structural diagram of a dynamic air supplement system of a hydrogen engine according to an embodiment of the present application; Figure 3 FIG. 3 is a hardware structure diagram of a dynamic air supplement device of a hydrogen engine according to an embodiment of the present application.

[0019] Wherein: 1, first air supplement source; 2, second air supplement source; 3, air injection device; 4, controller; 5, engine; 6, engine intake manifold; 7, turbocharger; 8, multi-circuit protection valve; 9, intercooler; 10, air flow meter; 11, air dryer. DETAILED DESCRIPTION

[0020] In order to enable persons skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by persons skilled in the art without creative labor fall within the scope of protection of the present application.

[0021] The present application provides a dynamic air supplement method, device, equipment and medium of a hydrogen engine, which can solve the inaccurate compensation air volume problem in the prior art.

[0022] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0023] In a first aspect, embodiments of this application provide a dynamic air replenishment method for a hydrogen engine, used to replenish air into the engine intake manifold.

[0024] Reference Figure 1 , Figure 1 This is a schematic flowchart of the dynamic gas replenishment method for the hydrogen engine described in this application. Figure 1 As shown, the dynamic gas replenishment method for a hydrogen engine includes the following steps: Step S1: Based on the engine's current operating parameters, obtain the engine's current operating condition and current required intake air volume to match the supplementary air source corresponding to the current operating condition.

[0025] In this embodiment of the application, step S1, based on the engine's current operating parameters, obtains the engine's current operating condition and current required intake air volume, including: Step S11: Measure the current engine speed and current torque.

[0026] Specifically, engine speed and torque are measured in real time using sensors. Engine speed and torque are selected as the basic judgment parameters. Speed ​​reflects the basic operating state of the engine, while torque directly represents the load demand. The combination of these two parameters can comprehensively describe the engine's real-time operating condition.

[0027] Step S12: Based on the current engine speed and current torque, determine whether the current engine speed is within the first preset range and whether the current torque is within the second preset range. If yes, proceed to step S13; otherwise, proceed to step S14.

[0028] Specifically, in this embodiment of the application, the first preset range is set to a rotational speed ≤ 1000 rpm, and the second preset range is set to a torque > 80%.

[0029] Step S13: Determine that the engine is in a steady-state condition.

[0030] Specifically, steady-state operating conditions usually refer to the engine running smoothly and the load changing slowly. Therefore, the condition that simultaneously meets the low-speed and high-load conditions is judged as a steady-state operating condition.

[0031] Step S14: Determine that the engine is in a transient operating condition.

[0032] Specifically, transient operating conditions refer to changes in engine operation and rapid load changes. Therefore, a situation that simultaneously meets the conditions of rapid speed change and low load is identified as a transient operating condition.

[0033] Step S15: obtaining the current demand intake amount corresponding to the current speed of the engine according to the preset MAP, wherein the preset MAP comprises a mapping relationship between the speed of the engine and the current demand intake amount.

[0034] Specifically, the demand intake amount corresponding to the current speed is obtained through the preset MAP. The preset MAP is derived from actual measurement data and can accurately reflect the optimal intake demand of the engine at each speed. In some other embodiments of the present application, the preset MAP can also comprise a mapping relationship between the torque of the engine and the current demand intake amount, so as to obtain the current demand intake amount of the engine according to the current torque of the engine. Based on the preset MAP, the compensation air amount obtained according to the demand intake amount is ensured to be consistent with the actual demand of the engine, avoiding excess or deficiency, thereby improving the control precision of the excess air coefficient, reducing the risk of hydrogen engine knock, and improving the combustion stability.

[0035] In the embodiments of the present application, after obtaining the current working condition and the current demand intake amount of the engine based on the current operating parameters of the engine in step S1, the following steps are included: If the engine is in a steady state condition, the first air supplement source is matched to supplement air to the intake manifold of the engine; if the engine is in a transient state condition, the second air supplement source is matched to supplement air to the intake manifold of the engine; if the engine is in a braking condition, the first air supplement source and the second air supplement source are controlled to supplement air to the intake manifold of the engine.

[0036] The pressure of the second air supplement source is greater than the pressure of the first air supplement source.

[0037] Specifically, in the embodiments of the present application, the first air supplement source uses an air compressor, and the second air supplement source uses a gas storage tank.

[0038] The air compressor usually provides compressed air for the braking system. In order to ensure braking safety, the air compressor needs to generate a relatively high pressure. However, due to the size and power consumption limitations of the engine, the instantaneous flow output capacity of the air compressor is usually insufficient to meet the engine's large load intake demand alone. In the embodiments of the present application, in the steady state condition, air is directly taken from the output pipeline of the air compressor. At this time, the air has not yet entered the gas storage tank, and its pressure is the relatively low output pressure generated by the air compressor in real time, which is just enough to meet the continuous and stable but small amount of air compensation when the vehicle is in a steady state condition. The air supply pressure of the air compressor is slightly higher than the intake manifold pressure, which is usually 0.2 MPa~0.3 MPa.

[0039] If the engine is in a transient state, the air is directly taken from the gas tank. The transient state needs fast air supply. In the moment when the turbocharger lags behind the demand change due to inertia, only through high-pressure air supply can it provide sufficient flow and response speed. The gas supply pressure of the gas tank is high pressure, usually 1.2 MPa~1.5MPa.

[0040] When the vehicle brakes, the air compressor provides air to the engine intake manifold on the one hand, and charges the vehicle gas tank on the other hand, until its pressure is supplemented to the upper limit of the rated value. The embodiment of the application utilizes the engine power during braking to drive the air compressor, reserves energy for the gas tank for the next transient state, and improves the energy utilization rate of the vehicle.

[0041] Step S2: measure the current actual intake amount of the engine, and calculate the difference between the current demand intake amount and the current actual intake amount.

[0042] Specifically, the current actual intake amount is measured by a pressure sensor arranged at the output port of the turbocharger, and the difference between the current demand intake amount and the current actual intake amount is calculated. The specific calculation method is as follows:

[0043] Wherein, is the difference, is the current demand intake amount, is the current actual intake amount.

[0044] The difference is the size of the gap of the turbocharger air supply shortage, which needs to be filled by the air supply source. By calculating the difference, the system can adjust the air supply strategy in real time according to the actual intake condition.

[0045] Step S3: based on the difference, calculate the compensation air amount by a preset flow compensation algorithm, and use the air supply source corresponding to the current working condition to supply air to the engine intake manifold with the compensation air amount.

[0046] In the embodiment of the application, step S3 specifically includes the following steps: Step S31: taking the torque response time of the engine and the excess air coefficient as the optimization target, and using a genetic algorithm to confirm the proportional gain parameter and the integral gain parameter of the preset flow compensation algorithm.

[0047] Specifically, a genetic algorithm is adopted to take the torque response time representing the engine power and the excess air coefficient representing the engine combustion stability and anti-knock capability as double optimization targets, and in a large number of simulations and bench tests, the parameter values that make the engine torque response time and the excess air coefficient optimal are found. The proportional gain parameter ensures quick perception and response to the intake gap, and improves the transient response speed. The integral gain parameter ensures long-term control accuracy, and can completely eliminate small intake deviations in steady-state conditions, thereby controlling the excess air coefficient within the target range and fundamentally suppressing hydrogen engine knock. The target range of the excess air coefficient control is 2.0±0.1, and when the excess air coefficient control is less than 1.9, the engine knock probability is greater than 15%.

[0048] Step S32: calculating the compensation gas amount by a preset flow compensation algorithm, and the specific calculation method of the preset flow compensation algorithm is as follows:

[0049] Wherein, is the compensation gas amount, is the proportional gain parameter, is the current required intake amount, is the current actual intake amount, is the integral gain parameter.

[0050] Specifically, according to the proportional gain parameter 0.8 and the integral gain parameter 0.2 confirmed in step S31, on the one hand, the compensation gas amount can quickly respond to the current intake gap, and on the other hand, the compensation gas amount can eliminate the continuous steady-state error.

[0051] Step S33: compensating air to the engine intake manifold with the compensation gas amount by using the air source corresponding to the current working condition.

[0052] In the embodiment of the present application, if the engine is in a steady-state condition, step S33 includes the following steps: Step S331: monitoring the real-time output gas amount of the first air compensation source.

[0053] Specifically, by installing a flow sensor on the output pipeline of the first air compensation source, the actual output gas amount of the air compressor is measured in real time, so as to evaluate whether the air compressor has the ability to provide the compensation gas amount.

[0054] Step S332: calculating the load matching coefficient of the first air compensation source, specifically:

[0055] Wherein, is the load matching coefficient of the first air compensation source, the real-time output gas amount of the first air supplement source.

[0056] Specifically, the load matching coefficient of the first air supplement source can reflect the matching relationship between the supply capacity and the demand of the first air supplement source. If the load matching coefficient is greater than 1.2, it means that the first air supplement source is in a state of over-capacity, and the first air supplement source is working normally. If the load matching coefficient is less than 1, it means that the actual output of the first air supplement source cannot meet the current air supplement demand, and the first air supplement source is in a critical state of insufficient supply.

[0057] Step S333: determining whether the load matching coefficient of the first air supplement source is less than a preset safety threshold. If yes, switching the second air supplement source to supplement air to the engine intake manifold; if no, continuing to use the first air supplement source to supplement air to the engine intake manifold.

[0058] Specifically, the preset safety threshold is 1.1. If the load matching coefficient is greater than or equal to 1.1, the first air supplement source is continued to be used to supplement air to the engine intake manifold with the compensation air amount. If the load matching coefficient is less than 1.1, the first air supplement source is switched to the second air supplement source, and the engine torque is limited to 90% of the normal value. In this way, the risk of air supplement failure caused by air compressor performance degradation, pipeline leakage or abnormally high load demand is effectively prevented, and once the supply capacity of the first air supplement source is detected to be insufficient, the more reliable high-pressure air source is switched to, ensuring the continuity of air supplement.

[0059] The embodiments of the present application can continuously correct the air intake deviation by using the preset flow compensation algorithm based on the difference between the demand and the actual intake amount, effectively suppress the air intake pressure fluctuation caused by system delay or disturbance, and thus realize more accurate and stable air-fuel ratio control. The embodiments of the present application can help to stabilize the excess air coefficient in a safe range by accurately and quickly controlling the compensation air amount, thereby directly reducing the probability of hydrogen engine pre-ignition or knock caused by excessive air-fuel mixture.

[0060] In a second aspect, the embodiments of the present application provide a dynamic air supplement system of a hydrogen engine, which is used to implement the dynamic air supplement method of any of the above-mentioned embodiments.

[0061] Figure 2 FIG. 1 is a structural schematic diagram of a dynamic air supplement system of a hydrogen engine according to an embodiment of the present application. As shown in FIG. 1, the dynamic air supplement system of the hydrogen engine includes: Figure 2 ​​​​​The first air supplement source 1, the air outlet of the first air supplement source 1 is communicated with the second air supplement source 2 through the multi-circuit protection valve 8; the air injection device 3 is arranged between the multi-circuit protection valve 8 and the engine 5 intake manifold; the controller 4 is configured to: based on the current operating parameter of the engine 5, judge whether the engine 5 is in a steady state or a transient state, if it is a steady state, control the first air supplement source 1 to supplement air to the engine 5 intake manifold through the air injection device 3, if it is a transient state, control the second air supplement source 2 to supplement air to the engine 5 intake manifold through the air injection device 3.

[0062] The blue connection line in the figure represents the air inlet gas path, the red connection line represents the exhaust gas path, and the dashed line represents the control signal of the controller.

[0063] Specifically, the first air supplement source 1 is an air compressor, and the second air supplement source 2 is a gas storage tank. The outlet of the air compressor is communicated with the gas storage tank through the multi-circuit protection valve 8, so that the compressed air generated by the air compressor can enter the gas storage tank for storage, and air can be directly taken from the rear end of the air compressor.

[0064] The embodiment of the application also includes a intercooler 9, an air flow meter 10 and an air dryer 11. The intercooler 9 is located behind the turbocharger 7 and before the engine intake manifold 6. The intercooler 9 is a heat exchanger, which uses ambient air or cooling liquid to cool the high-temperature air compressed by the turbocharger 7. The air flow meter 10 is located between the intercooler 9 and the engine intake manifold 6, which is used to measure the actual air volume or mass flow entering the engine 5 in real time. The air dryer 11 is located in the air supply circuit at the rear end of the air compressor, which contains a drying agent inside to absorb and remove water vapor in the compressed air.

[0065] In the embodiment of the application, the air injection device 3 includes: The first compressed air nozzle and the second compressed air nozzle, the first air supplement source 1 supplements air to the engine intake manifold 6 through the first compressed air nozzle, and the second air supplement source 2 supplements air to the engine intake manifold 6 through the second compressed air nozzle, wherein the air supplement flow of the first compressed air nozzle is smaller than that of the second compressed air nozzle.

[0066] Specifically, the first compressed air nozzle is used for air supplement through the first air supplement source 1, and the air supplement flow of the first compressed air nozzle is small, which is 0 g / s ~ 50 g / s. The second compressed air nozzle is used for air supplement through the second air supplement source 2. The air supplement flow of the second compressed air nozzle is large, which is 50 g / s ~ 100 g / s. The small flow nozzle is used for low-pressure steady-state air supplement, and has better linearity and control accuracy at low flow. The large flow nozzle is used for high-pressure transient air supplement, and its flow channel structure can minimize flow resistance to ensure high-speed gas injection.

[0067] The technical features and effects of the hydrogen engine dynamic air supplement system not mentioned above can be found in the previous embodiment, which will not be repeated here.

[0068] In a third aspect, the embodiments of the present application provide a hydrogen engine dynamic air supplement device. The hydrogen engine dynamic air supplement device includes a processor, a memory, and a hydrogen engine dynamic air supplement program stored in the memory and executable by the processor. When the hydrogen engine dynamic air supplement program is executed by the processor, the steps of the hydrogen engine dynamic air supplement method of any of the above embodiments are implemented.

[0069] Specifically, the hydrogen engine dynamic air supplement device can be a personal computer (PC), a notebook computer, a server, or other devices with data processing functions.

[0070] Reference Figure 3 , Figure 3 The hardware structure of the hydrogen engine dynamic air supplement device involved in the embodiments of the present application is shown in the figure. In the embodiments of the present application, the hydrogen engine dynamic air supplement device can include a processor, a memory, a communication interface, and a communication bus.

[0071] The communication bus can be of any type, used to interconnect the processor, the memory, and the communication interface.

[0072] The communication interface includes input / output (I / O) interface, physical interface, and logical interface, which are used to interconnect the devices inside the hydrogen engine dynamic air supplement device, and are used to interconnect the hydrogen engine dynamic air supplement device with other devices (such as other computing devices or user devices). The physical interface can be an Ethernet interface, a fiber interface, an ATM interface, etc.; the user device can be a display (Display), a keyboard (Keyboard), etc.

[0073] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0074] The processor can be a general processor, which can invoke a hydrogen engine dynamic air supplement program stored in the memory and execute the hydrogen engine dynamic air supplement method provided by the embodiments of the present application. For example, the general processor can be a central processing unit (CPU). The method executed when the hydrogen engine dynamic air supplement program is invoked can refer to the embodiments of the hydrogen engine dynamic air supplement method of the present application, which will not be described here.

[0075] Those skilled in the art can understand that Figure 3 The hardware structure shown in the above-mentioned embodiments does not constitute a limitation on the present application, and can include more or fewer components than those shown, or combine certain components, or different arrangement of components.

[0076] In a fourth aspect, the embodiments of the present application provide a computer readable storage medium, and the computer readable storage medium stores a hydrogen engine dynamic air supplement program, wherein when the hydrogen engine dynamic air supplement program is executed by a processor, the steps of the hydrogen engine dynamic air supplement method of any of the above-mentioned embodiments are implemented.

[0077] The computer readable storage medium of the present application stores a hydrogen engine dynamic air supplement program, wherein when the hydrogen engine dynamic air supplement program is executed by a processor, the steps of the hydrogen engine dynamic air supplement method are implemented.

[0078] The method implemented when the hydrogen engine dynamic air supplement program is executed can refer to the embodiments of the hydrogen engine dynamic air supplement method of the present application, which will not be described here.

[0079] It should be noted that the above-mentioned serial numbers of the embodiments of the present application are only for description, and do not represent the advantages and disadvantages of the embodiments.

[0080] The terms "include" and "have" and any variations thereof in the specification and claims of the present application and the above-mentioned drawings are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device including a series of steps or units is not limited to the listed steps or units, but can optionally include steps or units not listed, or can optionally include other steps or units inherent to the process, method, product or device. The terms "first", "second" and "third" and the like descriptions are used to distinguish different objects, and do not represent the order or limit the types of "first", "second" and "third".

[0081] In the description of the embodiments of the present application, "exemplary", "for example", "e.g." or "for instance" are used on the basis that a person of ordinary skill in the art will be able to bring to mind many examples of a given implementation as the implementation described in the embodiments of the present application is exemplary. Any embodiment or design scheme described as "exemplary", "for example" or "for instance" in the embodiments of the present application should not be interpreted as being more preferred than other embodiments or design schemes. Rather, the use of "exemplary", "for example", "e.g." or "for instance" is intended to present concepts in a particular manner.

[0082] In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B; "and / or" in the text only describes the relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which means that there are three cases of A alone, A and B together, and B alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0083] In some of the processes described in the embodiments of the present application, a plurality of operations or steps are included in a specific order, but it should be understood that these operations or steps can be executed or performed in parallel or in an order different from that in which they appear in the embodiments of the present application. The serial number of the operation is only used to distinguish different operations, and the serial number itself does not represent any execution order. In addition, these processes can include more or fewer operations, and these operations or steps can be executed in sequence or in parallel, and these operations or steps can be combined.

[0084] From the above description of the embodiments, those skilled in the art can clearly understand that the above-mentioned embodiment method can be realized by means of software and necessary general hardware platform, of course, it can also be realized by hardware, but in many cases the former is a better embodiment. Based on such understanding, the technical solutions of the present application can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes a plurality of instructions for making a terminal device execute the method described in each embodiment of the present application.

[0085] The above is only the preferred embodiment of the present application, and does not limit the patent scope of the present application, and any equivalent structure or equivalent process transformation using the content of the specification and drawings of the present application, or direct or indirect application in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A dynamic air charge method for a hydrogen engine for charging an air intake manifold of the engine, characterized by, The dynamic air supplement method of the hydrogen engine comprises the following steps: Based on the current operating parameters of the engine, the current working condition and the current required intake amount of the engine are obtained to match the air supplement source corresponding to the current working condition; The current actual intake amount of the engine is measured, and the difference between the current required intake amount and the current actual intake amount is calculated; Based on the difference, the compensation air amount is calculated through a preset flow compensation algorithm, and the air supplement source corresponding to the current working condition is used to supplement air to the intake manifold of the engine in the compensation air amount.

2. The dynamic gassing method of a hydrogen engine according to claim 1, characterized by, The current operating parameters of the engine are measured, and the current working condition and the current required intake amount of the engine are obtained, which comprises the following steps: The current speed and the current torque of the engine are measured; Based on the current speed and the current torque of the engine, it is determined whether the current speed of the engine is located in a first preset range and whether the current torque is located in a second preset range. If yes, it is determined that the engine is in a steady state working condition, and if no, it is determined that the engine is in a transient state working condition; According to the preset MAP, the current required intake amount corresponding to the current speed of the engine is obtained, wherein the preset MAP comprises the mapping relationship between the speed of the engine and the current required intake amount.

3. The dynamic gassing method of a hydrogen engine according to claim 2, characterized by, After obtaining the current working condition and the current required intake amount of the engine based on the current operating parameters of the engine, the following steps are included: If the engine is in a steady state working condition, a first air supplement source is matched to supplement air to the intake manifold of the engine; If the engine is in a transient state working condition, a second air supplement source is matched to supplement air to the intake manifold of the engine; Wherein, the pressure of the second air supplement source is greater than the pressure of the first air supplement source.

4. The dynamic gassing method of a hydrogen engine according to claim 3, characterized by, Based on the difference, the compensation air amount is calculated through a preset flow compensation algorithm, and the air supplement source corresponding to the current working condition is used to supplement air to the intake manifold of the engine in the compensation air amount, which comprises the following steps: Taking the torque response time of the engine and the excess air coefficient as the optimization target, the proportional gain parameter and the integral gain parameter of the preset flow compensation algorithm are confirmed by using the genetic algorithm; The compensation air amount is calculated through the preset flow compensation algorithm, and the specific calculation method of the preset flow compensation algorithm is as follows: wherein, is a compensation air quantity, is a proportional gain parameter, is a current demand air quantity, is a current actual air quantity, is an integral gain parameter; The air supplement source corresponding to the current working condition is used to supplement air to the intake manifold of the engine in the compensation air amount.

5. The dynamic gassing method of a hydrogen engine according to claim 4, characterized in that, The air supplement source corresponding to the current working condition is used to supplement air to the intake manifold of the engine in the compensation air amount, which comprises the following steps: If the engine is in a steady state working condition, the real-time output air amount of the first air supplement source is monitored; The load matching coefficient of the first air supplement source is calculated, which is specifically as follows: wherein, a load matching coefficient of the first air supplement source, a real-time output air quantity of the first air supplement source; It is determined whether the load matching coefficient of the first air supplement source is less than a preset safety threshold. If yes, the second air supplement source is switched to supplement air to the intake manifold of the engine, and if no, the first air supplement source continues to supplement air to the intake manifold of the engine.

6. The dynamic gassing method of a hydrogen engine according to claim 3, wherein Further comprising: If the engine is in a braking working condition, the first air supplement source is controlled to supplement air to the intake manifold of the engine and the second air supplement source.

7. A dynamic gas make-up system for a hydrogen engine for implementing the dynamic gas make-up method of any one of claims 1 to 6, characterized in that, The dynamic air supplement system of the hydrogen engine comprises: A first air supplement source, the air outlet of the first air supplement source is communicated with a second air supplement source through a multi-circuit protection valve; An air injection device, the air injection device is arranged between the multi-circuit protection valve and the intake manifold of the engine; A controller configured to determine whether the engine is in a steady state operating condition or a transient state operating condition based on current operating parameters of the engine, and if the engine is in a steady state operating condition, control the first air supplement source to supplement air to the engine intake manifold via the air injection device, and if the engine is in a transient state operating condition, control the second air supplement source to supplement air to the engine intake manifold via the air injection device.

8. The dynamic hydrogen engine gas replenishment system of claim 7, wherein, The air injection device includes: A first compressed air nozzle and a second compressed air nozzle, the first air supplement source supplements air to the engine intake manifold via the first compressed air nozzle, and the second air supplement source supplements air to the engine intake manifold via the second compressed air nozzle, wherein a flow rate of air supplemented by the first compressed air nozzle is less than a flow rate of air supplemented by the second compressed air nozzle.

9. A dynamic gas supply apparatus for a hydrogen engine, characterized by The dynamic air supplementing device of the hydrogen engine includes a processor, a memory, and a dynamic air supplementing program of a hydrogen engine stored on the memory and executable by the processor, wherein the dynamic air supplementing program of a hydrogen engine is executed by the processor to implement the steps of the dynamic air supplementing method of a hydrogen engine according to any one of claims 1 to 6.

10. A computer-readable storage medium, characterized in that, The computer readable storage medium stores a dynamic air supplementing program of a hydrogen engine, wherein the dynamic air supplementing program of a hydrogen engine is executed by the processor to implement the steps of the dynamic air supplementing method of a hydrogen engine according to any one of claims 1 to 6.

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