Hydrogen internal combustion engine exhaust emission control method, system, device and power system

Abstract

This application discloses a method, system, device, and power system for controlling exhaust emissions from a hydrogen internal combustion engine, relating to the field of hydrogen internal combustion engine technology. The method includes: calculating the difference between the outlet and inlet temperatures of a redox aftertreatment device; controlling the monitoring sensor to de-energize and cool down when the difference indicates an abnormal hydrogen concentration; and executing an exhaust emission control strategy corresponding to the comparison result based on the comparison between the outlet temperature and the hydrogen ignition temperature. This application uses the difference between the outlet and inlet temperatures of the redox aftertreatment device to characterize whether the hydrogen concentration is abnormal, achieving the identification of abnormal hydrogen concentration in the exhaust gas without relying on a high-temperature monitoring sensor to directly measure the hydrogen concentration. Furthermore, controlling the sensor to de-energize and cool down when an abnormality occurs avoids safety hazards, and dynamically adjusting the exhaust emission strategy using the outlet temperature improves the reliability of exhaust emission control.

Description

Technical Field

[0001] This application relates to the field of hydrogen internal combustion engine technology, and in particular to a method, system, device and power system for controlling exhaust emissions of a hydrogen internal combustion engine. Background Technology

[0002] Currently, exhaust emission control in hydrogen internal combustion engine systems typically relies on nitrogen oxide sensors or oxygen sensors to collect exhaust parameters and calculate hydrogen concentration. This hydrogen concentration then drives the aftertreatment device to remove hydrogen from the exhaust gas. While these sensors are critical components for emission control and combustion management under normal operating conditions, their probes require heating to temperatures far exceeding the ignition temperature of hydrogen to function properly. When the hydrogen concentration in the exhaust gas abnormally increases, the sensor itself, operating at such a high temperature, can become a potential ignition source, posing a safety hazard of causing a fire in the exhaust system.

[0003] However, such sensors are indispensable under normal operating conditions and cannot be simply abandoned. The contradiction between this detection method and safety risks makes it difficult for existing exhaust emission control strategies to dynamically adjust control measures according to actual operating conditions, thus reducing the reliability of exhaust emission control. Summary of the Invention

[0004] In view of the above problems, this application provides a method, system, device, and power system for controlling exhaust emissions of a hydrogen internal combustion engine, aiming to reduce the risk of exhaust gas detonation and improve the reliability of exhaust emission control of hydrogen internal combustion engines without abandoning monitoring sensors. The specific solution is as follows:

[0005] The first aspect of this application provides a method for controlling exhaust emissions from a hydrogen internal combustion engine, the hydrogen internal combustion engine including a redox aftertreatment device and monitoring sensors, the exhaust emission control method comprising:

[0006] The difference between the outlet temperature and the inlet temperature of the obtained redox post-treatment device is calculated;

[0007] When the difference indicates an abnormal hydrogen concentration, the monitoring sensor is powered off and cooled down. Based on the comparison between the outlet temperature and the hydrogen ignition temperature, the exhaust emission control strategy corresponding to the comparison result is executed.

[0008] In one possible implementation, before the monitoring sensor is powered off and cooled down, the exhaust emission control method further includes:

[0009] Collect the remaining duration of the current sampling period of the monitoring sensor;

[0010] If the remaining duration exceeds a preset safe duration threshold, the monitoring sensor is controlled to perform a power-off action.

[0011] If the remaining time is not greater than the preset safe time threshold, the monitoring sensor is controlled to perform the power-off action after completing the current data sampling cycle.

[0012] In one possible implementation, before calculating the difference between the outlet temperature and the inlet temperature of the redox aftertreatment device, the exhaust emission control method further includes:

[0013] Obtain the current operating parameters of the hydrogen internal combustion engine, and based on the mapping relationship between preset operating conditions and exhaust temperature, find the theoretical engine exhaust temperature value that matches the current operating parameters;

[0014] Calculate the first deviation between the inlet temperature and the theoretical engine exhaust temperature, and the second deviation between the outlet temperature and the theoretical engine exhaust temperature, respectively.

[0015] Extract the first preset allowable temperature deviation range corresponding to the temperature sensor that collects the inlet temperature, and the second preset allowable temperature deviation range corresponding to the temperature sensor that collects the outlet temperature, respectively.

[0016] When the first deviation value is within the first preset temperature deviation range and the second deviation value is within the second preset allowable temperature deviation range, the operation step of calculating the difference between the outlet temperature and the inlet temperature of the redox post-treatment device is executed.

[0017] If the first deviation value is not within the first preset temperature deviation range, and / or the second deviation value is within the second preset allowable temperature deviation range, the output will be an alarm signal indicating a temperature sensor malfunction.

[0018] One possible implementation also includes:

[0019] Based on the comparison result between the difference and the alarm threshold, it is identified whether the difference indicates an abnormal hydrogen concentration. The alarm threshold is determined based on the current operating status parameters of the hydrogen internal combustion engine. The alarm threshold indicates the maximum permissible temperature difference between the outlet temperature and the inlet temperature when the hydrogen internal combustion engine is running without faults with the current operating status parameters.

[0020] In one possible implementation, the step of executing a tail gas emission control strategy corresponding to the comparison result between the outlet temperature and the hydrogen ignition temperature includes:

[0021] If the outlet temperature is lower than the hydrogen ignition temperature, a first exhaust gas emission control strategy is executed. The first exhaust gas emission control strategy includes: performing combustion state diagnosis and hardware fault diagnosis, and determining whether to perform load reduction or shutdown operation based on the diagnosis results.

[0022] In one possible implementation, the step of executing a tail gas emission control strategy corresponding to the comparison result between the outlet temperature and the hydrogen ignition temperature includes:

[0023] When the outlet temperature is not less than the hydrogen ignition temperature, a second exhaust emission control strategy is executed. The second exhaust emission control strategy includes: controlling the hydrogen internal combustion engine to operate at a target operating torque and controlling the intake system of the hydrogen internal combustion engine to operate at a target cooling intake volume. The target operating torque is less than the current operating torque of the hydrogen internal combustion engine, and the target cooling intake volume is greater than the current intake volume of the hydrogen internal combustion engine.

[0024] In one possible implementation, after executing the exhaust emission control strategy corresponding to the comparison result, the method further includes:

[0025] The outlet temperature of the oxidation-reduction post-treatment device is monitored, and if the outlet temperature is not lower than the hydrogen ignition temperature within a preset monitoring period, the hydrogen internal combustion engine is controlled to shut down.

[0026] A second aspect of this application provides an exhaust emission control system for a hydrogen internal combustion engine, applied to a hydrogen internal combustion engine including a redox aftertreatment device and monitoring sensors, wherein the exhaust emission control system includes:

[0027] The temperature difference calculation module is used to calculate the difference between the outlet temperature and the inlet temperature of the obtained redox post-treatment device;

[0028] The emission control module is used to control the monitoring sensor to power off and cool down when the difference indicates an abnormal hydrogen concentration, and to execute the exhaust emission control strategy corresponding to the comparison result based on the comparison result between the outlet temperature and the hydrogen ignition temperature.

[0029] In one possible implementation, the exhaust emission control system further includes:

[0030] The power outage intervention module is used to collect the remaining duration of the current sampling cycle of the monitoring sensor before the emission control module controls the monitoring sensor to power off and cool down.

[0031] If the remaining duration exceeds a preset safe duration threshold, the emission control module is triggered to control the monitoring sensor to perform a power-off action.

[0032] If the remaining time is not greater than the preset safe time threshold, the emission control module is triggered to control the monitoring sensor to perform the power-off action after completing the current data sampling cycle.

[0033] In one possible implementation, the exhaust emission control system further includes:

[0034] The fault self-diagnosis module is used to obtain the current operating parameters of the hydrogen internal combustion engine before the temperature difference calculation module calculates the difference between the outlet temperature and the inlet temperature of the redox aftertreatment device. Based on the mapping relationship between preset operating conditions and exhaust temperature, it searches for the theoretical engine exhaust temperature value that matches the current operating parameters.

[0035] Calculate the first deviation between the inlet temperature and the theoretical engine exhaust temperature, and the second deviation between the outlet temperature and the theoretical engine exhaust temperature, respectively.

[0036] Extract the first preset allowable temperature deviation range corresponding to the temperature sensor that collects the inlet temperature, and the second preset allowable temperature deviation range corresponding to the temperature sensor that collects the outlet temperature, respectively.

[0037] When the first deviation value is within the first preset temperature deviation range and the second deviation value is within the second preset allowable temperature deviation range, the operation step of calculating the difference between the outlet temperature and the inlet temperature of the redox post-treatment device is executed.

[0038] If the first deviation value is not within the first preset temperature deviation range, and / or the second deviation value is within the second preset allowable temperature deviation range, the output will be an alarm signal indicating a temperature sensor malfunction.

[0039] In one possible implementation, the emission control module is further configured as follows:

[0040] Based on the comparison result between the difference and the alarm threshold, it is identified whether the difference indicates an abnormal hydrogen concentration. The alarm threshold is determined based on the current operating status parameters of the hydrogen internal combustion engine. The alarm threshold indicates the maximum permissible temperature difference between the outlet temperature and the inlet temperature when the hydrogen internal combustion engine is running without faults with the current operating status parameters.

[0041] In one possible implementation, the emission control module is configured to execute the exhaust emission control strategy corresponding to the comparison result based on the comparison result between the outlet temperature and the hydrogen ignition temperature, as follows:

[0042] If the outlet temperature is lower than the hydrogen ignition temperature, a first exhaust gas emission control strategy is executed. The first exhaust gas emission control strategy includes: performing combustion state diagnosis and hardware fault diagnosis, and determining whether to perform load reduction or shutdown operation based on the diagnosis results.

[0043] In one possible implementation, the emission control module is configured to execute the exhaust emission control strategy corresponding to the comparison result based on the comparison result between the outlet temperature and the hydrogen ignition temperature, as follows:

[0044] When the outlet temperature is not less than the hydrogen ignition temperature, a second exhaust emission control strategy is executed. The second exhaust emission control strategy includes: controlling the hydrogen internal combustion engine to operate at a target operating torque and controlling the intake system of the hydrogen internal combustion engine to operate at a target cooling intake volume. The target operating torque is less than the current operating torque of the hydrogen internal combustion engine, and the target cooling intake volume is greater than the current intake volume of the hydrogen internal combustion engine.

[0045] In one possible implementation, the emission control module is further configured as follows:

[0046] After executing the exhaust emission control strategy corresponding to the comparison result, the outlet temperature of the redox aftertreatment device is monitored, and if the outlet temperature is not less than the hydrogen ignition temperature within a preset monitoring period, the hydrogen internal combustion engine is controlled to shut down.

[0047] A third aspect of this application provides an exhaust emission control device for a hydrogen internal combustion engine, comprising: at least one processor and a memory connected to the processor, wherein:

[0048] The memory is used to store computer programs;

[0049] The processor is used to execute the computer program so that the exhaust emission control device of the hydrogen internal combustion engine can implement the exhaust emission control method of the hydrogen internal combustion engine as provided in the first aspect or any implementation thereof.

[0050] A fourth aspect of this application provides a power system, comprising:

[0051] A hydrogen internal combustion engine, a redox aftertreatment device, and an exhaust emission control device for a hydrogen internal combustion engine as provided in the first aspect or any implementation thereof.

[0052] By employing the aforementioned technical solution, the exhaust emission control method, system, device, and power system for a hydrogen internal combustion engine provided in this application characterize whether the hydrogen concentration is abnormal by calculating the difference between the outlet temperature and the inlet temperature of the oxidation-reduction aftertreatment device. This achieves the identification of abnormal hydrogen concentration in the exhaust gas without relying on monitoring sensors that generate high temperatures to directly measure the hydrogen concentration, thus avoiding the safety hazard of the sensor becoming an ignition source due to its own high temperature and causing an explosion. Furthermore, by controlling the monitoring sensor to be powered off and cooled when the difference characterizes an abnormal hydrogen concentration, the ignition risk of the sensor under dangerous operating conditions is eliminated. At the same time, based on the comparison result between the outlet temperature and the hydrogen ignition temperature, the corresponding exhaust emission control strategy is executed, realizing dynamic adaptation of control measures according to actual temperature risks. There is no need to abandon the monitoring sensor under normal operating conditions, solving the problem in the prior art where detection methods contradict safety risks and control measures cannot be dynamically adjusted according to actual operating conditions, thereby improving the reliability of exhaust emission control. Attached Figure Description

[0053] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the originals and elements are not necessarily drawn to scale.

[0054] Figure 1 A flowchart of a method for controlling exhaust emissions from a hydrogen internal combustion engine provided in this application;

[0055] Figure 2 This application provides a structural schematic diagram of a hydrogen internal combustion engine system;

[0056] Figure 3 This application provides a schematic diagram of an exhaust emission control process;

[0057] Figure 4 This is a schematic diagram of the exhaust emission control device for the hydrogen internal combustion engine provided in this application. Detailed Implementation

[0058] The embodiments of this application are described below with reference to the accompanying drawings. The terminology used in the implementation section of this application is for explaining specific embodiments only and is not intended to limit the scope of this application.

[0059] As will be known to those skilled in the art, with the development of technology and the emergence of new scenarios, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems.

[0060] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements, but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0061] The first aspect of this application provides a method for controlling exhaust emissions from a hydrogen internal combustion engine. The hydrogen internal combustion engine includes a redox aftertreatment device and monitoring sensors. A flowchart of the exhaust emission control method for the hydrogen internal combustion engine is shown below. Figure 1 As shown, the exhaust emission control method includes:

[0062] S101. Calculate the difference between the outlet temperature and the inlet temperature of the obtained redox post-treatment device.

[0063] It should be noted that, in practical applications, the aforementioned redox aftertreatment device is used to house a catalyst to catalyze the reaction of hydrogen and oxygen to produce water, thereby reducing the hydrogen concentration in the exhaust gas. The aforementioned redox aftertreatment device can be an oxidation catalyst (OC), a selective catalytic reduction (SCR), or a combination of both.

[0064] It should be noted that in practical applications, the aforementioned monitoring sensors are used to collect exhaust parameters to assist in combustion management and exhaust emission control. These sensors, such as nitrogen oxide sensors or oxygen sensors, are widely used in hydrogen internal combustion engines. Because the data collected by these sensors is deeply integrated with the existing control systems of hydrogen internal combustion engines, they cannot be simply discarded. However, since the ignition temperature (or auto-ignition temperature) of hydrogen is 585°C, and the monitoring sensors, due to the activation temperature limitations of their probe sensitive materials, often need to be heated to an operating temperature of 600°C to 800°C, this operating temperature is far higher than the ignition temperature of hydrogen. If a malfunction in the hydrogen internal combustion engine causes a continuous increase in the hydrogen concentration in the exhaust gas, the high temperature of the sensor probe during operation could easily ignite the high concentration of hydrogen in the exhaust gas, leading to an explosion risk. An explosion would damage the oxidation-reduction aftertreatment device, or even render it inoperable, severely affecting the reliability of exhaust emission control.

[0065] It should be noted that, in practical applications, the outlet and inlet temperatures of the aforementioned redox post-treatment device can be acquired using temperature sensors installed at the inlet and outlet of the device. For example, ... Figure 2 The diagram shows a structural schematic of a hydrogen internal combustion engine system, which includes: a turbocharger compressor 201, a hydrogen internal combustion engine body 202, a turbocharger turbine 203, an inlet temperature sensor 204, a redox aftertreatment device 205, an outlet temperature sensor 206, a monitoring sensor 207, and a catalyst nozzle 208. The turbocharger turbine 203 and the turbocharger compressor 201 are connected by a drive shaft (…). Figure 2 (A dashed line connects the two systems). The exhaust port of the turbocharger compressor 201 is connected to the intake port of the hydrogen internal combustion engine body 202. The exhaust port of the hydrogen internal combustion engine body 202 is connected to the intake port of the turbocharger turbine 203. The exhaust port of the turbocharger turbine 203 is connected to the inlet of the redox aftertreatment device 205 through an exhaust pipe. The outlet of the redox aftertreatment device 205 is connected to the exhaust gas pipeline. The inlet temperature sensor 204 and the catalyst nozzle 208 are installed in the exhaust pipe at the inlet of the redox aftertreatment device 205. The outlet temperature sensor 206 and the monitoring sensor 207 are installed in the exhaust gas pipeline. The redox aftertreatment device 205 consists of an oxidation catalyst (OC) and a selective catalytic reduction (SCR) unit. Figure 2 The middle arrow indicates the direction of gas flow. It is understandable that the above... Figure 2 The provided schematic diagram of the hydrogen internal combustion engine system is for illustrative purposes only. In actual application scenarios, the structure of the hydrogen internal combustion engine system can be adjusted according to design requirements. It only needs to have a structure that can detect the exhaust gas temperature before and after the oxidation-reduction aftertreatment device 205. This application does not impose too many restrictions or elaborate on the specific model and quantity of the above-mentioned temperature sensors.

[0066] In one possible implementation, the above is as follows: Figure 2 The catalyst nozzle 208 in the hydrogen internal combustion engine system shown serves to neutralize nitrogen oxides generated under the high temperature and pressure conditions of the cylinder during combustion, as well as a small amount of hydrocarbons produced by the combustion of lubricating oil. If the combustion process of the hydrogen internal combustion engine system can eliminate the generation of nitrogen oxides and hydrocarbons, then the catalyst nozzle 208 can be removed.

[0067] It should be noted that the working principle of the redox aftertreatment device is to use a catalyst to catalyze the oxidation reaction between hydrogen and oxygen in the exhaust gas to produce water. This process releases a large amount of heat, which heats the exhaust gas from the redox aftertreatment device, resulting in a temperature difference between the exhaust gas before and after the device. The higher the hydrogen concentration and the more vigorous the reaction, the greater this temperature difference will be. Therefore, this application uses the difference between the outlet and inlet temperatures of the redox aftertreatment device, calculated through configuration, to detect abnormal hydrogen concentrations in the exhaust gas.

[0068] S102. When the difference indicates an abnormal hydrogen concentration, the monitoring sensor is powered off and cooled down. Based on the comparison result between the outlet temperature and the hydrogen ignition temperature, the exhaust emission control strategy corresponding to the comparison result is executed.

[0069] It should be noted that, in practical applications, the aforementioned exhaust emission control strategies can be implemented by controlling the operating state of the hydrogen internal combustion engine and / or the operating state of the redox aftertreatment unit to reduce the hydrogen concentration in the exhaust gas. The different magnitudes of the outlet temperature and the hydrogen ignition temperature correspond to their respective exhaust emission control strategies. This application, by configuring the monitoring sensor to be powered off and cooled when the difference indicates an abnormal hydrogen concentration, eliminates the high-temperature hotspot after the redox aftertreatment unit outlet, thereby reducing the risk of damage to the redox aftertreatment unit by reducing the risk of igniting high-hydrogen-concentration exhaust gas. Simultaneously, by configuring the exhaust emission control strategy corresponding to the comparison result between the outlet temperature and the hydrogen ignition temperature, the comparison result is used to characterize the current exhaust gas detonation risk, thus enabling the execution of corresponding exhaust emission control strategies for different detonation risks. This achieves dynamic exhaust emission control aimed at suppressing hydrogen concentration in the exhaust gas without relying on monitoring sensors, improving the reliability of exhaust emission control.

[0070] This application utilizes the difference between the outlet and inlet temperatures of the redox aftertreatment device, calculated by configuration, to detect abnormal hydrogen concentrations in the exhaust gas. Subsequently, by configuring the monitoring sensor to be powered off and cooled when the difference indicates an abnormal hydrogen concentration, the high-temperature hotspot after the redox aftertreatment device outlet is eliminated, thereby reducing the risk of damage to the redox aftertreatment device by lowering the risk of igniting high-hydrogen-concentration exhaust gas. Simultaneously, by configuring the comparison between the outlet temperature and the hydrogen ignition temperature, an exhaust emission control strategy corresponding to the comparison result is executed. This utilizes the comparison result to characterize the current exhaust gas detonation risk, enabling the execution of corresponding exhaust emission control strategies for different detonation risks. This achieves dynamic exhaust emission control aimed at suppressing hydrogen concentration in the exhaust gas without relying on monitoring sensors, improving the reliability of exhaust emission control. Therefore, this application reduces the risk of exhaust gas detonation without abandoning monitoring sensors, thus improving the reliability of exhaust emission control for hydrogen internal combustion engines.

[0071] In one possible implementation, the exhaust emission control method further includes, before the control monitoring sensor is powered off and cooled down:

[0072] Collect the remaining duration of the current sampling period of the monitoring sensor;

[0073] If the remaining time exceeds the preset safe time threshold, the monitoring sensor will be controlled to perform a power-off action;

[0074] If the remaining time is not greater than the preset safe time threshold, the control monitoring sensor will perform a power-off action after completing the current data sampling cycle.

[0075] It should be noted that, in practical applications, the current sampling period mentioned above is the standard time window required for the monitoring sensor to complete one full data acquisition and processing cycle. Different monitoring sensor models have different sampling periods. The remaining time mentioned above is the interval from the moment a difference is detected to indicate an anomaly in hydrogen concentration, to the end of the current sampling period.

[0076] It should be noted that, in practical applications, the aforementioned preset safety time threshold is a calibration value used to balance the safety response rate and data validity. Since the data collected by the monitoring sensors is used for both exhaust emission control and combustion management of the hydrogen internal combustion engine, when the remaining time exceeds the preset safety time threshold, it means there is still a considerable amount of time before the current sampling cycle ends. Continuing to wait at this point would cause the sensor to operate at a continuously high temperature, increasing the risk of hydrogen ignition in the exhaust gas. In this case, the safety risk of the hydrogen internal combustion engine system outweighs the data value, and a power-off action should be prioritized to ensure the safety of the hydrogen internal combustion engine system. Conversely, when the remaining time is no greater than the preset safety time threshold, it means the current sampling cycle is about to complete, and only a very short waiting time is needed to obtain a complete set of exhaust parameters. Maintaining sensor operation briefly at this point will not significantly increase the risk of ignition, and it also avoids signal truncation, data distortion, or invalid frames caused by forced interruption. This prevents system-level operational fluctuations that could worsen the exhaust emission state before the subsequent execution and comparison of the exhaust emission control strategy, reducing the control difficulty of the subsequent exhaust emission control strategy and further improving the reliability of exhaust emission control.

[0077] In one possible implementation, the above-described method for identifying whether the remaining time is greater than a preset safe time threshold can be:

[0078] Assume the sampling period of the monitoring sensor is set to 100ms, and the preset safety time threshold is calibrated to 20ms. In the first scenario, if the controller detects an abnormal hydrogen concentration (indicating an inlet-outlet temperature difference) at 50ms after the start of the current sampling period, the remaining time of the current sampling period is calculated to be 50ms. Since 50ms is significantly greater than the 20ms safety time threshold, the controller immediately sends a power-off command to the oxygen sensor to de-energize and cool it down. In the second scenario, if the controller detects the abnormal hydrogen concentration at 90ms after the start of the current sampling period, the remaining time is only 10ms. Since 10ms is less than the safety time threshold of 20ms, the controller determines that power failure at this time will invalidate the data for this cycle and may generate an error code. For example, if the error code indicates incomplete combustion, the hydrogen internal combustion engine will trigger the adjustment of the air-fuel ratio to reduce the hydrogen concentration entering the internal combustion engine by reducing hydrogen injection. However, this may cause the hydrogen internal combustion engine to enter an unstable lean-burn zone due to excessively low hydrogen concentration, further increasing the risk of misfire. Waiting 10ms has a negligible impact on overall thermal safety. Therefore, the controller will control the monitoring sensor to perform the power failure action after the sampling of this cycle naturally ends and the data is successfully acquired and processed after 10ms.

[0079] Preferably, in order to achieve differentiated control under different risk levels and further reduce the risk of erroneous data generated by the monitoring sensor due to power failure, the aforementioned preset safety duration threshold can be determined by fitting the real-time temperature of the monitoring sensor, the exhaust gas flow rate, and / or the degree of hydrogen concentration anomaly represented by the aforementioned difference. The aforementioned fitting relationship can be obtained by fitting the calibration test under the calibration scenario based on different parameters (i.e., one or more of the aforementioned real-time temperature of the monitoring sensor, exhaust gas flow rate, and degree of hydrogen concentration anomaly represented by the aforementioned difference).

[0080] In one possible implementation, before calculating the difference between the outlet temperature and the inlet temperature of the obtained redox aftertreatment device, the exhaust emission control method provided in the first aspect of this application further includes:

[0081] Obtain the current operating parameters of the hydrogen internal combustion engine, and based on the mapping relationship between preset operating conditions and exhaust temperature, find the theoretical engine exhaust temperature value that matches the current operating parameters;

[0082] Calculate the first deviation between the inlet temperature and the theoretical engine exhaust temperature, and the second deviation between the outlet temperature and the theoretical engine exhaust temperature, respectively.

[0083] Extract the first preset allowable temperature deviation range corresponding to the temperature sensor that collects the inlet temperature, and the second preset allowable temperature deviation range corresponding to the temperature sensor that collects the outlet temperature.

[0084] When the first deviation value is within the first preset temperature deviation range and the second deviation value is within the second preset allowable temperature deviation range, the operation step of calculating the difference between the outlet temperature and the inlet temperature of the redox post-treatment device is executed.

[0085] If the first deviation value is not within the first preset temperature deviation range, and / or the second deviation value is within the second preset allowable temperature deviation range, the output will be an alarm signal indicating a temperature sensor malfunction.

[0086] It should be noted that in practical applications, the aforementioned current operating parameters are hydrogen internal combustion engine operating parameters strongly correlated with exhaust gas temperature. These parameters may include, but are not limited to, one or more of the following: engine speed, torque load, intake air volume, and air-fuel ratio. The mapping relationship described above can be obtained through calibration experiments and fitting based on the exhaust gas temperature of the hydrogen internal combustion engine under different operating conditions. The theoretical engine exhaust temperature value mentioned above refers to the exhaust temperature value of the hydrogen internal combustion engine when operating with the current operating parameters, assuming no faults in any of its components.

[0087] It should be noted that, in practical applications, the aforementioned first and second preset allowable temperature difference ranges can be temperature difference ranges that satisfy a preset mapping relationship with the current ambient temperature and the current exhaust gas mass flow rate. These ranges can be obtained by calibration under different ambient temperatures and exhaust gas mass flow rates, based on the exhaust port temperature of the hydrogen internal combustion engine and the inlet temperature of the redox aftertreatment device, as well as the exhaust port temperature of the hydrogen internal combustion engine and the outlet temperature of the redox aftertreatment device. Before determining whether the temperature deviation value is within the preset allowable temperature difference range, the specific range of the preset allowable temperature difference range can be set as a calibration range that corresponds to the current ambient temperature and the current exhaust gas mass flow rate. The calibration process for the second preset allowable temperature difference range differs from that of the first preset allowable temperature difference range. Specifically, compared to the calibration process for the first preset allowable temperature difference range, the obstruction effect of the redox treatment device on the exhaust mass flow rate needs to be considered additionally. This is achieved by calibration based on the exhaust port temperature of the hydrogen internal combustion engine and the outlet temperature of the redox aftertreatment device under different ambient temperatures and exhaust gas mass flow rates at the outlet of the redox treatment device.

[0088] It should be noted that in practical applications, the exhaust system of a hydrogen internal combustion engine operates in an extremely harsh environment. Continuous high temperatures, vibrations, and aging increase the risk of temperature sensor failure. If the temperature sensor malfunctions, and the hydrogen internal combustion engine system does not exhibit an increase in exhaust hydrogen concentration, there is a risk of erroneously triggering the execution logic of the exhaust emission control method described in the first aspect of this application, thereby severely affecting the operational stability of the hydrogen internal combustion engine. Therefore, this application obtains the current operating parameters of the hydrogen internal combustion engine through configuration. Based on the mapping relationship between preset operating conditions and exhaust temperature, it searches for the theoretical engine exhaust temperature value that matches the current operating parameters. This enables the acquisition of the exhaust temperature value of a fault-free hydrogen internal combustion engine operating with the current operating parameters, providing an accurate data foundation for subsequent judgments. Subsequently, by configuring and calculating the first deviation value between the inlet temperature and the theoretical engine exhaust temperature value, and the second deviation value between the outlet temperature and the theoretical engine exhaust temperature value, and comparing the obtained deviation value with the corresponding preset allowable temperature deviation range, the fault detection of the temperature sensor is realized, avoiding the risk of accidentally triggering the execution logic of the exhaust emission control method of the first aspect of this application due to the temperature sensor failure, and reducing the impact on the operating stability of the hydrogen internal combustion engine.

[0089] One possible implementation also includes:

[0090] Based on the comparison between the difference and the alarm threshold, it is determined whether the difference indicates an abnormal hydrogen concentration. The alarm threshold is determined based on the current operating status parameters of the hydrogen internal combustion engine. The alarm threshold represents the maximum allowable temperature difference between the outlet temperature and the inlet temperature when the hydrogen internal combustion engine is running without faults under the current operating status parameters.

[0091] It should be noted that in practical applications, the aforementioned alarm thresholds are not fixed values, but rather dynamically determined based on the current operating parameters of the hydrogen internal combustion engine. These current operating parameters refer to combinations of variables that reflect the engine's thermodynamic boundary conditions in real time, such as one or more of engine speed, torque load, intake air volume, air-fuel ratio, or exhaust mass flow rate. These current operating parameters directly determine the oxidation reaction rate and heat dissipation conditions of the oxidation-reduction aftertreatment device under fault-free operating conditions. The aforementioned maximum permissible temperature difference refers to the physical upper limit of the inlet and outlet temperature difference determined by the normal exhaust gas oxidation exothermic and heat transfer characteristics under the current specific operating conditions, assuming that both the engine and the aftertreatment system are in fault-free normal operating mode.

[0092] It should be noted that in practical applications, the exhaust temperature fluctuations of hydrogen internal combustion engines are significantly condition-dependent. For example, under high-load conditions, even without hydrogen anomalies, the normal temperature difference between the inlet and outlet of the oxidation-reduction aftertreatment device is already high due to the large exhaust flow and vigorous basic oxidation reaction. If a low fixed threshold is used for judgment in this situation, normal temperature fluctuations can easily be misjudged as hydrogen concentration anomalies, leading to unnecessary torque reduction or engine shutdown, thus compromising the operational stability of the hydrogen internal combustion engine. Conversely, under low-load or idling conditions, the normal temperature difference is low, and even a small abnormal temperature rise may indicate a serious risk of hydrogen leakage or fire. If a high fixed threshold is used, it may fail to detect safety hazards in time, resulting in the inability to trigger protection in a timely manner. Therefore, this application determines the alarm threshold based on the current operating state parameters of the hydrogen internal combustion engine and identifies whether the difference indicates an abnormal hydrogen concentration based on the comparison result between the difference and the alarm threshold. This achieves dynamic adjustment of the triggering conditions based on actual operating conditions, improving the control reliability of the exhaust emission control method provided in this application.

[0093] In one possible implementation, based on the comparison between the outlet temperature and the hydrogen ignition temperature, an exhaust emission control strategy corresponding to the comparison result is executed, including:

[0094] When the outlet temperature is lower than the hydrogen ignition temperature, the first exhaust gas emission control strategy is implemented. The first exhaust gas emission control strategy includes: performing combustion status diagnosis and hardware fault diagnosis, and determining whether to perform load reduction or shutdown operation based on the diagnosis results.

[0095] It should be noted that, in practical applications, the aforementioned combustion status diagnosis refers to fault detection logic for the combustion process within the cylinders of a hydrogen internal combustion engine. This includes, but is not limited to, detecting misfires in single or multiple cylinders, identifying deviations in the air-fuel ratio from the target value, and determining abnormal ignition timing or injection pulse width deviations—state parameters directly related to combustion quality. This combustion status diagnosis can be implemented by directly calling existing combustion fault diagnosis logic within the hydrogen internal combustion engine system. The aforementioned hardware fault diagnosis, on the other hand, refers to the detection logic for functional verification of physical actuators in the hydrogen internal combustion engine system involved in hydrogen supply and intake / exhaust management. Examples include checking whether the hydrogen injector is stuck and permanently open, whether the hydrogen supply pressure regulating valve is malfunctioning, whether the intake throttle valve position is drifting, or whether the turbocharger bypass valve is malfunctioning. This hardware fault diagnosis can also be implemented by directly calling existing hardware fault diagnosis logic within the hydrogen internal combustion engine system.

[0096] It should be noted that, in practical applications, the aforementioned load reduction refers to the operation of reducing the load on the hydrogen internal combustion engine by issuing control commands through the hydrogen internal combustion engine control system, thereby limiting the output torque of the hydrogen internal combustion engine or reducing the amount of hydrogen injected, in order to suppress the increase in hydrogen concentration. The aforementioned shutdown operation refers to the operation of forcibly cutting off the hydrogen supply and stopping the operation of the hydrogen internal combustion engine by issuing control commands through the hydrogen internal combustion engine control system, in order to completely eliminate safety hazards.

[0097] It should be noted that since the outlet temperature is below the ignition threshold, indicating that a thermal environment sufficient to ignite hydrogen has not yet been formed in the exhaust pipe, directly implementing a significant reduction in torque or shutting down the engine at this time, while avoiding potential risks, would cause an abrupt interruption of the vehicle's power, severely affecting the driving experience and the operational stability of the hydrogen internal combustion engine, and even further leading to an increase in the hydrogen concentration in the exhaust gas. Therefore, this application prioritizes combustion status diagnosis and hardware fault diagnosis to identify the specific causes of abnormal hydrogen concentration: if the increase in unburned hydrogen emissions is due to deteriorated combustion in individual cylinders, hydrogen can be cut off for that cylinder or the overall engine load can be appropriately reduced to maintain a minimum power output for the vehicle; however, if the continuous hydrogen leakage is caused by hardware damage such as a ruptured hydrogen supply line or valve failure, a shutdown operation should be performed to prevent a continuous increase in the hydrogen concentration in the exhaust gas, avoiding the loss of power and stability damage caused by blindly taking extreme protective measures without clarifying the cause of the fault.

[0098] In one possible implementation, based on the comparison between the outlet temperature and the hydrogen ignition temperature, an exhaust emission control strategy corresponding to the comparison result is executed, including:

[0099] When the outlet temperature is not less than the hydrogen ignition temperature, a second exhaust emission control strategy is implemented. The second exhaust emission control strategy includes: controlling the hydrogen internal combustion engine to operate at a target operating torque and controlling the intake system of the hydrogen internal combustion engine to operate at a target cooling intake volume. The target operating torque is less than the current operating torque of the hydrogen internal combustion engine, and the target cooling intake volume is greater than the current intake volume of the hydrogen internal combustion engine.

[0100] It should be noted that in practical applications, the aforementioned target operating torque is a threshold used to limit the upper limit of engine output torque. Essentially, it reduces the amount of hydrogen injected per unit time and the number of combustion cycles by limiting the work capacity of the hydrogen internal combustion engine, thereby reducing the rate at which unburned hydrogen enters the redox aftertreatment device and thus suppressing the rise in hydrogen concentration in the exhaust gas. The aforementioned target cooling intake air volume is a set value used to increase the intake air volume. Essentially, by increasing the intake air volume, it dilutes the exhaust gas to reduce the hydrogen concentration in it, and also reduces the heat in the hydrogen internal combustion engine and exhaust pipes, thereby reducing the risk of hydrogen detonation in the exhaust gas.

[0101] It should be noted that when the outlet temperature is not lower than the hydrogen ignition temperature, the indirect control method is insufficient to suppress the rise in hydrogen concentration and the risk of detonation in the exhaust gas. If the fault diagnosis is delayed, the risk of hydrogen detonation will increase rapidly. Therefore, this application controls the hydrogen internal combustion engine to operate at a target operating torque lower than its current operating torque, reducing the rate at which unburned hydrogen enters the redox aftertreatment device and suppressing the rise in hydrogen concentration in the exhaust gas. Furthermore, by controlling the intake system of the hydrogen internal combustion engine to operate at a target cooling intake volume greater than its current intake volume, the temperature of the exhaust gas and exhaust system is reduced. This rapidly suppresses the rise in hydrogen concentration and exhaust gas temperature within a short period, thereby prioritizing the protection of the redox aftertreatment device and preventing damage to the redox aftertreatment device from affecting the reliability of exhaust gas control.

[0102] It should be noted that in practical applications, there are multiple ways to determine the target operating torque and target cooling intake volume. One example provided here is a hierarchical mapping logic that dynamically adjusts the intervention intensity based on the extent to which the outlet temperature exceeds the hydrogen ignition temperature. Specifically, the target operating torque is determined according to the following mapping relationship: when the outlet temperature exceeds the hydrogen ignition temperature by less than 30°C, the target torque is set to 80% of the current operating torque; when the outlet temperature exceeds the hydrogen ignition temperature by 30°C to 60°C, the target torque is set to 60% of the current operating torque; when the outlet temperature exceeds the hydrogen ignition temperature by more than 60°C, the target torque is set to 40% or lower of the current operating torque. The target cooling intake volume is also determined according to a hierarchical mapping relationship: when the outlet temperature exceeds the hydrogen ignition temperature, the target cooling intake volume is set to 130% of the current intake volume; when the outlet temperature is significantly exceeded, for example, by more than 50°C, the target cooling intake volume is set to 150% or even higher of the current intake volume. Through the aforementioned hierarchical mapping, the system avoids insufficient response or excessive intervention under different severity levels of exceedance with a single fixed reduction, ensuring that the degree of adjustment is adapted to the actual risk. For example, assuming that under high load conditions, the outlet temperature of the redox aftertreatment unit suddenly rises to 580℃, exceeding the calibrated hydrogen ignition temperature threshold of 550℃, the second exhaust emission control strategy should be directly implemented. In terms of torque control, if the current operating torque is 200 N·m, the target operating torque should be set to 120 N·m, equivalent to reducing the engine load by 40% within milliseconds, thus reducing the hydrogen injection volume in subsequent cycles. In terms of intake control, if the current intake volume is 300 kg / h, the target cooling intake volume should be set to 450 kg / h, equivalent to increasing the excess air coefficient by 50%, using the increased cold air to forcibly dilute and cool the high-temperature exhaust.

[0103] In one possible implementation, after executing the exhaust emission control strategy corresponding to the comparison result, the following is also included:

[0104] Monitor the outlet temperature of the oxidation-reduction post-treatment unit, and if the outlet temperature is not lower than the hydrogen ignition temperature within a preset monitoring period, control the hydrogen internal combustion engine to shut down.

[0105] It should be noted that in practical application scenarios, if the outlet temperature is not lower than the hydrogen ignition temperature within the preset monitoring time after the exhaust emission control strategy corresponding to the comparison results is executed, it means that the relevant exhaust emission control strategy cannot effectively suppress the increase in exhaust hydrogen concentration and the increase in the risk of deflagration. In this case, in order to avoid hardware damage, the hydrogen internal combustion engine is directly shut down, thereby preventing the occurrence of hydrogen deflagration in the exhaust gas from the root cause.

[0106] To facilitate understanding of the exhaust emission control method for a hydrogen internal combustion engine provided by the first aspect and any implementation thereof of this application, an example of a possible implementation of this application is described below:

[0107] like Figure 3 The diagram shown illustrates a tail gas emission control process, which occurs after the hydrogen internal combustion engine is started. The specific operating steps are as follows:

[0108] Step S301: Obtain the current operating parameters of the hydrogen internal combustion engine, the outlet temperature of the redox aftertreatment device, and the inlet temperature of the redox aftertreatment device; find the theoretical engine exhaust temperature value that matches the current operating parameters; and trigger step S302.

[0109] Step S302: Calculate the first deviation between the inlet temperature and the theoretical engine exhaust temperature, and the second deviation between the outlet temperature and the theoretical engine exhaust temperature. Then trigger step S303.

[0110] Step S303: Determine whether both the first deviation value and the second deviation value are within the corresponding preset allowable temperature deviation range. If not, trigger step S304; if yes, trigger step S305.

[0111] Step S304 outputs an alarm signal indicating a temperature sensor malfunction.

[0112] Step S305: Calculate the difference between the outlet temperature and the inlet temperature, and determine the alarm threshold based on the current operating status parameters of the hydrogen internal combustion engine. Then trigger step S306.

[0113] Step S306: Determine whether the difference is greater than the alarm threshold. If not, trigger step S307; if yes, trigger step S308.

[0114] Step S307: Control the power supply to the monitoring sensor to operate. And trigger step S301.

[0115] Step S308: Collect the remaining duration of the current sampling period of the monitoring sensor. And trigger step S309.

[0116] Step S309: Determine whether the remaining time is greater than the preset safe time threshold. If not, trigger step S308; if yes, trigger step S310.

[0117] Step S310: Power off and cool down the monitoring sensor. This triggers step S311.

[0118] Step S311: Determine if the outlet temperature is lower than the hydrogen ignition temperature. If yes, trigger step S312; otherwise, trigger step S313.

[0119] Step S312: Perform combustion status diagnosis and hardware fault diagnosis, and determine whether to perform load reduction or shutdown operations based on the diagnosis results. Then trigger step S314.

[0120] Step S313: Control the hydrogen internal combustion engine to operate at a target operating torque lower than the current operating torque of the hydrogen internal combustion engine, thereby reducing the rate at which unburned hydrogen enters the oxidation-reduction aftertreatment device. This triggers step S314.

[0121] Step S314: Determine whether there is an outlet temperature that is not less than the hydrogen ignition temperature within the preset monitoring time. If yes, then trigger step S315; otherwise, trigger step S301.

[0122] Step S315: Control the hydrogen internal combustion engine to stop.

[0123] It should be noted that, in practical application scenarios, step S305 is a possible implementation of step S101 provided in the first aspect of this application, and steps S306 to S315 are possible implementations of step S102 provided in the first aspect of this application. The second aspect of this application provides an exhaust emission control system for a hydrogen internal combustion engine, applied to a hydrogen internal combustion engine including a redox aftertreatment device and monitoring sensors. The exhaust emission control system includes:

[0124] The temperature difference calculation module is used to calculate the difference between the outlet temperature and the inlet temperature of the obtained redox post-treatment device;

[0125] The emission control module is used to control the monitoring sensor to shut down and cool down when the difference characterizes an abnormal hydrogen concentration, and to execute the exhaust emission control strategy corresponding to the comparison result based on the comparison result between the outlet temperature and the hydrogen ignition temperature.

[0126] In one possible implementation, the exhaust emission control system further includes:

[0127] The power failure intervention module is used to collect the remaining duration of the current sampling cycle of the monitoring sensor before the emission control module controls the monitoring sensor to lose power and cool down.

[0128] If the remaining time exceeds the preset safe time threshold, the emission control module will be triggered to control the monitoring sensor to perform a power-off action.

[0129] If the remaining time is not greater than the preset safe time threshold, the emission control module will be triggered to control the monitoring sensor to perform a power-off action after completing the current data sampling cycle.

[0130] In one possible implementation, the exhaust emission control system further includes:

[0131] The fault self-diagnosis module is used to obtain the current operating parameters of the hydrogen internal combustion engine before the temperature difference calculation module calculates the difference between the outlet temperature and the inlet temperature of the oxidation-reduction aftertreatment device. Based on the mapping relationship between preset operating conditions and exhaust temperature, it finds the theoretical engine exhaust temperature value that matches the current operating parameters.

[0132] Calculate the temperature deviation between the inlet temperature and the theoretical engine exhaust temperature.

[0133] Calculate the first deviation between the inlet temperature and the theoretical engine exhaust temperature, and the second deviation between the outlet temperature and the theoretical engine exhaust temperature, respectively.

[0134] Extract the first preset allowable temperature deviation range corresponding to the temperature sensor that collects the inlet temperature, and the second preset allowable temperature deviation range corresponding to the temperature sensor that collects the outlet temperature.

[0135] When the first deviation value is within the first preset temperature deviation range and the second deviation value is within the second preset allowable temperature deviation range, the operation step of calculating the difference between the outlet temperature and the inlet temperature of the redox post-treatment device is executed.

[0136] If the first deviation value is not within the first preset temperature deviation range, and / or the second deviation value is within the second preset allowable temperature deviation range, the output will be an alarm signal indicating a temperature sensor malfunction.

[0137] In one possible implementation, the emission control module is also configured as follows:

[0138] Based on the comparison between the difference and the alarm threshold, it is determined whether the difference indicates an abnormal hydrogen concentration. The alarm threshold is determined based on the current operating status parameters of the hydrogen internal combustion engine. The alarm threshold represents the maximum allowable temperature difference between the outlet temperature and the inlet temperature when the hydrogen internal combustion engine is running without faults under the current operating status parameters.

[0139] In one possible implementation, the emission control module is configured to execute the exhaust emission control strategy corresponding to the comparison result between the outlet temperature and the hydrogen ignition temperature as follows:

[0140] When the outlet temperature is lower than the hydrogen ignition temperature, the first exhaust gas emission control strategy is implemented. The first exhaust gas emission control strategy includes: performing combustion status diagnosis and hardware fault diagnosis, and determining whether to perform load reduction or shutdown operation based on the diagnosis results.

[0141] In one possible implementation, the emission control module is configured to execute the exhaust emission control strategy corresponding to the comparison result between the outlet temperature and the hydrogen ignition temperature as follows:

[0142] When the outlet temperature is not less than the hydrogen ignition temperature, a second exhaust emission control strategy is implemented. The second exhaust emission control strategy includes: controlling the hydrogen internal combustion engine to operate at a target operating torque and controlling the intake system of the hydrogen internal combustion engine to operate at a target cooling intake volume. The target operating torque is less than the current operating torque of the hydrogen internal combustion engine, and the target cooling intake volume is greater than the current intake volume of the hydrogen internal combustion engine.

[0143] In one possible implementation, the emission control module is also configured as follows:

[0144] After implementing the exhaust emission control strategy corresponding to the comparison results, the outlet temperature of the oxidation-reduction aftertreatment device is monitored, and if the outlet temperature is not lower than the hydrogen ignition temperature within the preset monitoring time, the hydrogen internal combustion engine is shut down.

[0145] A third aspect of this application provides an exhaust emission control device for a hydrogen internal combustion engine, comprising: at least one processor and a memory connected to the processor, wherein:

[0146] Memory is used to store computer programs;

[0147] The processor is used to execute a computer program to enable the exhaust emission control device of the hydrogen internal combustion engine to implement the exhaust emission control method of the hydrogen internal combustion engine as provided in the first aspect or any implementation thereof.

[0148] A fourth aspect of this application provides a power system, comprising:

[0149] A hydrogen internal combustion engine, a redox aftertreatment device, and an exhaust emission control device for a hydrogen internal combustion engine as provided in the first aspect or any implementation thereof.

[0150] In one possible implementation, a schematic diagram of the exhaust emission control device for the aforementioned hydrogen internal combustion engine is shown below. Figure 4 As shown. The exhaust emission control device of the hydrogen internal combustion engine in this application embodiment can be an ECU (Electronic Control Unit), a VCU (Vehicle Control Unit), an MCU (Micro Controller Unit), etc. Figure 4 The exhaust emission control device for the hydrogen internal combustion engine shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0151] like Figure 4As shown, the exhaust emission control device for the hydrogen internal combustion engine may include a processing unit (e.g., a central processing unit, a graphics processing unit, etc.) 401, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 402 or a program loaded from a storage device 408 into a random access memory (RAM) 403. When the exhaust emission control device of the hydrogen internal combustion engine is powered on, the RAM 403 also stores various programs and data required for the operation of the exhaust emission control device. The processing unit 401, ROM 402, and RAM 403 are interconnected via a bus 404. An input / output (I / O) interface 405 is also connected to the bus 404.

[0152] Typically, the following devices can be connected to I / O interface 405: input devices 406 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 407 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 408 including, for example, memory cards, hard drives, etc.; and communication devices 409. Communication device 409 allows the exhaust emission control device of the hydrogen internal combustion engine to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 4 The diagram illustrates an exhaust emission control system for a hydrogen internal combustion engine with various devices; however, it should be understood that implementation of or possession of all of the shown devices is not required. More or fewer devices may be implemented alternatively.

[0153] It should also be noted that the device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. In addition, in the device embodiment drawings provided in this application, the connection relationship between modules indicates that they have a communication connection, which can be implemented as one or more communication buses or signal lines.

[0154] Through the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware, or it can be implemented by special-purpose hardware including application-specific integrated circuits, special-purpose CPUs, special-purpose memory, special-purpose components, etc. Generally, any function performed by a computer program can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be diverse, such as analog circuits, digital circuits, or special-purpose circuits. However, for this application, software program implementation is more often the preferred implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a readable storage medium, such as a computer floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk, or optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, training equipment, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0155] In the above embodiments, the implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, in the form of a computer program product.

[0156] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, training device, or data center to another website, computer, training device, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state drives (SSDs)).

Claims

1. A method of controlling exhaust emission of a hydrogen internal combustion engine, characterized by, The hydrogen internal combustion engine includes a redox aftertreatment device and monitoring sensors, and the exhaust emission control method includes: The difference between the outlet temperature and the inlet temperature of the obtained redox post-treatment device is calculated; When the difference indicates an abnormal hydrogen concentration, the monitoring sensor is powered off and cooled down. Based on the comparison between the outlet temperature and the hydrogen ignition temperature, the exhaust emission control strategy corresponding to the comparison result is executed.

2. The tail gas emission control method according to claim 1, characterized by, Before controlling the monitoring sensor to power off and cool down, the exhaust emission control method further includes: Collect the remaining duration of the current sampling period of the monitoring sensor; If the remaining duration exceeds a preset safe duration threshold, the monitoring sensor is controlled to perform a power-off action. If the remaining time is not greater than the preset safe time threshold, the monitoring sensor is controlled to perform the power-off action after completing the current data sampling cycle.

3. The tail gas abatement method of claim 1, wherein, Before calculating the difference between the outlet temperature and the inlet temperature of the redox aftertreatment device, the exhaust emission control method further includes: Obtain the current operating parameters of the hydrogen internal combustion engine, and based on the mapping relationship between preset operating conditions and exhaust temperature, find the theoretical engine exhaust temperature value that matches the current operating parameters; Calculate the first deviation between the inlet temperature and the theoretical engine exhaust temperature, and the second deviation between the outlet temperature and the theoretical engine exhaust temperature, respectively. Extract the first preset allowable temperature deviation range corresponding to the temperature sensor that collects the inlet temperature, and the second preset allowable temperature deviation range corresponding to the temperature sensor that collects the outlet temperature, respectively. When the first deviation value is within the first preset temperature deviation range and the second deviation value is within the second preset allowable temperature deviation range, the operation step of calculating the difference between the outlet temperature and the inlet temperature of the redox post-treatment device is executed. If the first deviation value is not within the first preset temperature deviation range, and / or the second deviation value is within the second preset allowable temperature deviation range, the output will be an alarm signal indicating a temperature sensor malfunction.

4. The exhaust emission control method according to claim 1, characterized in that, Also includes: Based on the comparison result between the difference and the alarm threshold, it is identified whether the difference indicates an abnormal hydrogen concentration. The alarm threshold is determined based on the current operating status parameters of the hydrogen internal combustion engine. The alarm threshold indicates the maximum permissible temperature difference between the outlet temperature and the inlet temperature when the hydrogen internal combustion engine is running without faults with the current operating status parameters.

5. The exhaust emission control method according to claim 1, characterized in that, The step of executing an exhaust emission control strategy corresponding to the comparison result between the outlet temperature and the hydrogen ignition temperature includes: If the outlet temperature is lower than the hydrogen ignition temperature, a first exhaust gas emission control strategy is executed. The first exhaust gas emission control strategy includes: performing combustion state diagnosis and hardware fault diagnosis, and determining whether to perform load reduction or shutdown operation based on the diagnosis results.

6. The exhaust emission control method according to claim 1, characterized in that, The step of executing an exhaust emission control strategy corresponding to the comparison result between the outlet temperature and the hydrogen ignition temperature includes: When the outlet temperature is not less than the hydrogen ignition temperature, a second exhaust emission control strategy is executed. The second exhaust emission control strategy includes: controlling the hydrogen internal combustion engine to operate at a target operating torque and controlling the intake system of the hydrogen internal combustion engine to operate at a target cooling intake volume. The target operating torque is less than the current operating torque of the hydrogen internal combustion engine, and the target cooling intake volume is greater than the current intake volume of the hydrogen internal combustion engine.

7. The exhaust emission control method according to claim 5 or 6, characterized in that, After executing the exhaust emission control strategy corresponding to the comparison result, the method further includes: The outlet temperature of the oxidation-reduction post-treatment device is monitored, and if the outlet temperature is not lower than the hydrogen ignition temperature within a preset monitoring period, the hydrogen internal combustion engine is controlled to shut down.

8. A tail gas emission control system for a hydrogen internal combustion engine, characterized in that, The exhaust emission control system, applied to a hydrogen internal combustion engine including a redox aftertreatment device and monitoring sensors, comprises: The temperature difference calculation module is used to calculate the difference between the outlet temperature and the inlet temperature of the obtained redox post-treatment device; The emission control module is used to control the monitoring sensor to power off and cool down when the difference indicates an abnormal hydrogen concentration, and to execute the exhaust emission control strategy corresponding to the comparison result based on the comparison result between the outlet temperature and the hydrogen ignition temperature.

9. A tail gas emission control device for a hydrogen internal combustion engine, characterized in that, include: At least one processor and a memory connected to the processor, wherein: The memory is used to store computer programs; The processor is used to execute the computer program so that the exhaust emission control device of the hydrogen internal combustion engine can implement the exhaust emission control method of the hydrogen internal combustion engine as described in any one of claims 1 to 7.

10. A power system, characterized in that, include: The hydrogen internal combustion engine, the oxidation-reduction aftertreatment device, and the exhaust emission control device for the hydrogen internal combustion engine as described in claim 9.

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