Hydrogen engine system and automobile

Abstract

The utility model provides a hydrogen engine system and an automobile, the hydrogen engine system comprises a hydrogen engine, a gas inlet pipeline and a gas outlet pipeline, the gas inlet pipeline is connected and communicated with a gas inlet of the hydrogen engine, the gas outlet pipeline is connected and communicated with a gas outlet of the hydrogen engine, and the hydrogen engine is provided with a crankcase. Moreover, according to the hydrogen engine system, the blow-by gas collecting bypass is arranged between the crankcase and the tail gas treatment component on the exhaust pipeline, blow-by gas with part of unburned hydrogen in the crankcase is exhausted into the exhaust pipeline through the blow-by gas collecting bypass and reacts with waste gas in the exhaust pipeline in the tail gas treatment component, and the hydrogen in the crankcase is exhausted into the exhaust pipeline. Therefore, nitrogen oxide in the waste gas is reduced by using hydrogen in the blow-by gas. According to the hydrogen engine system, unburned hydrogen contained in blow-by gas in the crankcase is ingeniously utilized to reduce nitric oxide in waste gas, and therefore on the premise that hydrogen consumption is not increased, the emission problem of an automobile with the hydrogen engine system is solved.

Description

Technical Field

[0001] The utility model relates to the technical field of engines, in particular to a hydrogen engine system which can be used for automobiles. Background Art

[0002] Hydrogen fuel internal combustion engines are internal combustion engines that use hydrogen as fuel. Their combustion products are mainly water and do not produce additional carbon emissions. Therefore, with increasingly stringent emission regulations, they have attracted widespread attention from scholars at home and abroad. Since hydrogen has low ignition energy and a wide ignition limit, hydrogen fuel internal combustion engines can achieve higher engine thermal efficiency in lean combustion mode. However, the high temperature and oxygen-rich environment under lean combustion conditions are very likely to produce a large amount of nitrogen oxide emissions, which requires a dedicated after-treatment system to treat nitrogen oxides in the exhaust gas.

[0003] In current technology, the most widely used post-treatment system is the selective catalytic reduction (SCR) technology, which uses urea as a reducing agent to treat nitrogen oxides, so a urea injection system is needed. This system currently has the following disadvantages: 1. The urea reaction will generate crystals that are easy to coke and difficult to remove, which will block the exhaust pipe; 2. In winter, urea is easy to freeze and needs to consume part of the vehicle's fuel consumption to thaw before it can be used; 3. The urea system has a complex structure and occupies the layout space of the entire vehicle; 4. Users need to add urea regularly, which brings inconvenience to users and affects user experience.

[0004] Of course, in the prior art, there are also methods of modifying the hydrogen supply system of a hydrogen internal combustion engine, using hydrogen in a hydrogen storage tank instead of urea as a reducing agent to treat nitrogen oxides. For example, a Chinese patent (CN115234346A) discloses a hydrogen internal combustion engine aftertreatment system, which includes a hydrogen storage bottle, a hydrogen supply pipeline, a catalyst and a hydrogen aftertreatment device. The hydrogen in the hydrogen storage bottle is used to catalytically reduce nitrogen oxides generated by lean combustion of the hydrogen internal combustion engine, but the consumption of hydrogen is increased.

[0005] Therefore, the prior art has the technical problem of increasing hydrogen energy consumption when using hydrogen in the hydrogen supply system to catalytically reduce nitrogen oxides produced by lean combustion of hydrogen internal combustion engines. Utility Model Content

[0006] The utility model aims to solve the technical problem of increasing hydrogen energy consumption when utilizing hydrogen in a hydrogen supply system to catalytically reduce nitrogen oxides generated by lean combustion of a hydrogen energy internal combustion engine in the prior art.

[0007] In order to solve the above technical problems, an embodiment of the utility model discloses a hydrogen engine system, which includes a hydrogen engine, an intake pipe and an exhaust pipe, the intake pipe is connected and communicated with the intake port of the hydrogen engine, the exhaust pipe is connected and communicated with the exhaust port of the hydrogen engine, and the hydrogen engine has a crankcase.

[0008] This hydrogen engine system also includes a blowby gas collection bypass and an exhaust gas treatment component arranged on the exhaust pipeline. One end of the blowby gas collection bypass is connected and communicated with the crankcase, and the other end is connected and communicated with a position on the exhaust pipeline located upstream of the exhaust gas treatment component, or the other end is connected and communicated with the exhaust gas treatment component.

[0009] By adopting the above technical solution, this hydrogen engine system collects the blow-by gas in the crankcase through the blow-by gas collection bypass. Crankcase blow-by gas refers to the part of the combustible mixture and combustion products that will enter the crankcase from the cylinder through the piston ring when the engine is working. In the hydrogen engine, there is some unburned hydrogen in the crankcase blow-by gas. This part of the blow-by gas enters the exhaust pipe through the blow-by gas collection bypass and reacts with the exhaust gas in the exhaust pipe in the exhaust gas treatment component, thereby using the hydrogen in the blow-by gas to reduce the nitrogen oxides in the exhaust gas. This hydrogen engine system cleverly uses the unburned hydrogen contained in the blow-by gas in the crankcase to reduce the nitrogen oxides in the exhaust gas, improves the emission problem of the hydrogen engine, and does not increase the consumption of hydrogen.

[0010] In addition, compared with the prior art of additionally setting up a urea injection system to treat nitrogen oxides in the exhaust gas of a hydrogen engine, the structure of this hydrogen engine system is simpler, and when nitrogen oxides react with hydrogen, what mainly occurs is the reaction of nitrous oxide (N2O) and hydrogen (H2) to generate nitrogen (N2) and water (H2O), which will not cause blockage of the exhaust pipe.

[0011] The embodiment of the utility model further discloses a hydrogen engine system, wherein an oil-gas separation component is arranged on the blow-by gas collection bypass.

[0012] Among them, the oil-gas separation component has an inlet end and at least one outlet end, the inlet end is connected to the side of the blowby gas collection bypass connected to the crankcase, and at least part of the at least one outlet end is connected to the side of the blowby gas collection bypass connected to the exhaust pipe, so that the hydrogen separated by the oil-gas separation component enters the exhaust pipe through the blowby gas collection bypass and flows into the exhaust gas treatment component or enters the exhaust gas treatment component.

[0013] By adopting the above technical solution, the hydrogen in the blow-by gas is separated by the oil-gas separation component arranged on the blow-by gas collection bypass, so as to be used for treating the nitrogen oxides in the tail gas, thereby preventing other substances in the blow-by gas from affecting the reduction of nitrogen oxides by hydrogen, improving the reaction efficiency, and also preventing other substances in the blow-by gas from reacting with nitrogen oxides to generate new harmful substances.

[0014] An embodiment of the utility model also discloses a hydrogen engine system, in which at least one outlet end of the oil-gas separation component is two outlet ends, one of the two outlet ends is connected to one side of the exhaust pipe connected to the blowby gas collection bypass, and the other outlet end of the two outlet ends is connected to the oil return pipe, and the end of the oil return pipe is connected to the crankcase, so that the oil separated by the oil-gas separation component enters the crankcase through the oil return pipe.

[0015] By adopting the above technical solution, the hydrogen in the blowby gas is separated through the oil-gas separation component for reaction with nitrogen oxides in the exhaust gas, and the oil in the blowby gas is returned to the crankcase through the oil return pipeline after being separated and reused, thereby replenishing the lubricating oil reserves in the crankcase.

[0016] The embodiment of the utility model further discloses a hydrogen engine system, in which the tail gas treatment component is configured as a catalyst.

[0017] Through the above technical solution, the catalyst provides a place for the reaction of hydrogen and nitrogen oxides, ensuring that hydrogen and nitrogen oxides can fully react, thereby improving the treatment effect of nitrogen oxides.

[0018] The embodiment of the utility model further discloses a hydrogen engine system, wherein a heating component is arranged in an exhaust gas treatment component.

[0019] By adopting the above technical solution, the exhaust gas treatment component is heated by the heating component, so as to promote the reaction between hydrogen and nitrogen oxides and improve the reaction efficiency.

[0020] The embodiment of the utility model also discloses a hydrogen engine system, which also includes an air supply pipeline, one end of which is connected and communicated with the intake pipeline, and the other end of which is connected and communicated with the crankcase; and a pressure sensing component is arranged in the crankcase.

[0021] With the above technical solution, when the blowby gas in the crankcase is extracted by the blowby gas collection bypass, the air pressure in the crankcase will decrease, and the air pressure in the crankcase will be detected by the pressure sensing component. When the air pressure in the crankcase is too low, fresh air in the intake pipeline is replenished into the crankcase through the air replenishment pipeline to avoid negative pressure in the crankcase and back-inhalation of the blowby gas from the blowby gas collection bypass into the crankcase.

[0022] An embodiment of the utility model also discloses a hydrogen engine system, wherein a first nitrogen oxide sensor component for detecting the nitrogen oxide content at the location is provided on the exhaust pipe and located upstream of the exhaust gas treatment component, and a second nitrogen oxide sensor component for detecting the nitrogen oxide content at the location is provided on the exhaust pipe and located downstream of the exhaust gas treatment component.

[0023] By adopting the above technical scheme, the first nitrogen oxide sensor component and the second nitrogen oxide sensor component can respectively detect the content of nitrogen oxides before the reaction with hydrogen and the content of nitrogen oxides after the reaction with hydrogen, so as to judge the degree of reaction of nitrogen oxides with hydrogen by the change of nitrogen oxide content.

[0024] An embodiment of the utility model also discloses a hydrogen engine system, wherein a first hydrogen sensor component for detecting the hydrogen content at the position is provided on a blowby gas collection bypass and located downstream of an oil-gas separation component, and a second hydrogen sensor component for detecting the hydrogen content at the position is provided on an exhaust pipe and located downstream of an exhaust gas treatment component.

[0025] By adopting the above technical solution, the first hydrogen sensor component and the second hydrogen sensor component can respectively detect the content of hydrogen before the reaction with nitrogen oxides and the content of hydrogen after the reaction with nitrogen oxides, so as to judge the reaction degree of hydrogen with carbon oxides by the consumption of hydrogen.

[0026] The embodiment of the utility model further discloses a car, comprising any one of the above-mentioned hydrogen engine systems.

[0027] By adopting the above technical solution, the hydrogen engine system of this automobile transmits the unburned hydrogen contained in the blow-by gas in the crankcase to the exhaust gas treatment component through the blow-by gas collection bypass to reduce the nitrogen oxides in the exhaust gas, thereby improving the emission problem of the hydrogen engine without increasing the hydrogen energy consumption, making this automobile more environmentally friendly.

[0028] The embodiment of the utility model further discloses a car, which further comprises an electronic control unit.

[0029] When the hydrogen engine system includes a first nitrogen oxide sensor component, a second nitrogen oxide sensor component, a first hydrogen sensor component and a second hydrogen sensor component, the electronic control unit is communicatively connected to the first nitrogen oxide sensor component, the second nitrogen oxide sensor component, the first hydrogen sensor component and the second hydrogen sensor component respectively.

[0030] When a heating component is provided in the exhaust gas treatment component of the hydrogen engine system, the electronic control unit is also in communication connection with the heating component.

[0031] When a pressure sensing component is provided in the crankcase of the hydrogen engine system and an oil-gas separation component is provided on the blowby gas collection bypass, the electronic control unit is also communicatively connected with the pressure sensing component and the oil-gas separation component respectively.

[0032] By adopting the above technical solution, the detection signals fed back by various sensor components are collected through the vehicle's base control unit, and the degree of reaction between hydrogen and nitrogen oxides is controlled in real time by controlling the heating component, so as to reduce the content of nitrogen oxides in the exhaust gas discharged by the vehicle as much as possible.

[0033] The beneficial effects of the utility model are:

[0034] The utility model provides a hydrogen engine system, which includes a hydrogen engine, an air intake line and an exhaust line, wherein the air intake line is connected and communicated with the air intake port of the hydrogen engine, and the exhaust line is connected and communicated with the exhaust port of the hydrogen engine, and the hydrogen engine has a crankcase. In addition, the hydrogen engine system is provided with a blow-by gas collection bypass between the crankcase and the exhaust gas treatment component on the exhaust line, and the blow-by gas collection bypass is used to discharge the blow-by gas with some unburned hydrogen in the crankcase into the exhaust line, and reacts with the exhaust gas in the exhaust line in the exhaust gas treatment component, thereby using the hydrogen in the blow-by gas to reduce the nitrogen oxides in the exhaust gas. The hydrogen engine system cleverly utilizes the unburned hydrogen contained in the blow-by gas in the crankcase to reduce the nitrogen oxides in the exhaust gas, thereby improving the emission problem of the hydrogen engine, and will not increase the consumption of hydrogen.

[0035] Furthermore, in the hydrogen engine system provided by the utility model, an oil-gas separation component is provided on the blowby gas collecting bypass, and the oil-gas separation component has two outlet ends, one of which is connected to one side of the blowby gas collecting bypass connected to the exhaust pipe, and the hydrogen separated by the oil-gas separation component enters the exhaust pipe through the blowby gas collecting bypass and flows to the inside of the exhaust gas treatment component or enters the inside of the exhaust gas treatment component to react with nitrogen oxides; and the other outlet end is connected to the oil return pipeline, and the end of the oil return pipeline is connected to the crankcase, so that the oil separated by the oil-gas separation component enters the crankcase through the oil return pipeline. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 A schematic diagram of the structure of a hydrogen engine system provided by an embodiment of the utility model;

[0037] Figure 2 A control schematic diagram of an exhaust gas treatment component of a hydrogen engine system provided by an embodiment of the utility model;

[0038] Figure 3 A control flow chart of a hydrogen engine system provided in an embodiment of the utility model.

[0039] Description of reference numerals:

[0040] 10. Hydrogen engine system;

[0041] 110. Hydrogen engine;

[0042] 111. crankcase; 112. intake manifold; 113. exhaust manifold; 114. pressure sensing component;

[0043] 120. Intake pipe; 121. Air filter;

[0044] 130. Exhaust pipe;

[0045] 131. Exhaust treatment component; 1310. Catalyst; 1311. Heating component;

[0046] 132. A first nitrogen oxide sensor component; 133. A second nitrogen oxide sensor component;

[0047] 134. A second hydrogen sensing component;

[0048] 140. Blow-by gas collection bypass; 141. First hydrogen sensor component;

[0049] 150. Oil and gas separation components;

[0050] 160, oil return line;

[0051] 170, air supply pipeline;

[0052] 20. Electronic control unit. DETAILED DESCRIPTION

[0053] A hydrogen engine, or hydrogen fuel engine, is a power system that uses hydrogen as the main fuel. Its working principle is roughly similar to that of a traditional fuel engine, but the key difference lies in the fuel. In a hydrogen engine, hydrogen and oxygen undergo a chemical reaction in the cylinder, producing water vapor and releasing a large amount of heat energy through combustion, which is then converted into mechanical energy to drive the movement of a car or other equipment.

[0054] However, when hydrogen is not burned completely, nitrogen oxides are produced. These nitrogen oxides are mainly generated by the reaction of nitrogen and oxygen in the air at high temperatures. The high temperature (over 2000K) generated when hydrogen fuel is burned is the main reason for the generation of nitrogen oxides. In addition, if there is a high pressure and high temperature environment inside the engine, it will also cause nitrogen to react with oxygen to produce more nitrogen oxides, and the emission of nitrogen oxides has a serious impact on the environment. They can be absorbed by clouds and produce acid rain, causing environmental damage. In addition, nitrogen oxides may also have a negative impact on human health, such as causing respiratory diseases. Therefore, it is necessary to treat the nitrogen oxides in the exhaust gas discharged by hydrogen engines.

[0055] In the prior art, a urea injection system is generally provided at the exhaust end of a hydrogen engine to treat nitrogen oxides using urea as a reducing agent. However, the urea reaction will generate crystals that are easy to coke and difficult to remove, which will clog the exhaust pipe and occupy a large installation space. Using the hydrogen in the hydrogen storage structure that transports hydrogen to the hydrogen engine to reduce nitrogen oxides will increase hydrogen consumption and increase the energy consumption of the hydrogen engine.

[0056] To this end, the utility model provides a hydrogen engine system, in which a blow-by gas collection bypass is arranged between the crankcase and the exhaust gas treatment component on the exhaust pipe. The blow-by gas collection bypass is used to discharge the blow-by gas with some unburned hydrogen in the crankcase into the exhaust pipe, and reacts with the exhaust gas in the exhaust pipe in the exhaust gas treatment component, so that the hydrogen in the blow-by gas is used to reduce the nitrogen oxides in the exhaust gas.

[0057] In order to make the purpose, technical solution and advantages of the present invention more clear, the implementation mode of the present invention will be further described in detail below with reference to the accompanying drawings.

[0058] like Figure 1 As shown, an embodiment of the utility model discloses a hydrogen engine system 10, which includes a hydrogen engine 110, an intake pipe 120 and an exhaust pipe 130, wherein the intake pipe 120 is connected and communicated with the intake port of the hydrogen engine 110, and the exhaust pipe 130 is connected and communicated with the exhaust port of the hydrogen engine 110, and the hydrogen engine 110 has a crankcase 111, a plurality of intake manifolds 112 and a plurality of exhaust manifolds 113, and a plurality of cylinders are formed in the crankcase 111, and the plurality of intake manifolds 112 and the plurality of exhaust manifolds 113 correspond to the plurality of cylinders one by one, and each cylinder is communicated with a corresponding intake manifold 112 through an intake valve structure, and is communicated with a corresponding exhaust manifold 113 through an exhaust valve structure.

[0059] More specifically, in this embodiment, one end of the plurality of intake manifolds 112 is connected and connected to the intake pipe 120, and one end of the plurality of exhaust manifolds 113 is connected and connected to the exhaust pipe 130. The number of cylinders in the crankcase 111 may be three, four, six, twelve or other numbers, and those skilled in the art may design it according to actual conditions and specific requirements, and this embodiment does not specifically limit this.

[0060] This hydrogen engine system 10 also includes a blow-by gas collection bypass 140 and an exhaust gas treatment component 131 arranged on the exhaust pipe 130. One end of the blow-by gas collection bypass 140 is connected and communicated with the crankcase 111, and the other end is connected and communicated with the exhaust pipe 130 at an upstream position of the exhaust gas treatment component 131. It should be noted that blow-by gas refers to the fact that when the engine is working, part of the combustible mixture and combustion products will flow from the cylinder into the crankcase 111 through the piston ring. When the engine is running at low temperature, liquid fuel may also leak into the crankcase 111. In the hydrogen engine 110, since part of the hydrogen is not fully burned, it will flow into the crankcase 111 and mix with part of the lubricating oil in the crankcase 111 to form blow-by gas.

[0061] Specifically, the hydrogen engine system 10 collects the blow-by gas in the crankcase 111 through the blow-by gas collection bypass 140. The blow-by gas in the crankcase 111 contains some unburned hydrogen. This part of the blow-by gas enters the exhaust pipe 130 through the blow-by gas collection bypass 140 and reacts with the exhaust gas in the exhaust pipe 130 in the exhaust gas treatment component 131, thereby using the hydrogen in the blow-by gas to reduce the nitrogen oxides in the exhaust gas. The hydrogen engine system 10 cleverly uses the unburned hydrogen contained in the blow-by gas in the crankcase 111 to reduce the nitrogen oxides in the exhaust gas, improves the emission problem of the hydrogen engine 110, and does not increase the consumption of hydrogen.

[0062] In addition, compared with the prior art in which an additional urea injection system is provided to treat nitrogen oxides in the exhaust gas of the hydrogen engine 110, the structure of this hydrogen engine system 10 is simpler, and when nitrogen oxides react with hydrogen, what mainly occurs is the reaction of nitrous oxide (N2O) and hydrogen (H2) to generate nitrogen (N2) and water (H2O), which will not cause blockage of the exhaust pipe 130.

[0063] In another alternative embodiment, one end of the blowby gas collection bypass 140 is connected to and communicated with the crankcase 111, and the other end is directly connected to and communicated with the exhaust gas treatment component 131. The blowby gas in the crankcase 111 collected by the blowby gas collection bypass 140 is directly transported to the exhaust gas treatment component 131 to react with nitrogen oxides.

[0064] It should be noted that, in this embodiment, the exhaust gas treatment component 131 is configured as a catalyst 1310, which provides a place for the reaction of hydrogen and nitrogen oxides to ensure that hydrogen and nitrogen oxides can fully react. Of course, the exhaust gas treatment component 131 can also be configured as other can-shaped structures with a closed cavity inside that can provide a place for the reaction of hydrogen and nitrogen oxides. Regarding the specific structure of the exhaust gas treatment component 131, those skilled in the art can design it according to actual conditions and specific needs, and this embodiment does not specifically limit this.

[0065] And, if Figure 1 As shown, in this embodiment, a heating component 1311 is provided in the exhaust gas treatment component 131. The exhaust gas treatment component 131 is heated by the heating component 1311 to promote the reaction of hydrogen and nitrogen oxides, thereby improving the reaction efficiency. The heating component 1311 can be set as a thermistor, a heating wire, or other commonly used heaters in the art. Those skilled in the art can design it according to actual conditions and specific needs, and this embodiment does not specifically limit this.

[0066] Furthermore, the embodiment of the utility model also discloses a hydrogen engine system 10, and an oil-gas separation component 150 is provided on the blowby gas collection bypass 140. It should be noted that the oil-gas separation component 150 can be set as an active oil-gas separator, and the active oil-gas separator is usually composed of an inlet separation device (such as an oil retaining groove, a screen plate, etc.), an umbrella-shaped or mesh mist catcher, a baffle, a liquid level controller, and a pressure control valve. When the oil-gas mixture enters the separator, it is firstly separated by the inlet separation device, and then the oil droplets in the gas are captured by the mist catcher, and the gas in the liquid is separated by the baffle. Finally, the oil outlet valve and the pressure control valve on the exhaust pipe are controlled by the float to maintain the liquid seal state of the liquid outlet and the specified separator pressure. Regarding the specific specifications and structure of the active oil-gas separator, those skilled in the art can design it according to actual conditions and specific needs, and this embodiment does not make specific limitations on this.

[0067] Among them, in this embodiment, the oil-gas separation component 150 has an inlet end and at least one outlet end, the inlet end is connected to the side of the blowby gas collecting bypass 140 connected to the crankcase 111, and at least part of the at least one outlet end is connected to the side of the blowby gas collecting bypass 140 connected to the exhaust pipe 130, so that the hydrogen separated by the oil-gas separation component 150 enters the exhaust pipe 130 through the blowby gas collecting bypass 140 and flows into the exhaust gas treatment component 131 or enters the exhaust gas treatment component 131.

[0068] Specifically, the hydrogen in the blow-by gas is separated by the oil-gas separation component 150 disposed on the blow-by gas collection bypass 140 to treat the nitrogen oxides in the tail gas, thereby preventing other substances in the blow-by gas from affecting the reduction of nitrogen oxides by hydrogen, improving the reaction efficiency, and also preventing other substances in the blow-by gas from reacting with nitrogen oxides to generate new harmful substances.

[0069] More specifically, Figure 1As shown, in this embodiment, the oil-gas separation component 150 has two outlet ends, one of the two outlet ends is connected to one side of the exhaust pipe 130 connected to the blowby gas collection bypass 140, and the other outlet end of the two outlet ends is connected to the return oil pipe 160, and the end of the return oil pipe 160 is connected to the crankcase 111, so that the oil separated by the oil-gas separation component 150 enters the crankcase 111 through the return oil pipe 160.

[0070] Specifically, hydrogen in the blow-by gas is separated by the oil-gas separation component 150 for reaction with nitrogen oxides in the exhaust gas, and the oil in the blow-by gas is separated and returned to the crankcase 111 through the oil return line 160 for reuse, thereby replenishing the lubricating oil reserve in the crankcase 111.

[0071] More specifically, a filter component may be provided on the oil return line 160 to filter out impurities in the oil separated by the oil-gas separation component 150 , so that clean oil returns to the crankcase 111 through the oil return line 160 .

[0072] In another embodiment, the oil-gas separation component 150 has an outlet end, and the blowby gas collection bypass 140 at the outlet end is connected to one side of the exhaust pipe 130, so that the hydrogen separated by the oil-gas separation component 150 enters the exhaust pipe 130 through the blowby gas collection bypass 140 and flows into the exhaust gas treatment component 131 or enters the exhaust gas treatment component 131, while the oil filtered by the oil-gas separation component 150 is stored in the oil-gas separation component 150 to prevent contaminated oil from entering the crankcase 111.

[0073] Furthermore, if Figure 1 As shown, the embodiment of the utility model further discloses a hydrogen engine system 10, which further includes an air supply pipeline 170, one end of which is connected and communicated with the air intake pipeline 120, and the other end of which is connected and communicated with the crankcase 111; and a pressure sensing component 114 is arranged in the crankcase 111. Regarding the specific specifications and models of the pressure sensing component 114, those skilled in the art can design them according to actual conditions and specific needs, and this embodiment does not specifically limit this.

[0074] Specifically, when the blow-by gas in the crankcase 111 is extracted by the blow-by gas collecting bypass 140, the air pressure in the crankcase 111 will decrease. The air pressure in the crankcase 111 is detected by the pressure sensing component 114. When the air pressure in the crankcase 111 is too low, fresh air in the intake pipe 120 is replenished into the crankcase 111 through the air replenishing pipe 170 to avoid the generation of negative pressure in the crankcase 111 and the back-inhalation of the blow-by gas from the blow-by gas collecting bypass 140 into the crankcase 111.

[0075] More specifically, Figure 1As shown, in this embodiment, an air filter 121 is provided on the intake pipe 120 to filter impurities in the external air, and one end of the air supply pipe 170 is connected to the intake pipe 120 and is located downstream of the air filter 121 to prevent impurities in the air from entering the crankcase 111 through the air supply pipe 170.

[0076] More specifically, in the present embodiment, a one-way valve is provided in the air supply pipeline 170, that is, the air supply pipeline 170 can controllably supply fresh air to the crankcase 111. For example, when the pressure sensing component 114 detects that the air pressure in the crankcase 111 is between 0 kPa and -5 kPa (kilopascals, a unit of air pressure), the one-way valve is closed, and the air supply pipeline 170 does not need to supply air to the crankcase 111. When the pressure sensing component 114 detects that the air pressure in the crankcase 111 is lower than -5 kPa, the one-way valve is opened, and the air supply pipeline 170 supplies the fresh air in the intake pipeline 120 into the crankcase 111.

[0077] In another embodiment, a one-way valve does not need to be provided in the air supply line 170 . When negative pressure is formed in the crankcase 111 , the air in the intake line 120 will be pressed into the crankcase 111 through the air supply line 170 under the action of air pressure.

[0078] In this embodiment, if Figure 1 As shown, a first nitrogen oxide sensor component 132 for detecting the nitrogen oxide content at its location is provided on the exhaust pipe 130, at a position upstream of the exhaust gas treatment component 131; and a second nitrogen oxide sensor component 133 for detecting the nitrogen oxide content at its location is provided on the exhaust pipe 130, at a position downstream of the exhaust gas treatment component 131.

[0079] Specifically, the first nitrogen oxide sensor component 132 and the second nitrogen oxide sensor component 133 can detect the content of nitrogen oxides before and after the reaction of nitrogen oxides and hydrogen, respectively, so as to judge the degree of reaction of nitrogen oxides and hydrogen by the change of nitrogen oxide content.

[0080] Furthermore, if Figure 1 As shown, in this embodiment, a first hydrogen sensor component 141 for detecting the hydrogen content at its location is provided on the blowby gas collection bypass 140, at a position downstream of the oil-gas separation component 150, and a second hydrogen sensor component 134 for detecting the hydrogen content at its location is provided on the exhaust pipe 130, at a position downstream of the exhaust gas treatment component 131.

[0081] Specifically, the first hydrogen sensor component 141 and the second hydrogen sensor component 134 can detect the content of hydrogen before and after the reaction of hydrogen and nitrogen oxides, respectively, so as to judge the degree of reaction of hydrogen and carbon oxides by the consumption of hydrogen.

[0082] It should be noted that, regarding the above-mentioned nitrogen oxide sensor components and hydrogen sensor components, both determine the gas content by detecting the concentration of the corresponding gas, and regarding the specific models and specifications of the sensors, technical personnel in this field can design them according to actual conditions and specific needs, and this embodiment does not make specific limitations on this.

[0083] The embodiment of the utility model further discloses a car, comprising any one of the above-mentioned hydrogen engine systems 10.

[0084] Specifically, the hydrogen engine system 10 of this automobile transports the unburned hydrogen contained in the blowby gas in the crankcase 111 to the exhaust gas treatment component 131 through the blowby gas collection bypass 140 to reduce nitrogen oxides in the exhaust gas, thereby improving the emission problem of the hydrogen engine 110 without additionally increasing hydrogen energy consumption, making this automobile more environmentally friendly.

[0085] Furthermore, the automobile further includes an electronic control unit 20. The electronic control unit 20 is connected in communication with the detection components in the hydrogen engine system 10, such as the first nitrogen oxide sensor component 132, the second nitrogen oxide sensor component 133, the first hydrogen sensor component 141, the second hydrogen sensor component 134, the second hydrogen sensor component 134 and the pressure sensor component 114. At the same time, the electronic control unit 20 is also connected in communication with the execution components in the hydrogen engine system 10, such as the heating component 1311.

[0086] Specifically, the detection signals fed back by various sensor components are collected through the vehicle's base control unit, and the degree of reaction between hydrogen and nitrogen oxides is controlled in real time by controlling the heating component 1311, so as to reduce the content of nitrogen oxides in the exhaust gas discharged by the vehicle as much as possible.

[0087] More specifically, Figure 2As shown, the control method of the exhaust treatment component 131 is described. The electronic control unit 20 of the automobile receives the content of nitrogen oxides before the reaction with hydrogen collected by the first nitrogen oxide sensor component 132, and the content of nitrogen oxides before the reaction with hydrogen collected by the second nitrogen oxide sensor component 133. The reduction reaction rate in the exhaust outlet component can be obtained by subtracting the two. Further, the electronic control unit 20 receives the content of hydrogen before the reaction with nitrogen oxides collected by the first hydrogen sensor component 141, and the content of hydrogen after the reaction with nitrogen oxides collected by the second hydrogen sensor component 134. The consumption of hydrogen can be obtained by subtracting the two. The electronic control unit 20 controls the heating power and heating time of the heating component 1311 according to the reaction rate and the hydrogen consumption to control the reaction rate in the tail treatment component, so as to ensure that the exhaust gas discharged from the exhaust pipe 130 of the automobile meets the emission standards. It should be noted that the catalytic heating characteristic curve of the reaction of hydrogen and nitrogen oxides can be obtained by experiments by those skilled in the art, and this embodiment does not specifically limit this.

[0088] More specifically, Figure 3 As shown, the hydrogen engine system 10 provided in this embodiment is applied to a car, and its specific control method is as follows: First, the hydrogen engine 110 is running, and the pressure in the crankcase 111 is detected by the pressure sensing component 114, and fed back to the electronic control unit 20 in the form of an electrical signal; the electronic control unit 20 determines whether the air pressure in the crankcase 111 is within a predetermined air pressure range, such as 0kpa to -5kpa. If the air pressure in the crankcase 111 is within the range of 0kpa to -5kpa, it further determines whether the hydrogen engine 110 is turned off. If the hydrogen engine 110 is turned off, If the hydrogen engine 110 is turned off, the process ends; if the hydrogen engine 110 is not turned off, the air pressure in the crankcase 111 is continued to be detected; if the air pressure in the crankcase 111 is outside the range of 0kPa to -5kPa, it is further determined whether the air pressure in the crankcase 111 is greater than 0kPa. If the air pressure in the crankcase 111 is greater than 0kPa, the motor power of the oil-gas separation component 150 is increased, and then it is determined whether the hydrogen engine 110 is turned off; if the other air pressures of the crankcase 111 are less than -5kPa, the motor power of the oil-gas separation component 150 is reduced, and then it is determined whether the hydrogen engine 110 is turned off.

[0089] It should be noted that the hydrogen engine system 10 provided in this embodiment can be applied not only to automobiles, but also to other fields such as engineering machinery and aviation industry, and this embodiment does not make any specific limitation to this.

[0090] It should be noted that, in addition to the implementation methods of the utility model described in the above-mentioned specific specific embodiments, those skilled in the art can easily understand other advantages and functions of the utility model from the contents disclosed in this specification. Although the description of the utility model is introduced in conjunction with the preferred embodiment, this does not mean that the features of this utility model are limited to this implementation method. On the contrary, the purpose of introducing the utility model in conjunction with the implementation method is to cover other options or modifications that may be extended based on the claims of the utility model. In order to provide an in-depth understanding of the utility model, the above description contains many specific details, and the utility model can also be implemented without using these details. In addition, in order to avoid confusion or blurring the focus of the utility model, some specific details will be omitted in the description. It should be noted that, in the absence of conflict, the embodiments in the utility model and the features in the embodiments can be combined with each other.

[0091] It should be noted that in this specification, similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings.

[0092] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, or are the orientations or positional relationships in which the utility model product is usually placed when in use. They are only for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the utility model.

[0093] The terms “first”, “second”, etc. are only used for distinguishing descriptions and should not be understood as indicating or implying relative importance.

[0094] In the description of this embodiment, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this embodiment can be understood according to specific circumstances.

[0095] Although the present invention has been illustrated and described with reference to certain preferred embodiments of the present invention, it should be understood by those skilled in the art that the above contents are further detailed descriptions of the present invention in combination with specific embodiments, and it cannot be determined that the specific implementation of the present invention is limited to these descriptions. Those skilled in the art may make various changes in form and details, including making several simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. A hydrogen engine system, comprising a hydrogen engine, an intake pipeline and an exhaust pipeline, wherein the intake pipeline is connected and communicated with an intake port of the hydrogen engine, the exhaust pipeline is connected and communicated with an exhaust port of the hydrogen engine, and the hydrogen engine has a crankcase, characterized in that: The hydrogen engine system also includes a blow-by gas collection bypass and an exhaust gas treatment component arranged on the exhaust pipeline, one end of the blow-by gas collection bypass is connected and communicated with the crankcase, and the other end is connected and communicated with a position on the exhaust pipeline located upstream of the exhaust gas treatment component, or the other end is connected and communicated with the exhaust gas treatment component.

2. The hydrogen engine system according to claim 1, characterized in that: The blow-by gas collection bypass is provided with an oil-gas separation component; wherein, The oil-gas separation component has an inlet end and at least one outlet end, the inlet end is connected to the side of the blowby gas collecting bypass connected to the crankcase, and at least part of the at least one outlet end is connected to the side of the blowby gas collecting bypass connected to the exhaust pipe, so that the hydrogen separated by the oil-gas separation component enters the exhaust pipe through the blowby gas collecting bypass and flows into the interior of the exhaust gas treatment component or enters the interior of the exhaust gas treatment component.

3. The hydrogen engine system according to claim 2, characterized in that: The at least one outlet end of the oil-gas separation component is two outlet ends, one of the two outlet ends is connected to the side of the exhaust pipe connected to the blowby gas collection bypass, and the other outlet end of the two outlet ends is connected to the oil return pipe, and the end of the oil return pipe is connected to the crankcase, so that the oil separated by the oil-gas separation component enters the crankcase through the oil return pipe.

4. The hydrogen engine system according to claim 1, characterized in that: The exhaust gas treatment component is configured as a catalyst.

5. The hydrogen engine system according to claim 1, characterized in that: A heating component is arranged in the tail gas treatment component.

6. The hydrogen engine system according to claim 1, characterized in that: The hydrogen engine system further comprises an air supply pipeline, one end of which is connected and communicated with the air intake pipeline, and the other end of which is connected and communicated with the crankcase; and a pressure sensing component is arranged in the crankcase.

7. The hydrogen engine system according to any one of claims 1 to 6, characterized in that: A first nitrogen oxide sensor component for detecting the nitrogen oxide content at the location is provided on the exhaust pipe at a position upstream of the exhaust gas treatment component, and a second nitrogen oxide sensor component for detecting the nitrogen oxide content at the location is provided on the exhaust pipe at a position downstream of the exhaust gas treatment component.

8. The hydrogen engine system according to claim 7, characterized in that: When an oil-gas separation component is provided on the blow-by gas collection bypass, a first hydrogen sensor component for detecting the hydrogen content at the position thereof is provided on the blow-by gas collection bypass and at a position downstream of the oil-gas separation component, and a second hydrogen sensor component for detecting the hydrogen content at the position thereof is provided on the exhaust pipe and at a position downstream of the exhaust gas treatment component.

9. A car, characterized in that: Comprising the hydrogen engine system as described in any one of claims 1-8.

10. The automobile according to claim 9, characterized in that The automobile further comprises an electronic control unit; When the hydrogen engine system includes a first nitrogen oxide sensor component, a second nitrogen oxide sensor component, a first hydrogen sensor component, and a second hydrogen sensor component, the electronic control unit is communicatively connected with the first nitrogen oxide sensor component, the second nitrogen oxide sensor component, the first hydrogen sensor component, and the second hydrogen sensor component, respectively; When a heating component is provided in the exhaust gas treatment component of the hydrogen engine system, the electronic control unit is also in communication connection with the heating component; When a pressure sensing component is provided in the crankcase of the hydrogen engine system and an oil-gas separation component is provided on the blow-by gas collection bypass, the electronic control unit is also communicatively connected with the pressure sensing component and the oil-gas separation component respectively.

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