Hydrogen supply system of hydrogen internal combustion engine

Abstract

The utility model discloses a hydrogen supply system of a hydrogen internal combustion engine, which relates to the field of hydrogen internal combustion engines, and comprises a main hydrogen supply tank communicated with the first end of an electric control three-way valve through a first pipeline, a main electric control pressure regulating valve deployed in the first pipeline, and an auxiliary hydrogen supply tank communicated with the second end of the electric control three-way valve through a second pipeline, the auxiliary pressure regulating valve is arranged in the second pipeline, the third end of the electric control three-way valve is communicated with the hydrogen internal combustion engine, in the normal operation state, the first end and the third end of the electric control three-way valve are communicated, and the second end and the third end of the electric control three-way valve are not communicated, and in the abnormal operation state, the first end and the third end of the electric control three-way valve are not communicated, and the second end and the third end of the electric control three-way valve are communicated. On the basis of the electronic control three-way valve, the auxiliary hydrogen supply tank is used for replacing the main hydrogen supply tank to supply hydrogen to the hydrogen internal combustion engine in the abnormal operation state, the main electronic control pressure adjusting valve and the auxiliary pressure adjusting valve are arranged to adjust the hydrogen output pressure of the corresponding hydrogen supply tank, and the operation reliability of the hydrogen supply system and the hydrogen internal combustion engine is improved.

Description

Technical Field

[0001] This application relates to the field of hydrogen internal combustion engine technology, and more particularly to a hydrogen supply system for a hydrogen internal combustion engine. Background Technology

[0002] A hydrogen internal combustion engine is a power output device that uses hydrogen as fuel. Because existing hydrogen internal combustion engines use a single hydrogen supply system, if the hydrogen supply system is interrupted due to pipeline failure or abnormal hydrogen storage tank, the hydrogen internal combustion engine will be unable to output power, reducing the operational reliability of both the hydrogen supply system and the hydrogen internal combustion engine. Utility Model Content

[0003] In view of the above problems, this application provides a hydrogen supply system for a hydrogen internal combustion engine to improve the operational reliability of both the hydrogen supply system and the hydrogen internal combustion engine. The specific solution is as follows:

[0004] The first aspect of this application provides a hydrogen supply system for a hydrogen internal combustion engine, comprising:

[0005] Main hydrogen supply tank, main electrically controlled pressure regulating valve, auxiliary hydrogen supply tank, auxiliary pressure regulating valve, and electrically controlled three-way valve.

[0006] The main hydrogen supply tank is connected to the first end of the electronically controlled three-way valve through a first pipeline, and the main electronically controlled pressure regulating valve is deployed in the first pipeline. The auxiliary hydrogen supply tank is connected to the second end of the electronically controlled three-way valve through a second pipeline, and the auxiliary pressure regulating valve is deployed in the second pipeline. The third end of the electronically controlled three-way valve is connected to the hydrogen internal combustion engine.

[0007] Under normal operating conditions, the first end of the electrically controlled three-way valve is connected to the third end, while the second end is not connected to the third end.

[0008] In abnormal operating conditions, the first end of the electrically controlled three-way valve is not connected to the third end, while the second end is connected to the third end.

[0009] In one possible implementation, the hydrogen supply system of the hydrogen internal combustion engine further includes:

[0010] A shut-off valve is deployed in the first pipeline and located between the main electrically controlled pressure regulating valve and the first end.

[0011] In one possible implementation, the hydrogen supply system of the hydrogen internal combustion engine further includes:

[0012] An exhaust system, which is connected to the first pipe and located between the main electrically controlled pressure regulating valve and the first end.

[0013] In one possible implementation, the exhaust system is located between the shut-off valve and the first end.

[0014] In one possible implementation, the exhaust system includes:

[0015] An electrically controlled pressure relief valve and a backup hydrogen storage tank are provided, wherein the electrically controlled pressure relief valve is connected to the backup hydrogen storage tank via a third pipeline.

[0016] In one possible implementation, the hydrogen supply system of the hydrogen internal combustion engine further includes:

[0017] A mechanical pressure relief valve, which is connected to the first pipeline and located between the shut-off valve and the first end.

[0018] In one possible implementation, the auxiliary pressure regulating valve is a mechanical constant pressure regulating valve.

[0019] In one possible implementation, the exhaust system further includes a one-way valve deployed in the third conduit.

[0020] In one possible implementation, the mechanical pressure relief valve includes a pressure chamber in which an elastic element and a piston are disposed.

[0021] In one possible implementation, the elastic coefficient of the elastic element is adapted to the upper limit of the hydrogen injection pressure of the hydrogen internal combustion engine.

[0022] By employing the above technical solution, this application provides a hydrogen supply system for a hydrogen internal combustion engine. This system is configured such that the main hydrogen supply tank is connected to the first end of an electronically controlled three-way valve via a first pipeline, and a main electronically controlled pressure regulating valve is deployed in the first pipeline. The auxiliary hydrogen supply tank is connected to the second end of the electronically controlled three-way valve via a second pipeline, and an auxiliary pressure regulating valve is deployed in the second pipeline. The third end of the electronically controlled three-way valve is connected to the hydrogen internal combustion engine. Under normal operating conditions, the first and third ends of the electronically controlled three-way valve are connected, while the second and third ends are not connected, thus supplying hydrogen to the hydrogen internal combustion engine using the main hydrogen storage tank. Simultaneously, under abnormal operating conditions, the first and third ends of the electronically controlled three-way valve are not connected, while the second and third ends are connected, thus supplying hydrogen to the hydrogen internal combustion engine using the auxiliary hydrogen supply tank. This auxiliary hydrogen supply tank serves as a backup for the main hydrogen supply tank, improving the operational reliability of the hydrogen supply system and the hydrogen internal combustion engine. Furthermore, by configuring a main electrically controlled pressure regulating valve and an auxiliary pressure regulating valve to regulate the pressure of the hydrogen output from their respective connected hydrogen supply tanks, the reliability of the hydrogen supply system is improved. Therefore, this application improves the operational reliability of both the hydrogen supply system and the hydrogen internal combustion engine. Attached Figure Description

[0023] 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.

[0024] Figure 1 A schematic diagram of the hydrogen supply system for a hydrogen internal combustion engine provided in this application;

[0025] Figure 2 A schematic diagram of the structure of a hydrogen supply system for a hydrogen internal combustion engine, provided as one possible implementation of this application;

[0026] Figure 3 This application provides a structural schematic diagram of a hydrogen internal combustion engine;

[0027] Figure 4 A schematic diagram of the connection structure between a backup hydrogen storage tank and an auxiliary hydrogen supply tank provided in this application;

[0028] Figure 5 A schematic cross-sectional view of a mechanical pressure relief valve in action, as provided in this application;

[0029] Figure 6 A schematic cross-sectional view of the operation of a mechanical pressure relief valve provided in this application;

[0030] Figure 7 This is a schematic diagram of the gas supply system for a hydrogen internal combustion engine provided in this application. Detailed Implementation

[0031] 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.

[0032] The embodiments of this application will now be described with reference to the accompanying drawings. Those skilled in the art will recognize that, with technological advancements and the emergence of new scenarios, the technical solutions provided in the embodiments of this application are equally applicable to similar technical problems.

[0033] 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.

[0034] The first aspect of this application provides a hydrogen supply system for a hydrogen internal combustion engine, such as... Figure 1 As shown, the hydrogen supply system of this hydrogen internal combustion engine includes:

[0035] Main hydrogen supply tank 1, main electrically controlled pressure regulating valve 2, auxiliary hydrogen supply tank 3, auxiliary pressure regulating valve 4, and electrically controlled three-way valve 5.

[0036] The main hydrogen supply tank 1 is connected to the first end 51 of the electronically controlled three-way valve 5 through the first pipeline 6. The main electronically controlled pressure regulating valve 2 is deployed in the first pipeline 6. The auxiliary hydrogen supply tank 3 is connected to the second end 52 of the electronically controlled three-way valve 5 through the second pipeline 7. The auxiliary pressure regulating valve 4 is deployed in the second pipeline 7. The third end 53 of the electronically controlled three-way valve 5 is connected to the hydrogen internal combustion engine 8.

[0037] Under normal operating conditions, the first end 51 of the electrically controlled three-way valve 5 is connected to the third end 53, while the second end 52 is not connected to the third end 53.

[0038] In abnormal operation, the first end 51 and the third end 53 of the electrically controlled three-way valve 5 are not connected, while the second end 52 and the third end 53 are connected.

[0039] It should be noted that, in practical applications, the aforementioned main hydrogen supply tank 1 and auxiliary hydrogen supply tank 2 are storage devices for storing hydrogen fuel (such as hydrogen or hydrogen-natural gas mixture) required for the operation of the hydrogen internal combustion engine 8. Because hydrogen fuel releases atomic hydrogen under high pressure or high temperature, this atomic hydrogen can permeate into the metal lattice, causing embrittlement of the metal material, i.e., hydrogen embrittlement and hydrogen permeation. Furthermore, in high-temperature environments (not less than 200°C), hydrogen can react with some carbon in the metal to produce methane, leading to structural damage, i.e., hydrogen corrosion. Therefore, to improve the reliability of hydrogen supply, the main hydrogen supply tank 1 and auxiliary hydrogen supply tank 2 can be made of materials with high resistance to hydrogen corrosion and hydrogen embrittlement, including but not limited to: aluminum alloys, austenitic stainless steel, titanium alloys, etc. The materials and specific structures of the aforementioned main hydrogen supply tank 1 and the aforementioned auxiliary hydrogen supply tank 2 can be selected according to actual design requirements. This application does not impose too many restrictions or elaborate on the aforementioned materials and specific structures.

[0040] Furthermore, to improve the reliability of the gas supply system, the number of main hydrogen supply tanks 1 can be at least one. When there are multiple main hydrogen supply tanks 1, a shut-off valve can be configured to close off any main hydrogen supply tank 1 in an abnormal state, thus preventing the abnormal main hydrogen supply tank 1 from affecting the gas supply reliability of the system. The types of shut-off valves include, but are not limited to: electrically controlled check valves, electrically controlled multi-way valves, electrically controlled shut-off valves, and electrically controlled ball valves. Assuming the gas supply system provided in the first aspect of this application is configured with three main hydrogen supply tanks, the structural diagram of the gas supply system is as follows: Figure 2 As shown, each main hydrogen supply tank 1 is connected to one of the three input terminals of an electronically controlled four-way valve 8 via a gas supply pipeline. The output terminal of the electronically controlled four-way valve 8 is connected to the first terminal 51 of an electronically controlled three-way valve 5 via a first pipeline 6. A main electronically controlled pressure regulating valve 2 is installed in the first pipeline 6. An auxiliary hydrogen supply tank 3 is connected to the second terminal 52 of the electronically controlled three-way valve 5 via a second pipeline 7. An auxiliary pressure regulating valve 4 is installed in the second pipeline 7. The third terminal 53 of the electronically controlled three-way valve 5 is connected to a hydrogen internal combustion engine 8. In the event of at least one abnormal main hydrogen supply tank 1, the input and output terminals of the electronically controlled four-way valve 8 connected to the abnormal main hydrogen supply tank 1 are not conductive. The first terminal 51 and the third terminal 53 of the electronically controlled three-way valve 5 are conductive, while the second terminal 52 and the third terminal 53 are not conductive. When all main hydrogen supply tanks 1 are malfunctioning, the input and output terminals of the electrically controlled four-way valve 8 are not connected, the first terminal 51 and the third terminal 53 of the electrically controlled three-way valve 5 are not connected, and the second terminal 52 and the third terminal 53 are connected.

[0041] It should be noted that, in practical applications, similar to the main hydrogen supply tank 1 and the auxiliary hydrogen supply tank 2 mentioned above, the materials of the main electrically controlled pressure regulating valve 2, the auxiliary hydrogen supply tank 3, the auxiliary pressure regulating valve 4, the electrically controlled three-way valve 5, the first pipeline 6, and the second pipeline 7 also need to be materials with high resistance to hydrogen corrosion and hydrogen embrittlement, or to be coated to cope with hydrogen corrosion and hydrogen embrittlement. This application does not impose excessive limitations or elaborate on the above-mentioned materials and coating materials, as well as the coating processing methods.

[0042] It should be noted that, in practical applications, the aforementioned electronically controlled pressure regulating valve 2 is a device that can adjust the hydrogen fuel injection pressure and thus the hydrogen fuel injection quantity in response to control signals sent by the controller of the hydrogen internal combustion engine. Its types include, but are not limited to, linear electric regulating valves, pilot-operated proportional pressure control valves, and electro-hydraulic servo valves. The types of controllers mentioned above include, but are not limited to, electronic control units (ECUs), vehicle control units (VCUs), and automobile engine control modules (AECMs). Since the hydrogen fuel demand of the hydrogen internal combustion engine varies under different operating conditions—for example, the hydrogen fuel demand increases under high load conditions and decreases under low load conditions—this application deploys a main electronically controlled pressure regulating valve 2 in the first pipeline 6 to adjust the hydrogen fuel injection pressure and thus the hydrogen fuel injection quantity in response to control signals sent during the operation of the hydrogen internal combustion engine, thereby meeting the fuel demand of the hydrogen internal combustion engine under different operating conditions.

[0043] In one possible implementation, after the hydrogen fuel is injected under pressure regulation by the electronically controlled pressure regulating valve 2, it flows along the first pipeline 6 and enters the hydrogen internal combustion engine 8 via the electronically controlled three-way valve 5. If the distance between the electronically controlled pressure regulating valve 2 and the hydrogen internal combustion engine 8 is relatively large, there is a risk of hydrogen fuel transmission delay. When the hydrogen internal combustion engine 8 experiences transient operating conditions (such as rapid acceleration), this hydrogen fuel transmission delay will cause a delay in the pressure regulation response rate of the electronically controlled pressure regulating valve 2 to the transient operating conditions of the hydrogen internal combustion engine 8, thereby affecting the operational stability of the hydrogen internal combustion engine 8 under transient operating conditions. Therefore, in practical applications, the aforementioned electronically controlled pressure regulating valve 2 can be deployed in the first pipeline 6 at a location closer to the hydrogen internal combustion engine to improve the pressure regulation response rate of the electronically controlled pressure regulating valve 2 under transient operating conditions of the hydrogen internal combustion engine 8.

[0044] It should be noted that, in practical applications, the aforementioned electronically controlled three-way valve 5 can respond to the control signal sent by the controller of the hydrogen internal combustion engine to control the opening and closing of its internal ports, thereby switching the source of hydrogen fuel. This application configures the electronically controlled three-way valve 5 so that, under normal operating conditions, the first end 51 and the third end 53 are connected, while the second end 52 and the third end 53 are not connected, thus utilizing the main hydrogen storage tank 1 to supply hydrogen fuel to the hydrogen internal combustion engine 8. The normal operating condition can be defined as the main hydrogen storage tank 1, the main electronically controlled pressure regulating valve 2, and the first pipeline 6 all being in a state of normal self-testing.

[0045] It should be noted that, in practical applications, the aforementioned auxiliary hydrogen supply tank 3 is used to supply hydrogen fuel to the hydrogen internal combustion engine 8 when any device in the first pipeline 6 malfunctions, preventing the main hydrogen supply tank 1 from supplying hydrogen fuel to the hydrogen internal combustion engine 8. This application configures the first end 51 and the third end 53 of the electronically controlled three-way valve 5 to be non-conductive and the second end 52 and the third end 53 to be conductive under abnormal operating conditions. This allows the auxiliary hydrogen storage tank 1 to supply hydrogen fuel to the hydrogen internal combustion engine 8, improving the operational reliability of the gas supply system and the hydrogen internal combustion engine. The abnormal operating condition can be a self-test malfunction in the main hydrogen storage tank 1, the main electronically controlled pressure regulating valve 2, or any device in the first pipeline 6.

[0046] It should be noted that, in practical applications, the auxiliary pressure regulating valve 4 is similar to the electronically controlled pressure regulating valve 2. It is a device that can respond to the control signal sent by the controller of the hydrogen internal combustion engine to regulate the hydrogen fuel injection pressure of the auxiliary hydrogen supply tank 2, thereby regulating the amount of hydrogen fuel injected.

[0047] It should be noted that, in practical applications, the hydrogen supply system for the hydrogen internal combustion engine provided by the first aspect of this application and any of its possible implementations can also be applied to internal combustion engine systems that use other gaseous or liquid fuels as energy sources, such as ammonia internal combustion engine systems, methanol internal combustion engine systems, and dimethyl ether internal combustion engine systems. For the aforementioned other internal combustion engine systems, only anti-corrosion treatment of the devices and pipelines in the hydrogen supply system provided by this application is required based on the corrosive and physical properties of the corresponding fuels.

[0048] This application establishes a hydrogen supply system by configuring a main hydrogen supply tank connected to the first end of an electronically controlled three-way valve via a first pipeline, with a main electronically controlled pressure regulating valve deployed in the first pipeline. An auxiliary hydrogen supply tank is connected to the second end of the electronically controlled three-way valve via a second pipeline, with an auxiliary pressure regulating valve deployed in the second pipeline. The third end of the electronically controlled three-way valve is connected to a hydrogen internal combustion engine. Under normal operating conditions, the first and third ends of the electronically controlled three-way valve are connected, while the second and third ends are not, thus utilizing the main hydrogen storage tank to supply hydrogen to the hydrogen internal combustion engine. Simultaneously, under abnormal operating conditions, the first and third ends of the electronically controlled three-way valve are not connected, while the second and third ends are connected, thus utilizing the auxiliary hydrogen supply tank to supply hydrogen to the hydrogen internal combustion engine. This auxiliary hydrogen supply tank serves as a backup for the main hydrogen supply tank, improving the operational reliability of the hydrogen supply system and the hydrogen internal combustion engine. Furthermore, by configuring the main electronically controlled pressure regulating valve and the auxiliary pressure regulating valve to regulate the pressure of the hydrogen output from their respective connected hydrogen supply tanks, the reliability of the hydrogen supply system is further improved. It is evident that this application improves the operational reliability of the hydrogen supply system and the hydrogen internal combustion engine.

[0049] In one possible implementation, the hydrogen supply system for the aforementioned hydrogen internal combustion engine also includes:

[0050] A shut-off valve is installed in the first pipeline 6 and located between the main electrically controlled pressure regulating valve 2 and the first end 51.

[0051] It should be noted that in practical applications, the aforementioned shut-off valve is composed of a multi-spring pneumatic diaphragm actuator or a floating piston actuator and a regulating valve. When the hydrogen internal combustion engine 8 stops operating, the main electronically controlled pressure regulating valve 2 may still leak hydrogen fuel into the first pipeline 6 due to delayed response or poor sealing. If this hydrogen fuel enters the hydrogen internal combustion engine 8, it will cause an increase in the hydrogen concentration within the engine. At this point, due to the high internal temperature of the hydrogen internal combustion engine, there is a risk of backfire and detonation, which could damage the engine. Therefore, this application deploys a shut-off valve in the first pipeline 6, located between the main electronically controlled pressure regulating valve and the first end, thereby preventing residual hydrogen fuel in the first pipeline 6 from entering the hydrogen internal combustion engine 8 and improving the reliability of the hydrogen internal combustion engine 8.

[0052] Furthermore, since there is residual hydrogen fuel in the first pipeline 6 between the shut-off valve and the electronically controlled three-way valve 5, the longer the distance between the shut-off valve and the electronically controlled three-way valve 5, the more residual hydrogen fuel there will be. Therefore, in order to further reduce the amount of hydrogen fuel entering the hydrogen internal combustion engine, the shut-off valve can be deployed in the first pipeline 6 near the electronically controlled three-way valve 5.

[0053] In one possible implementation, in order to further prevent hydrogen fuel from entering the hydrogen internal combustion engine when the hydrogen internal combustion engine 8 is not running, the aforementioned electronically controlled three-way valve 5 can be configured such that the first port 51 and the third port 53 are not connected, and the second port 52 and the third port 53 are not connected when the hydrogen internal combustion engine 8 is not running.

[0054] In one possible implementation, the hydrogen supply system for the aforementioned hydrogen internal combustion engine also includes:

[0055] The exhaust system is connected to the first pipe 6 and is located between the main electrically controlled pressure regulating valve 2 and the first end 51.

[0056] It should be noted that, in practical application scenarios, the structural schematic diagram of the aforementioned hydrogen internal combustion engine 8 is as follows: Figure 3 As shown, the system includes: a hydrogen common rail 81, a hydrogen injector 82, and other components 83. The hydrogen common rail 81 is used to uniformly diffuse the hydrogen fuel input from the third end 53 of the electronically controlled three-way valve 5, and the hydrogen injector 82 is used to vaporize and inject the hydrogen fuel. When the hydrogen internal combustion engine 8 is not running, pressurized hydrogen fuel remains in the first pipe 6 between the main electronically controlled pressure regulating valve 2 and the first end 51. If the hydrogen injector 82 is not properly sealed, the residual hydrogen fuel will enter the cylinder of the other components 83 and enter the intake or exhaust manifold of the hydrogen internal combustion engine 8 through the open valve. This can cause abnormal combustion of the residual hydrogen fuel in the exhaust or intake manifold when the hydrogen internal combustion engine 8 restarts, leading to serious consequences such as intake manifold backfire and exhaust manifold deflagration.

[0057] It should be noted that, in practical applications, the above-mentioned exhaust system can be configured to operate when the hydrogen internal combustion engine 8 is not running, so as to remove the residual hydrogen fuel in the first pipe 6 between the main electronically controlled pressure regulating valve 2 and the first end 51, thereby avoiding serious consequences such as backfire in the intake pipe and deflagration in the exhaust pipe, and improving the operational reliability of the hydrogen internal combustion engine 8.

[0058] In one possible implementation, the exhaust system is located between the shut-off valve and the first end 51.

[0059] Preferably, in practical application scenarios, this application configures the exhaust system to be located between the shut-off valve and the first end 51, thereby enabling the removal of pressurized hydrogen fuel remaining between the shut-off valve and the first end 51 when the hydrogen internal combustion engine 8 stops running and the shut-off valve is closed, thus avoiding the risk of pressurized hydrogen fuel entering the hydrogen internal combustion engine 8 and causing detonation or backfire.

[0060] In one possible implementation, the above-mentioned exhaust system includes:

[0061] The electrically controlled pressure relief valve and the backup hydrogen storage tank are connected to the backup hydrogen storage tank via a third pipeline.

[0062] It should be noted that, in practical applications, the aforementioned electronically controlled pressure relief valve can be configured to divert some hydrogen fuel into a backup hydrogen storage tank when the hydrogen internal combustion engine 8 stops running or when the hydrogen fuel pressure in the first pipeline 6 exceeds the limit, thereby reducing the hydrogen fuel pressure in the first pipeline 6 while avoiding the waste of hydrogen fuel.

[0063] In one possible implementation, the hydrogen supply system for the aforementioned hydrogen internal combustion engine also includes:

[0064] A mechanical pressure relief valve is connected to the first pipeline 6 and is located between the shut-off valve and the first end 51.

[0065] It should be noted that in practical applications, the aforementioned mechanical decompression valves are safety valves that automatically adjust to the system's operating pressure using a mechanical structure, characterized by a high response rate. Because the instantaneous operating conditions of the hydrogen internal combustion engine cause a sudden increase in the required hydrogen fuel flow rate, this leads to a sudden increase in hydrogen fuel pressure in the first pipeline 6 and the hydrogen common rail, which can easily cause damage to the first pipeline 6 and the hydrogen common rail due to pressure exceeding limits. Therefore, this application utilizes a mechanical decompression valve connected to the first pipeline 6 and deployed between the shut-off valve and the first end 51. Taking advantage of the high response rate of the mechanical decompression valve, it automatically depressurizes in the event of instantaneous high pressure and automatically closes after the pressure recovers, thereby preventing damage to other devices or components due to instantaneous high pressure and improving the operational reliability of the gas supply system and the hydrogen internal combustion engine.

[0066] In one possible implementation, the auxiliary pressure regulating valve 4 is a mechanical constant pressure regulating valve.

[0067] It should be noted that in practical applications, the auxiliary hydrogen supply tank 3 is only used to supply hydrogen fuel to the hydrogen internal combustion engine 8 in abnormal conditions, replacing the main hydrogen supply tank 1. During normal operation, which accounts for the majority of the driving time, the auxiliary hydrogen supply tank 3 does not participate in vehicle operation. Therefore, considering load utilization, space utilization, and energy consumption efficiency, the volume of the auxiliary hydrogen supply tank 3 is no larger than that of the main hydrogen supply tank. Therefore, to extend the driving time of the hydrogen internal combustion engine in abnormal conditions, this application configures the auxiliary pressure regulating valve 4 as a mechanical constant pressure regulating valve. This allows it to disregard the increased hydrogen fuel intake demand of the hydrogen internal combustion engine 8 in abnormal conditions, ensuring that the hydrogen fuel entering the hydrogen internal combustion engine 8 is consumed at a low, uniform rate, thereby increasing the driving time of the hydrogen internal combustion engine in abnormal conditions.

[0068] In one possible implementation, the exhaust system also includes a check valve, which is deployed in a third conduit.

[0069] It should be noted that, in practical applications, the aforementioned one-way valve can be configured to allow hydrogen fuel to flow only from the electronically controlled pressure relief valve into the backup hydrogen storage tank. This application, by configuring a one-way valve in the third pipeline, avoids the risk of hydrogen fuel in the backup hydrogen storage tank flowing back due to gradually increasing pressure, and potentially causing backfire or deflagration when the electronically controlled pressure relief valve opens, thereby improving the operational reliability of the gas supply system and the hydrogen internal combustion engine.

[0070] In one possible implementation, to further improve the utilization rate of hydrogen fuel and enhance the operational reliability of the hydrogen supply system, the aforementioned backup hydrogen storage tank can be connected to the aforementioned auxiliary hydrogen supply tank, so as to use the backup hydrogen storage tank to fill the auxiliary hydrogen supply tank 3 with hydrogen fuel. The connection structure between the aforementioned backup hydrogen storage tank and the aforementioned auxiliary hydrogen supply tank 3 can be as follows: Figure 4 As shown, the backup hydrogen storage tank 10 is connected to the auxiliary hydrogen supply tank 3 via a fourth pipeline 11. A one-way valve 12 is deployed in the fourth pipeline, and a pressure boosting valve 13 is deployed in the fourth pipeline and located between the one-way valve 12 and the auxiliary hydrogen supply tank 3.

[0071] In one possible implementation, the mechanical pressure relief valve includes a pressure chamber containing an elastic element and a piston.

[0072] In one possible implementation, the structure of the aforementioned mechanical pressure relief valve may further include: a pressure transmission rod and a valve body. A pressure transmission rod is provided between the first pipeline between the shut-off valve outlet and the first inlet of the electrically controlled three-way valve and the mechanical pressure relief valve. One end of the pressure transmission rod contacts the pressure chamber in the pipeline, and the other end acts on the valve body opening mechanism of the mechanical pressure relief valve. The trigger pressure of the pressure transmission rod is related to the upper limit of the hydrogen injection pressure of the hydrogen internal combustion engine. When the pressure in the pipeline approaches the upper limit of the hydrogen injection pressure, the pressure transmission rod pushes the mechanical pressure relief valve to open.

[0073] In one possible implementation, the elastic coefficient of the elastic element is adapted to the upper limit of the hydrogen injection pressure of the hydrogen internal combustion engine 9.

[0074] In one possible implementation, the cross-sectional structural diagram of the aforementioned mechanical pressure relief valve can be as follows: Figure 5 and Figure 6 As shown. Among them, Figure 5 This is a cross-sectional schematic diagram of a mechanical pressure relief valve in its non-operational state. An elastic element 503 and a piston 502 are installed in the pressure chamber 501. When the pressure does not exceed the pressure value corresponding to the elastic coefficient of the elastic element 503, the elastic element 503 supports the piston 502 in the following position: Figure 5 As shown, by Figure 5 It can be seen that at this time, the lower sealing gasket 504 of piston 502 is in contact with the inner wall of pressure chamber 501, and hydrogen fuel cannot be discharged. Figure 6This is a cross-sectional structural diagram of the mechanical pressure relief valve. When the pressure exceeds the pressure value corresponding to the elastic coefficient of the elastic element 503, the elastic element 503 is compressed, and the position of the piston 502 is as shown. Figure 6 As shown, by Figure 6 It can be seen that at this time, the lower sealing gasket 504 of piston 502 does not fit with the inner wall of pressure chamber 501, and hydrogen fuel is discharged along the flow channel between the inner wall of pressure chamber 501 and piston 502.

[0075] In one possible implementation, to improve the utilization rate of hydrogen fuel, the aforementioned mechanical pressure relief valve can be connected to a backup hydrogen storage tank in the exhaust system via a pipeline equipped with a check valve.

[0076] To facilitate understanding of the gas supply system for a hydrogen internal combustion engine provided by the first aspect of this application and any possible implementation thereof, a description is provided here in conjunction with one possible implementation of this application:

[0077] like Figure 7 The diagram shows a schematic of a hydrogen internal combustion engine's gas supply system. This system includes: a main hydrogen supply tank 71, a main electrically controlled pressure regulating valve 72, an auxiliary hydrogen supply tank 73, an auxiliary pressure regulating valve 74, an electrically controlled three-way valve 75, a shut-off valve 76, an electrically controlled pressure relief valve 77, a backup hydrogen storage tank 78, and a mechanical pressure relief valve 79. The main hydrogen supply tank 71 is connected to the first end 751 of the electrically controlled three-way valve 75 via a pipeline. Along the flow direction of hydrogen fuel from left to right, the main electrically controlled pressure regulating valve 72, the shut-off valve 76, the electrically controlled pressure relief valve 77, and the mechanical pressure relief valve 79 are sequentially arranged. The electrically controlled pressure relief valve 77 is connected to the backup hydrogen storage tank 78 via a pipeline. The auxiliary hydrogen supply tank 73 is connected to the second end 752 of the electrically controlled three-way valve 75 via a pipeline, and the auxiliary pressure regulating valve 74 is arranged therein. The third end 753 of the electrically controlled three-way valve 75 is connected to the hydrogen common rail 81 of the hydrogen internal combustion engine 80 via a pipeline. The hydrogen internal combustion engine 80 also includes a hydrogen injector and other components.

[0078] Under normal conditions, the main electrically controlled pressure regulating valve 72, based on a control signal, regulates the pressure of the hydrogen fuel output from the main hydrogen supply tank 71, and then delivers it to the hydrogen common rail pipe 81 via pipes connected to the first end 751 and the third end 753 to power the hydrogen internal combustion engine 80. Simultaneously, the electrically controlled pressure relief valve 77 opens and closes according to a control signal, diverting some of the hydrogen fuel in the pipeline to the backup hydrogen storage tank 78, thereby reducing the hydrogen fuel content and pressure in the pipeline while improving hydrogen fuel utilization. At the same time, the mechanical pressure relief valve 79 opens to relieve pressure when the pressure in the pipeline is too high and automatically closes after the pressure returns to normal to maintain airtightness, thus improving the reliability and safety of the gas supply system and the hydrogen internal combustion engine.

[0079] In abnormal conditions, the electronically controlled three-way valve 75 responds to the control signal, making the first end 751 and the third end 753 disconnected, and the second end 752 and the third end 753 connected. This allows the auxiliary pressure regulating valve 74 to output hydrogen fuel in the auxiliary hydrogen supply tank 73 at a constant pressure, thereby maintaining the operation of the hydrogen internal combustion engine and improving the reliability and safety of the gas supply system and the hydrogen internal combustion engine.

[0080] In one possible implementation, the pipeline between the electronically controlled pressure relief valve 77 and the backup hydrogen storage tank 78 can be equipped with a one-way valve 84 (indicated by the dashed box) to prevent hydrogen fuel in the backup hydrogen storage tank 78 from flowing back into the pipeline through the electronically controlled pressure relief valve 77.

[0081] In one possible implementation, the mechanical pressure relief valve 79 can also be connected to the standby hydrogen storage tank 78 via a channel with a one-way valve 85 (dashed boxes and dashed lines indicate optional configuration) to further improve hydrogen fuel utilization.

[0082] In one possible implementation, the backup hydrogen storage tank 78 can also be connected to the auxiliary hydrogen supply tank 73 through a channel (dashed box and dashed line indicate optional) equipped with a one-way valve 86 and a booster pump 87, so as to achieve automatic replenishment of the auxiliary hydrogen supply tank 73 while improving the utilization rate of hydrogen fuel.

[0083] 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.

[0084] 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.

Claims

1. A hydrogen supply system for a hydrogen internal combustion engine, characterized in that, include: Main hydrogen supply tank, main electrically controlled pressure regulating valve, auxiliary hydrogen supply tank, auxiliary pressure regulating valve, and electrically controlled three-way valve. The main hydrogen supply tank is connected to the first end of the electronically controlled three-way valve through a first pipeline, and the main electronically controlled pressure regulating valve is deployed in the first pipeline. The auxiliary hydrogen supply tank is connected to the second end of the electronically controlled three-way valve through a second pipeline, and the auxiliary pressure regulating valve is deployed in the second pipeline. The third end of the electronically controlled three-way valve is connected to the hydrogen internal combustion engine. Under normal operating conditions, the first end of the electrically controlled three-way valve is connected to the third end, while the second end is not connected to the third end. In abnormal operating conditions, the first end of the electrically controlled three-way valve is not connected to the third end, while the second end is connected to the third end.

2. The hydrogen supply system for the hydrogen internal combustion engine according to claim 1, characterized in that, The hydrogen supply system for the hydrogen internal combustion engine also includes: A shut-off valve is deployed in the first pipeline and located between the main electrically controlled pressure regulating valve and the first end.

3. The hydrogen supply system for the hydrogen internal combustion engine according to claim 2, characterized in that, The hydrogen supply system for the hydrogen internal combustion engine also includes: An exhaust system, which is connected to the first pipe and located between the main electrically controlled pressure regulating valve and the first end.

4. The hydrogen supply system for the hydrogen internal combustion engine according to claim 3, characterized in that, The exhaust system is located between the shut-off valve and the first end.

5. The hydrogen supply system for a hydrogen internal combustion engine according to any one of claims 3 or 4, characterized in that, The exhaust system includes: An electrically controlled pressure relief valve and a backup hydrogen storage tank are provided, wherein the electrically controlled pressure relief valve is connected to the backup hydrogen storage tank via a third pipeline.

6. The hydrogen supply system for the hydrogen internal combustion engine according to claim 2, characterized in that, The hydrogen supply system for the hydrogen internal combustion engine also includes: A mechanical pressure relief valve, which is connected to the first pipeline and located between the shut-off valve and the first end.

7. The hydrogen supply system for a hydrogen internal combustion engine according to claim 1, characterized in that, The auxiliary pressure regulating valve is a mechanical constant pressure regulating valve.

8. The hydrogen supply system for a hydrogen internal combustion engine according to claim 5, characterized in that, The exhaust system further includes a one-way valve, which is deployed in the third pipe.

9. The hydrogen supply system for a hydrogen internal combustion engine according to claim 6, characterized in that, The mechanical pressure relief valve includes a pressure chamber, in which an elastic element and a piston are disposed.

10. The hydrogen supply system for a hydrogen internal combustion engine according to claim 9, characterized in that, The elastic coefficient of the elastic element is adapted to the upper limit of the hydrogen injection pressure of the hydrogen internal combustion engine.

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