CN107813691B - Energy-saving and environment-friendly hydrogen hybrid electric vehicle - Google Patents
Energy-saving and environment-friendly hydrogen hybrid electric vehicle Download PDFInfo
- Publication number
- CN107813691B CN107813691B CN201710955262.7A CN201710955262A CN107813691B CN 107813691 B CN107813691 B CN 107813691B CN 201710955262 A CN201710955262 A CN 201710955262A CN 107813691 B CN107813691 B CN 107813691B
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- hydrogen
- engine
- temperature
- tail gas
- fuel
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- 239000001257 hydrogen Substances 0.000 title claims abstract description 249
- 229910052739 hydrogen Inorganic materials 0.000 title claims abstract description 249
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 title claims abstract description 242
- 239000007789 gas Substances 0.000 claims abstract description 153
- 230000006835 compression Effects 0.000 claims abstract description 56
- 238000007906 compression Methods 0.000 claims abstract description 56
- 239000003054 catalyst Substances 0.000 claims abstract description 31
- 230000003197 catalytic effect Effects 0.000 claims abstract description 31
- 238000000746 purification Methods 0.000 claims abstract description 16
- 239000000446 fuel Substances 0.000 claims description 74
- 229910052987 metal hydride Inorganic materials 0.000 claims description 69
- 150000004681 metal hydrides Chemical class 0.000 claims description 60
- 238000006243 chemical reaction Methods 0.000 claims description 50
- 238000003860 storage Methods 0.000 claims description 46
- 238000002485 combustion reaction Methods 0.000 claims description 36
- 239000003502 gasoline Substances 0.000 claims description 17
- FYYHWMGAXLPEAU-UHFFFAOYSA-N Magnesium Chemical compound [Mg] FYYHWMGAXLPEAU-UHFFFAOYSA-N 0.000 claims description 15
- 239000011232 storage material Substances 0.000 claims description 15
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 15
- 238000004519 manufacturing process Methods 0.000 claims description 14
- 150000002431 hydrogen Chemical class 0.000 claims description 11
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 claims description 10
- 238000001816 cooling Methods 0.000 claims description 10
- 238000012544 monitoring process Methods 0.000 claims description 10
- BASFCYQUMIYNBI-UHFFFAOYSA-N platinum Chemical compound [Pt] BASFCYQUMIYNBI-UHFFFAOYSA-N 0.000 claims description 10
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 claims description 9
- 229910052799 carbon Inorganic materials 0.000 claims description 9
- 238000002347 injection Methods 0.000 claims description 9
- 239000007924 injection Substances 0.000 claims description 9
- 229910001868 water Inorganic materials 0.000 claims description 9
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 claims description 8
- 238000005461 lubrication Methods 0.000 claims description 8
- 238000010521 absorption reaction Methods 0.000 claims description 7
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 claims description 7
- 238000003795 desorption Methods 0.000 claims description 7
- 229910052749 magnesium Inorganic materials 0.000 claims description 7
- 239000011777 magnesium Substances 0.000 claims description 7
- 239000001301 oxygen Substances 0.000 claims description 7
- 229910052760 oxygen Inorganic materials 0.000 claims description 7
- 229910052761 rare earth metal Inorganic materials 0.000 claims description 7
- 150000002910 rare earth metals Chemical class 0.000 claims description 7
- 230000009467 reduction Effects 0.000 claims description 7
- 239000007921 spray Substances 0.000 claims description 7
- 239000000126 substance Substances 0.000 claims description 7
- KDLHZDBZIXYQEI-UHFFFAOYSA-N Palladium Chemical compound [Pd] KDLHZDBZIXYQEI-UHFFFAOYSA-N 0.000 claims description 6
- 230000002159 abnormal effect Effects 0.000 claims description 6
- 238000000605 extraction Methods 0.000 claims description 6
- 238000010438 heat treatment Methods 0.000 claims description 6
- 238000000034 method Methods 0.000 claims description 6
- 230000008569 process Effects 0.000 claims description 6
- 229910052757 nitrogen Inorganic materials 0.000 claims description 5
- 229910052697 platinum Inorganic materials 0.000 claims description 5
- 239000001569 carbon dioxide Substances 0.000 claims description 4
- 229910002092 carbon dioxide Inorganic materials 0.000 claims description 4
- 239000003638 chemical reducing agent Substances 0.000 claims description 4
- 239000002245 particle Substances 0.000 claims description 4
- 230000002829 reductive effect Effects 0.000 claims description 4
- 238000005299 abrasion Methods 0.000 claims description 3
- 239000012752 auxiliary agent Substances 0.000 claims description 3
- 239000000498 cooling water Substances 0.000 claims description 3
- 238000012937 correction Methods 0.000 claims description 3
- 238000000354 decomposition reaction Methods 0.000 claims description 3
- 125000004435 hydrogen atom Chemical group [H]* 0.000 claims description 3
- VUZPPFZMUPKLLV-UHFFFAOYSA-N methane;hydrate Chemical compound C.O VUZPPFZMUPKLLV-UHFFFAOYSA-N 0.000 claims description 3
- 230000003647 oxidation Effects 0.000 claims description 3
- 238000007254 oxidation reaction Methods 0.000 claims description 3
- 229910052763 palladium Inorganic materials 0.000 claims description 3
- 230000008439 repair process Effects 0.000 claims description 3
- 229910052703 rhodium Inorganic materials 0.000 claims description 3
- 239000010948 rhodium Substances 0.000 claims description 3
- MHOVAHRLVXNVSD-UHFFFAOYSA-N rhodium atom Chemical compound [Rh] MHOVAHRLVXNVSD-UHFFFAOYSA-N 0.000 claims description 3
- 239000002283 diesel fuel Substances 0.000 claims description 2
- 239000007788 liquid Substances 0.000 claims description 2
- VTHJTEIRLNZDEV-UHFFFAOYSA-L magnesium dihydroxide Chemical compound [OH-].[OH-].[Mg+2] VTHJTEIRLNZDEV-UHFFFAOYSA-L 0.000 claims 2
- 239000000347 magnesium hydroxide Substances 0.000 claims 2
- 229910001862 magnesium hydroxide Inorganic materials 0.000 claims 2
- 239000000395 magnesium oxide Substances 0.000 claims 2
- CPLXHLVBOLITMK-UHFFFAOYSA-N magnesium oxide Inorganic materials [Mg]=O CPLXHLVBOLITMK-UHFFFAOYSA-N 0.000 claims 2
- AXZKOIWUVFPNLO-UHFFFAOYSA-N magnesium;oxygen(2-) Chemical group [O-2].[Mg+2] AXZKOIWUVFPNLO-UHFFFAOYSA-N 0.000 claims 2
- 230000009466 transformation Effects 0.000 claims 1
- 239000002918 waste heat Substances 0.000 description 6
- 230000008901 benefit Effects 0.000 description 4
- 230000005611 electricity Effects 0.000 description 4
- 239000003921 oil Substances 0.000 description 4
- 239000003570 air Substances 0.000 description 2
- 230000008859 change Effects 0.000 description 2
- 239000002826 coolant Substances 0.000 description 2
- 244000304217 Brassica oleracea var. gongylodes Species 0.000 description 1
- UGFAIRIUMAVXCW-UHFFFAOYSA-N Carbon monoxide Chemical compound [O+]#[C-] UGFAIRIUMAVXCW-UHFFFAOYSA-N 0.000 description 1
- MYMOFIZGZYHOMD-UHFFFAOYSA-N Dioxygen Chemical compound O=O MYMOFIZGZYHOMD-UHFFFAOYSA-N 0.000 description 1
- 241000276498 Pollachius virens Species 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 239000006227 byproduct Substances 0.000 description 1
- 229910002091 carbon monoxide Inorganic materials 0.000 description 1
- 238000006555 catalytic reaction Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 229910001882 dioxygen Inorganic materials 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 238000003912 environmental pollution Methods 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
- 230000001050 lubricating effect Effects 0.000 description 1
- 150000002680 magnesium Chemical class 0.000 description 1
- 238000002156 mixing Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 238000004064 recycling Methods 0.000 description 1
- 238000012827 research and development Methods 0.000 description 1
- 230000002441 reversible effect Effects 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
- 238000004513 sizing Methods 0.000 description 1
- 238000011282 treatment Methods 0.000 description 1
Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
- F01B23/00—Adaptations of machines or engines for special use; Combinations of engines with devices driven thereby
- F01B23/10—Adaptations for driving, or combinations with, electric generators
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
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- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
- F01N3/2033—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using a fuel burner or introducing fuel into exhaust duct
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
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- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2066—Selective catalytic reduction [SCR]
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- F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
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- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/0248—Injectors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/0248—Injectors
- F02M21/0251—Details of actuators therefor
- F02M21/0254—Electric actuators, e.g. solenoid or piezoelectric
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/0248—Injectors
- F02M21/0257—Details of the valve closing elements, e.g. valve seats, stems or arrangement of flow passages
- F02M21/026—Lift valves, i.e. stem operated valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/10—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone
- F02M25/12—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone the apparatus having means for generating such gases
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F01N2570/14—Nitrogen oxides
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
- Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Mechanical Engineering (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Combustion & Propulsion (AREA)
- General Engineering & Computer Science (AREA)
- General Chemical & Material Sciences (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Health & Medical Sciences (AREA)
- Toxicology (AREA)
- Transportation (AREA)
- Analytical Chemistry (AREA)
- Power Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
The invention relates to an energy-saving and environment-friendly hydrogen hybrid electric vehicle which comprises a vehicle body, wheels, an engine, a turbocharger, a Kohlepu unit, a tail gas three-level deep purification system and an auxiliary power system. The coanda unit includes a secondary combustor, a hydrogen heat compression unit, an expander, and an intermediate reheater. The tail gas three-stage deep purification system comprises a high-temperature catalytic coil, a medium-temperature three-way catalyst or a medium-temperature NOx purifier and a low-temperature tail gas purifier. The expander outlet is connected to the expander inlet by a hydrogen thermal compression unit. The exhaust port of the engine is connected to the inlet of the secondary combustor through a high-temperature catalytic coil, a turbocharger, a medium-temperature three-way catalyst or a medium-temperature NOx purifier. The outlet of the secondary combustor is connected to the exhaust pipe through a hydrogen thermal compression unit, an intermediate reheater, a low-temperature tail gas purifier and a tail gas real-time monitor. The expander is connected with a generator shaft, and the generator is connected with an auxiliary power system circuit. The invention improves the thermal efficiency of the hybrid electric vehicle and reduces the exhaust emission.
Description
Technical Field
The invention belongs to the technical field of new energy automobiles, and relates to an energy-saving and environment-friendly hydrogen hybrid electric vehicle.
Background
With the stricter and stricter environmental protection measures in various countries in the world, hybrid vehicles have become a key point in automobile research and development due to their characteristics of energy saving, low emission, and the like, and have already begun to be commercialized. The hybrid electric vehicle uses an electric power system including a highly efficient and powerful motor, a generator, and a battery.
The drive system of a hybrid vehicle is composed of a combination of two or more individual drive systems which can be operated simultaneously, and the driving power of the vehicle is provided by the individual drive systems individually or jointly depending on the actual driving state of the vehicle. The hybrid power device not only plays the advantages of long continuous working time and good dynamic property of the engine, but also can play the advantages of no pollution and low noise of the motor, and the hybrid power device and the motor are in 'battle side by side', and enter the automobile hybrid power era globally. The hydrogen hybrid electric vehicle combining the fuel engine, the hydrogen expander and the generator has not been reported in documents.
Disclosure of Invention
The invention aims to provide an energy-saving and environment-friendly hydrogen hybrid electric vehicle, which can change the traditional working mode of an engine, improve the thermal efficiency of the vehicle, reduce the exhaust emission of the vehicle and reduce the atmospheric environmental pollution.
The technical scheme of the invention is as follows: an energy-saving and environment-friendly hydrogen hybrid electric vehicle comprises a vehicle body, wheels, an engine, a gearbox, a turbocharger, an air inlet, an exhaust pipe and a drive axle, wherein the engine is connected to the gearbox through a crankshaft, and the gearbox is connected to the wheels through the drive axle; the system is provided with a tail gas three-stage deep purification system, a Koulps unit, an auxiliary power system and a tail gas real-time monitor; the tail gas three-stage deep purification system comprises a high-temperature catalytic coil, a medium-temperature three-way catalyst or a medium-temperature NOx purifier and a low-temperature tail gas purifier; the Kohlep unit comprises a secondary combustor, an expander, an intermediate reheater and a hydrogen heat compression unit; an outlet of the expansion machine is connected to an inlet of the expansion machine through a hydrogen thermal compression unit, a tail gas outlet of the secondary combustor is connected to an inlet of a middle reheater through the hydrogen thermal compression unit, a middle-temperature three-way catalyst or a middle-temperature NOx purifier, and an outlet of the middle reheater is connected to an exhaust pipe through a low-temperature tail gas purifier and a tail gas real-time monitor; the expander is connected with a generator shaft, and the generator is connected with an auxiliary power system circuit; the air inlet is connected to the combustion air port of the engine and the secondary combustor, and the exhaust port of the engine is connected to the inlet of the secondary combustor through the high-temperature catalytic coil and the turbocharger.
One form of auxiliary power system is provided with a battery and a hydrogen generator, the generator of the Kohlepu unit being connected to the battery circuit, and the battery being connected to the hydrogen generator circuit. The hydrogen outlet of the hydrogen making machine is connected to the fuel inlets of the engine and the secondary combustor, and the oxygen outlet of the hydrogen making machine is connected to the combustion-supporting air ports of the engine and the secondary combustor.
The other form of the auxiliary power system is provided with an inverter, a generator-motor and a storage battery; the engine is connected with a generator-motor shaft through a crankshaft, and the generator-motor is connected with wheels through a gearbox and a drive axle; the expander of the Korlung pump unit is connected with a generator shaft, the generator is connected with a storage battery circuit, and the generator-motor is connected with the storage battery circuit through an inverter.
The third form of the auxiliary power system is provided with an inverter, a generator-motor, a storage battery and a hydrogen production machine, wherein the generator of the Kohlepu unit is connected with a circuit of the storage battery, and the storage battery is connected with a circuit of the hydrogen production machine and is connected with the generator-motor through the inverter; one end of the power generation-motor is connected with the engine shaft through a crankshaft, the other end of the power generation-motor is connected with the gearbox, the drive axle and the wheels through the crankshaft, a hydrogen outlet of the hydrogen production machine is connected to fuel inlets of the engine and the secondary combustor, and an oxygen outlet of the hydrogen production machine is connected to combustion-supporting air ports of the engine and the secondary combustor.
The engine is a gasoline engine or a diesel engine or a hydrogen fuel engine; the gasoline engine or the diesel engine can adopt a rich combustion working mode or a traditional working mode, and the hydrogen fuel engine adopts a rich combustion working mode; the engine fuel-air ratio is more than 1, preferably 1.05 in the engine rich combustion working mode; when the engine is a hydrogen fuel engine, the high-temperature catalytic coil is provided with a fuel inlet; when the engine is a gasoline engine or a diesel engine, the high-temperature catalytic coil is provided with a fuel inlet and an atomizer.
When the engine adopts a hydrogen fuel engine, the engine is provided with a No. 2 hydrogen thermal compression unit and a metal hydride storage tank, the No. 2 hydrogen thermal compression unit is provided with 2-100 groups of metal hydride reaction beds for alternately performing hydrogen absorption/desorption operation, high-pressure hydrogen can be continuously and stably supplied, and the metal hydride reaction beds are filled with rare earth series hydrogen storage materials. A hydrogen outlet of the metal hydride storage tank is connected with a hydrogen direct injection nozzle of the hydrogen fuel engine through a No. 2 hydrogen thermal compression unit in a compression manner; meanwhile, high-pressure hydrogen or air is adopted to lubricate the surfaces of the relatively moving parts in the engine, so that a thin air film is arranged between the surfaces of the relatively moving parts to reduce the friction resistance, reduce the power loss, reduce the abrasion and prolong the service life of the engine; the relative motion components include, but are not limited to, piston rings and cylinder walls, crankshaft journals and bearings, camshaft journals and bearings, and timing gear pairs.
The high-temperature catalytic coil is divided into two sections, and the front half section is loaded with a high-temperature NOx reduction catalyst for reducing NOx in high-temperature tail gas of an automobile. The second half section is loaded with a carbon conversion catalyst to convert most of carbon particles generated during the rich combustion of the fuel engine and CO in the tail gas2The reaction is oxidized to CO. The front half section of the high-temperature catalytic coil is provided with a fuel inlet, and 0-10% of excessive fuel can be added according to the real-time fuel input and air input of the engine according to the proportion to be used as a reducing agent; when the engine fuel is liquid fuel including gasoline or diesel oil, the fuel inlet of the high-temperature catalytic coil is also provided with an atomizer. The secondary combustor is provided with a tail gas inlet, a tail gas outlet, a combustion-supporting air port, an igniter and a fuel inlet; the secondary combustor adds combustion air according to the theoretical proportion of the fuel allowance in the entering tail gas or according to the lean burn mode (air-fuel ratio)>1) Adding excess combustion air; when the automobile is started, the secondary combustor directly adds fuel through a fuel inlet to burn, and the medium-temperature three-way catalyst or the medium-temperature NOx purifier is quickly preheated. A middle-temperature three-way catalyst or a middle-temperature NOx purifier is arranged behind the secondary combustor, when the secondary combustor adds combustion air according to a theoretical ratio, the middle-temperature three-way catalyst is arranged, and the secondary combustor is in a lean burn mode (air-fuel ratio)>1) When excessive combustion air is added, a medium-temperature NOx purifier is arranged; the medium-temperature three-way catalyst is loaded with three-way catalysts with active components of platinum, palladium and rhodium, so that most of CO, HC and NOx in tail gas are converted into harmless carbon dioxide, water and nitrogen through oxidation and reduction; the medium temperature NOx purifier is loaded with a catalyst having an active component including, but not limited to, platinum, which primarily promotes the reductive conversion of NOx in the exhaust gas to harmless nitrogen. The low-temperature tail gas purifier comprises but is not limited to a tail gas zero-grade purifier, and the content of CO, HC, NOx and particulate matters in the tail gas is further reduced.
The magnesium metal hydride is filled in the metal hydride storage tank, and can continuously and stably release hydrogen in the running process of the hybrid electric vehicle, and the release of the hydrogen adopts any one of the following modes: firstly, magnesium metal hydride is heated to a set temperature and then releases hydrogen; secondly, adding water or water vapor as an auxiliary agent to release hydrogen while heating; thirdly, after magnesium metal hydride is heated for primary hydrogen desorption and decomposition into magnesium simple substance, water or water vapor is added for reaction with the magnesium simple substance to generate hydrogen for secondary hydrogen desorption; the hydrogen thermal compression unit and the No. 2 hydrogen thermal compression unit are provided with 2-100 groups of metal hydride reaction beds, the metal hydride reaction beds are filled with rare earth hydrogen storage materials, low-pressure hydrogen is absorbed at low temperature, and high-pressure hydrogen is discharged at high temperature; the 2-100 groups of metal hydride reaction beds are arranged into one stage or multiple stages, and when the metal hydride reaction beds in the same stage are arranged into one stage, the hydrogen absorption temperature and the hydrogen discharge temperature of the metal hydride reaction beds in the same stage are the same; when the device is arranged into multiple stages, each stage is provided with at least 2 groups of metal hydride reaction beds, the hydrogen discharge temperature of the upper stage metal hydride reaction bed is higher than that of the lower stage metal hydride reaction bed, the hydrogen absorption temperature of the upper stage is also higher than that of the lower stage, and the heat released when the upper stage metal hydride reaction bed absorbs hydrogen is supplied to the lower stage metal hydride reaction bed for use, so that the gradient utilization of the heat is realized; the hydrogen thermal compression unit and the No. 2 hydrogen thermal compression unit can be additionally provided with a hydrogen storage material dismounting device, and the mutual switching of the hydrogen storage materials between any two groups of metal hydride reaction beds can be realized.
The expander is a multistage expander, each stage is provided with an extraction opening and an air inlet, and the extraction opening of the previous stage is connected to the air inlet of the next stage through an intermediate reheater. The extracted hydrogen is reheated by the intermediate reheater and then sent back to the next stage of the expansion machine to continue acting, the low-pressure hydrogen after the last stage of acting of the expansion machine is sent back to the hydrogen thermal compression unit to be pressurized and recycled again, the heating medium of the intermediate reheater is automobile exhaust coming out of the hydrogen thermal compression unit, and the automobile exhaust coming out of the intermediate reheater is discharged through the low-temperature exhaust purifier, the exhaust real-time monitoring unit and the exhaust pipe.
The whole power system of the hybrid electric vehicle is provided with a hydrogen leakage protection unit; the tail gas real-time monitoring unit can detect the emission condition of the automobile tail gas in real time on line, upload the emission data to a monitoring big data service center through a network, record the abnormal time of the automobile tail gas emission, judge the reason of the abnormal occurrence, and feed back the correction suggestion to a user in time, thereby providing related repair guidance service.
The hydrogen direct injection nozzle comprises a hydrogen inlet, an electromagnetic coil, a movable core, an annular cooling pipeline and a plurality of hydrogen gas outlet spray holes, wherein the electromagnetic coil drives the movable core to reciprocate to control the nozzle to be switched on and off, the hydrogen gas outlet spray holes are respectively distributed on the inner ring and the outer ring of the nozzle, the annular cooling pipeline is arranged between the inner ring and the outer ring of the hydrogen gas outlet spray holes, and cooling media comprise but are not limited to air, cooling water and oil; one form of gas lubrication between the piston ring and the cylinder wall is that a plurality of gas fine pipelines with gas outlet directions respectively being upward and downward are arranged in the radial direction of the piston ring, and the gas fine pipelines are connected with a gas inlet pipeline led from the interior of the piston from the opening of the piston ring; the other form of gas lubrication between the piston ring and the cylinder wall is that a plurality of gas fine pipelines which are connected with a gas inlet pipeline and have upward and downward gas outlet directions are arranged on the cylinder wall, and the gas fine pipelines are controlled to be opened or closed according to the stroke of the piston ring; or any combination of the two.
The energy-saving and environment-friendly hydrogen hybrid electric vehicle is combined with a Kohler unit and an auxiliary power system through a fuel engine to jointly drive the vehicle to run; the Korlapp unit can efficiently utilize the waste heat of the high-temperature tail gas of the engine to generate electricity, the generated electricity passes through an auxiliary power system, or drives a hydrogen production machine to produce hydrogen to serve as an auxiliary fuel of the engine, or directly drives a generator-motor coaxially connected with the engine to serve as auxiliary power, or simultaneously drives the generator and the motor, and the heat efficiency of the hybrid electric vehicle is greatly improved; meanwhile, the advantage of less generation of NOx in the engine rich combustion mode is fully utilized, a tail gas three-stage deep purification system is arranged, and the emission of automobile tail gas is far lower than the European VI emission standard through multiple treatments of a high-temperature catalytic coil, a medium-temperature three-way catalyst or a medium-temperature NOx purifier and a low-temperature tail gas purifier, so that the environment protection is facilitated, and the atmospheric pollution is reduced.
At present, because high-temperature tail gas of an automobile engine, no matter a gasoline engine or a diesel engine, is difficult to be effectively utilized, in order to reduce oil consumption and emission, the traditional working mode of the automobile engine is controlled to be close to a theoretical fuel-air ratio during normal operation. The invention creatively adopts the Kelaipu unit to provide a hydrogen energy utilization mode of the high-temperature tail gas waste heat of the engine, and the combined auxiliary power system can efficiently utilize the tail gas waste heat, so that the change of the traditional working mode of the engine becomes possible, and when the fuel-air ratio of the engine is controlled in a rich combustion mode (the fuel-air ratio is more than 1), the efficiency and the oil consumption of the engine are better represented. Meanwhile, the invention fully utilizes the advantage of less NOx generation in a rich combustion mode, and adopts a tail gas three-stage deep purification system, so that the automobile tail gas emission can be controlled to a very low standard which is far lower than the current automobile European VI emission standard. Therefore, the invention is an energy-saving and environment-friendly hydrogen hybrid electric vehicle. By implementing the invention, extremely pure exhaust emission can be obtained regardless of a fuel engine or a hydrogen engine, and particularly, the hydrogen engine can obtain the exhaust emission with extremely low carbon content or no carbon content.
Drawings
FIG. 1 is a schematic structural diagram of an energy-saving and environment-friendly hydrogen hybrid electric vehicle according to the present invention;
FIG. 2 is a schematic structural view of another embodiment of the present invention;
FIG. 3 is a schematic structural view of a third embodiment of the present invention;
FIG. 4 is a schematic structural view of a fourth embodiment of the present invention;
FIG. 5 is a schematic structural view of a fifth embodiment of the present invention;
FIG. 6 is a schematic view of the structure of the two-stage combustor of the present invention
FIG. 7 is a schematic illustration of gas lubrication of an engine cylinder;
FIG. 8 is an enlarged partial view of FIG. 7;
FIG. 9 is a top view of the piston ring of FIG. 7;
FIG. 10 is another schematic illustration of gas lubrication of an engine cylinder according to the present invention;
FIG. 11 is an enlarged partial view of FIG. 10;
fig. 12 is a schematic structural view of the direct injection hydrogen nozzle in the cylinder of the hydrogen engine of the invention.
Wherein: 1-engine, 2-expander, 3-Kohle unit, 4-generator, 5-gear box, 6-drive axle, 7-wheel, 8-medium temperature three-way catalyst, 9-two-stage burner, 10-hydrogen heat compression unit, 11-intermediate reheater, 12-tail gas real-time monitor, 13-hydrogen production machine, 14-high temperature catalysis coil, 15-inverter, 16-accumulator, 17-generator-motor, 18-fuel inlet, 19-crankshaft, 20-hydrogen fuel engine, 21-2 hydrogen heat compression unit, 22-metal hydride storage tank, 23-low temperature tail gas purifier, 24-exhaust pipe, 25-tail gas three-stage deep purification system, 26-turbocharger, 27-atomizer, 28-medium temperature NOx purifier, 29-auxiliary power system, 30-tail gas inlet, 31-tail gas outlet, 32-air outlet, 33-igniter, 34-fuel inlet, 35-cylinder wall, 36-piston, 37-piston ring, 38-gas inlet pipeline, 39-gas fine pipeline, 40-hydrogen inlet, 41-check valve, 42-electromagnetic coil, 43-moving core, 44-cooling medium inlet, 45-cooling medium outlet, 46-annular cooling pipeline, 47-magnet, 48-sizing block, 49-sealing ring, 50-hydrogen gas outlet spray hole.
Detailed Description
The present invention will be described in detail with reference to the following examples and drawings. The scope of protection of the invention is not limited to the embodiments, and any modification made by those skilled in the art within the scope defined by the claims also falls within the scope of protection of the invention.
Example 1 (gasoline engine, rich mode)
The energy-saving and environment-friendly hydrogen hybrid electric vehicle comprises a vehicle body, wheels 7, an engine 1, a gearbox 5, a drive axle 6, a turbocharger 26, an air inlet, a tail gas discharge port, an exhaust pipe 24, a tail gas three-stage deep purification system 25, a Kohlepu unit 3, an auxiliary power system 29 and a tail gas real-time monitor 12, wherein the vehicle body is provided with the wheels 7, the engine 1, the gearbox 5, the drive axle 6, the tail gas three-stage deep purification system.
The engine is connected via a crankshaft 19 to a gearbox, which is connected to the wheels via a drive axle. The three-stage deep purification system for the tail gas comprises a high-temperature catalytic coil 14, a medium-temperature three-way catalyst 8 and a low-temperature tail gas purifier 23. The high-temperature catalytic coil is provided with a fuel inlet 18 and an atomizer 27, and fuel oil is atomized and then sprayed into the high-temperature catalytic coil from the fuel inletAnd the coiled pipe is used as a reducing agent. High-temperature tail gas (800-950 ℃) from the engine directly enters the high-temperature catalytic coil. The high-temperature catalytic coil is divided into two sections, and the front half section is loaded with NOx reduction catalyst and is used for reducing NOx in high-temperature tail gas of an automobile. The second half section is loaded with a carbon conversion catalyst to convert most of carbon particles generated during the rich combustion of the fuel engine and CO in the tail gas2The reaction is oxidized to CO. The medium-temperature three-way catalyst is loaded with three-way catalysts with active components of platinum, palladium and rhodium, so that most of CO, HC and NOx in tail gas are converted into harmless carbon dioxide, water and nitrogen through oxidation and reduction. The low-temperature exhaust gas purifier 23 includes, but is not limited to, an exhaust gas zero-grade purifier, and further reduces the content of CO, HC, NOx, and particulate matters in the exhaust gas.
The colepsy unit comprises a secondary combustor 9, a hydrogen heat compression unit 10, an expander 2, a generator 4 and an intermediate reheater 11. As shown in fig. 6, the secondary combustor 9 is provided with a tail gas inlet 30, a tail gas outlet 31, a combustion air port 32, an igniter 33, and a fuel inlet 34. The air inlet is connected to combustion air ports of the engine and the secondary combustor, and the exhaust port of the engine is connected to a tail gas inlet of the secondary combustor through a high-temperature catalytic coil and a turbocharger. And the secondary combustor adds combustion-supporting air according to the theoretical proportion (the fuel-air ratio is 1) of the fuel allowance in the entering tail gas, so that the tail gas is combusted again in the secondary combustor. The tail gas outlet of the secondary combustor 9 is connected to the inlet of the intermediate reheater through the intermediate-temperature three-way catalyst and the hydrogen thermal compression unit, and the outlet of the intermediate reheater is connected to the exhaust pipe through the low-temperature tail gas purifier and the tail gas real-time monitor. The hydrogen hot compression unit is provided with 3 groups of metal hydride reaction beds for alternately absorbing/discharging hydrogen, and the metal hydride reaction beds are filled with rare earth series hydrogen storage materials. The hydrogen storage material can absorb hydrogen at low temperature and low pressure (60 ℃ and 2 MPa), and the rare earth hydrogen storage material after hydrogen absorption can release high-pressure hydrogen of 35MPa at 200 ℃ after being heated; through the hydrogen suction/discharge cycle, the hydrogen thermal compression unit can utilize the waste heat of the tail gas of the engine to pressurize the low-pressure hydrogen of 2MPa into high-pressure hydrogen of 35 MPa. The 35MPa high-pressure hydrogen generated by the hydrogen heat compression unit enters an expander to expand to do work, and the expander is coaxially connected with a generator to drive the generator to run and generate power.
The expander outlet is connected to the expander inlet by a hydrogen thermal compression unit. The expansion machine 2 is a multi-stage expansion machine, each stage is provided with an air extraction port and an air inlet, the extraction port of the previous stage is connected to the air inlet of the next stage through an intermediate reheater 11, and the intermediate reheater is correspondingly provided with a plurality of stages of air inlet/outlet ports; and the low-pressure hydrogen after the final stage work of the expansion machine is sent back to the hydrogen thermal compression unit for pressurization and recycling, and the heating medium of the intermediate reheater is automobile exhaust from the hydrogen thermal compression unit. The expander is connected with a generator shaft, and the generator is in circuit connection with an auxiliary power system 29; the auxiliary power system is provided with a storage battery 16 and a hydrogen production machine 13, the generator is connected with a storage battery circuit, and the storage battery is connected with a hydrogen production machine circuit. The hydrogen outlet of the hydrogen making machine is connected to the fuel inlets of the engine 1 and the secondary combustor 9, and the oxygen outlet of the hydrogen making machine is connected to the combustion-supporting air ports of the engine and the secondary combustor. Automobile exhaust from the intermediate reheater is discharged through the low-temperature exhaust purifier, the exhaust real-time monitoring unit and the exhaust pipe. The tail gas real-time monitoring unit can detect the emission condition of the automobile tail gas in real time on line, can upload the emission data to a monitoring big data service center through a network, records the abnormal time of the automobile tail gas emission, judges the reason of the abnormal occurrence, and feeds back the correction suggestion to a user in time, thereby providing related repair guidance service.
The working process of the embodiment is as follows: the engine 1 is a gasoline engine, the gasoline engine works in a rich combustion mode, the fuel-air ratio is 1.15, and the engine has the maximum power output at the moment. The power generated by the engine 1 is transmitted to wheels through a crankshaft, a gearbox and a drive axle to drive the automobile to run. The gas that the engine discharged gas carries out the denitration through high temperature catalytic coil 14 anterior segment first, then makes carbon particle and carbon dioxide reaction thereby turn into carbon monoxide through high temperature catalytic coil 14 back end. And tail gas (300-500 ℃) coming out of the high-temperature catalytic coil enters the secondary combustor 9 through the turbocharger 26, and unburnt fuel in the tail gas is completely combusted in the secondary combustor 9 to release heat. Tail gas from secondary combustorThe waste heat of the tail gas is utilized to generate high-pressure hydrogen; and then into an intermediate reheater to heat the hydrogen gas withdrawn from each stage of the expander. Automobile exhaust from the intermediate reheater is discharged through the low-temperature exhaust purifier, the exhaust real-time monitoring unit and the exhaust pipe. The emission index of the tail gas after being treated is far lower than the Europe six standard (NOx)<6mg/Nm3；THC<15 mg/Nm3(ii) a CO content<150mg/Nm3；PM<0.5mg/Nm3) About one tenth of the euro-six standard. The high-pressure hydrogen generated by heating the metal hydride reaction bed of the hydrogen thermal compression unit 10 by using the waste heat of the tail gas drives the expander to rotate to do work, and drives the generator to generate electricity; the electric power generated by the generator is supplied to the hydrogen production machine through the storage battery to produce hydrogen. Hydrogen generated by the hydrogen generator is sent to a gasoline engine for co-combustion and/or sent to a secondary combustor for co-combustion; the oxygen gas as the by-product is sent to gasoline engine and/or secondary burner as combustion-supporting gas.
Example 2 (Diesel Engine, rich mode)
Another embodiment of the present invention is shown in fig. 2, and comprises a vehicle body, wheels 7, an engine 1, a transmission 5, a drive axle 6, a turbocharger 26, an air inlet, an exhaust gas outlet, an exhaust pipe 24, an exhaust gas three-stage deep purification system 25, a kohlrabi unit 3, an auxiliary power system 29 and an exhaust gas real-time monitor.
The present embodiment is different from embodiment 1 in that: the auxiliary power system 29 is in another form and is provided with an inverter 15, a generator-motor 17 and a storage battery 16; the engine is connected with a generator-motor shaft through a crankshaft, and the generator-motor is connected with wheels through a gearbox and a drive axle; the expander of the Korlung pump unit is connected with a generator shaft, the generator is connected with a storage battery circuit, and the generator-motor is connected with the storage battery circuit through an inverter. The generator-motor is an integrated generator-motor, which can be used as a motor to provide auxiliary power for the automobile on one hand and can also be used as a generator to charge a storage battery on the other hand. Another difference is that the engine in this embodiment is a diesel engine, and the diesel engine operates in a rich mode, and the fuel-air ratio is 1.05. The secondary combustor is in a lean combustion mode (the fuel-air ratio is less than 1) with excess air proportion, and tail gas from the secondary combustor is connected to the hydrogen heat compression unit through a medium-temperature NOx purifier.
Example 3 (gasoline engine)
A third embodiment of the present invention is shown in fig. 3, and comprises a vehicle body, wheels 7, an engine 1, a gearbox 5, a drive axle 6, a turbocharger 26, an air inlet, an exhaust gas discharge port, an exhaust pipe 24, an exhaust gas three-stage deep purification system 25, a koraipu unit 3, an auxiliary power system 29 and an exhaust gas real-time monitor.
The present embodiment is different from embodiment 1 in that: the auxiliary power system 29 is in yet another form provided with an inverter 15, a generator-motor 17, a storage battery 16 and a hydrogen generator 13, the generator of the kohlip unit being connected to the storage battery circuit, the storage battery being connected to the hydrogen generator circuit and to the generator-motor via the inverter. One end of the generator-motor is connected with the engine shaft through a crankshaft, and the other end of the generator-motor is connected with the gearbox, the drive axle and the wheels through the crankshaft. The generator-motor can be used as a motor to provide auxiliary power for the automobile on one hand, and can also be used as a generator to charge a storage battery on the other hand. The storage battery is connected with the hydrogen production machine at the same time to provide power for producing hydrogen. The hydrogen and oxygen generated by the hydrogen generator are sent to a gasoline engine and a secondary combustor for blending combustion and supporting combustion. The hydrogen outlet of the hydrogen making machine is connected to the fuel inlets of the engine and the secondary combustor, and the oxygen outlet of the hydrogen making machine is connected to the combustion-supporting air ports of the engine and the secondary combustor. The gasoline engine of the embodiment operates in a rich mode, and the fuel-air ratio is 1.01.
Example 4 (Diesel Engine, conventional mode)
A third embodiment of the present invention is shown in fig. 4, and comprises a vehicle body, wheels 7, an engine 1, a gearbox 5, a drive axle 6, a turbocharger 26, an air inlet, an exhaust gas discharge port, an exhaust pipe 24, an exhaust gas three-stage deep purification system 25, a koraipu unit 3, an auxiliary power system 29 and an exhaust gas real-time monitor.
The rest of the present example is similar to example 2, except that the engine is operated in the conventional mode with fuel and combustion air added in a stoichiometric air ratio (fuel/air ratio = 1). The secondary combustor combusts according to the theoretical proportion according to the fuel allowance in the entering tail gas, and the fuel-air ratio is 1. And tail gas from the secondary combustor is connected with a hydrogen thermal compression unit through a medium-temperature three-way catalyst.
Example 5 (Hydrogen fueled Engine, direct injection technology)
A third embodiment of the present invention is shown in fig. 5, and comprises a vehicle body, wheels 7, a hydrogen fuel engine 20, a gearbox 5, a drive axle 6, a turbocharger 26, an air inlet, an exhaust gas outlet, an exhaust pipe 24, an exhaust gas three-stage deep purification system 25, a koraipu unit 3, an auxiliary power system 29, an exhaust gas real-time monitor, a hydrogen gas heat compression unit 2, and a metal hydride storage tank 22.
The structure of the present embodiment is similar to that of embodiment 2, except that the engine is a hydrogen fuel engine 20; the high-temperature catalytic coil is only provided with a fuel inlet and is not provided with an atomizer; and a No. 2 hydrogen thermal compression unit and a metal hydride storage tank are additionally arranged. The metal hydride storage tank is internally provided with magnesium series hydrogen storage materials, the No. 2 hydrogen thermal compression unit is provided with 3 groups of metal hydride reaction beds, and the metal hydride reaction beds are internally provided with rare earth series hydrogen storage materials. The metal hydride storage tank can continuously and stably release hydrogen in the running process of the hybrid electric vehicle, and the release of the hydrogen adopts any one of the following modes: firstly, magnesium metal hydride is heated to a set temperature and then releases hydrogen; secondly, adding water or water vapor as an auxiliary agent to release hydrogen while heating; thirdly, after magnesium metal hydride is heated to carry out primary hydrogen desorption and decomposition to magnesium simple substance, water or water vapor is added to react with the magnesium simple substance to generate hydrogen to carry out secondary hydrogen desorption. The hydrogen outlet of the metal hydride storage tank is connected with the hydrogen inlet of the No. 2 hydrogen thermal compression unit, and the hydrogen outlet of the No. 2 hydrogen thermal compression unit is connected with the hydrogen direct injection nozzle of the hydrogen fuel engine and the fuel inlet of the high-temperature catalytic coil.
The hydrogen thermal compression unit is provided with 6 groups of metal hydride reaction beds, rare earth series hydrogen storage materials are filled in the metal hydride reaction beds, low-pressure hydrogen is absorbed at low temperature, and high-pressure hydrogen is discharged at high temperature. The 6 groups of metal hydride reaction beds are arranged into two stages, each stage is provided with 3 groups of metal hydride reaction beds, the hydrogen releasing temperature of the first-stage metal hydride reaction bed is 350 ℃, and the hydrogen absorbing temperature is 190 ℃; the hydrogen releasing temperature of the second-stage metal hydride reaction bed is 180 ℃, and the hydrogen absorbing temperature is 20 ℃; the heat released by the first-stage metal hydride reaction bed when absorbing hydrogen at 190 ℃ is supplied to the second-stage metal hydride reaction bed when releasing hydrogen at 180 ℃, so that the gradient utilization of the heat is realized. The hydrogen thermal compression unit 10 and the hydrogen thermal compression unit No. 2 can be additionally provided with a hydrogen storage material dismounting device, and the mutual exchange of hydrogen storage materials between any two groups of metal hydride reaction beds can be realized.
Hydrogen from a metal hydride storage tank enters a No. 2 hydrogen thermal compression unit to be compressed to 10 MPa, and then is directly sprayed into a hydrogen fuel engine to be combusted; meanwhile, high-pressure hydrogen or air is adopted to lubricate the surfaces of the relatively moving parts in the engine, so that a thin air film is arranged between the surfaces of the relatively moving parts to reduce the friction resistance, reduce the power loss, reduce the abrasion and prolong the service life of the engine; the relative motion parts comprise piston rings and cylinder walls, crankshaft journals and bearings, camshaft journals and bearings and timing gear pairs. The hydrogen extracted from the No. 2 hydrogen heat compression unit can also be introduced into a secondary combustor to participate in combustion. The fuel-air ratio of the secondary combustor is less than 1, and tail gas from the secondary combustor is connected with the hydrogen thermal compression unit through the medium-temperature NOx purifier.
As shown in fig. 11, the hydrogen direct injection nozzle includes a hydrogen inlet 40, a solenoid coil 42, a moving core 43, an annular cooling pipeline 46, and a plurality of hydrogen gas outlet nozzles 50, wherein the solenoid coil 42 drives the moving core 43 to reciprocate to control the opening and closing of the nozzle, the plurality of hydrogen gas outlet nozzles 50 are respectively distributed on the inner ring and the outer ring of the nozzle, the annular cooling pipeline 46 is arranged between the inner ring and the outer ring of the hydrogen gas outlet nozzles 50, and cooling media include, but are not limited to, air, cooling water, and oil.
One form of gas lubrication between the piston ring 37 and the cylinder wall 35 is shown in fig. 6-8, in which a gas inlet pipe 38 is provided inside the piston, the lubricating gas is introduced upwards along the gas inlet pipe 38, and is introduced into a plurality of radially-arranged gas fine pipes 39 inside the piston ring through the opening of the piston ring 37, and the gas outlet directions of the tail ends of the gas fine pipes 39 are upwards and downwards respectively.
Another form of gas lubrication between the piston ring 37 and the cylinder wall 35 is shown in fig. 9 and 10, in which a gas inlet line 38 is provided on the cylinder wall 35, and a plurality of gas fine lines 39 are provided along the inner side of the cylinder wall, the gas fine lines 39 being directed upward and downward, respectively, and being controlled to open or close according to the piston ring stroke. Any combination of the two forms described above may also be used for ease of control.
The working process of the embodiment is as follows: hydrogen from a metal hydride storage tank enters a No. 2 hydrogen thermal compression unit, is absorbed by a metal hydride reaction bed at low temperature and low pressure, then the metal hydride reaction bed which finishes the hydrogen absorption process is heated to the hydrogen release temperature, and continuously and stably releases high-pressure hydrogen at the hydrogen release temperature. High pressure hydrogen enters the hydrogen fueled engine in a direct injection manner. The hydrogen fuel engine adopts a rich combustion mode, and the fuel-air ratio is 1.15; the output power in the hydrogen fuel engine is transmitted to wheels through a crankshaft, a gearbox and a drive axle to drive the automobile to run. The exhaust gas from the hydrogen fueled engine enters the high temperature catalytic coil 14. Tail gas (300-500 ℃) coming out of the high-temperature catalytic coil enters the secondary combustor 9 through the turbocharger 26, unburned fuel in the tail gas is completely combusted in the secondary combustor 9 to emit heat, and the secondary combustor adopts a lean burn mode (fuel-air ratio)<1) Excess combustion air is added. The tail gas from the secondary combustor is divided into three paths after passing through a medium-temperature NOx purifier 28, and one path of the tail gas directly enters a hydrogen thermal compression unit to provide heat for releasing high-pressure hydrogen; the other path is connected with a metal hydride storage tank to provide heat for releasing hydrogen; the third path enters a No. 2 hydrogen thermal compression unit to provide heat for releasing high-pressure hydrogen. And finally, the tail gas respectively led out from the hydrogen thermal compression unit, the metal hydride storage tank and the No. 2 hydrogen thermal compression unit sequentially passes through an intermediate reheater, a low-temperature tail gas purifier, a tail gas real-time monitoring unit and an exhaust pipe and is discharged. The emission index of the tail gas after being treated is far lower than the Europe six standard (NOx)<6mg/Nm3(ii) a Does not contain harmful substances such as CO, HC, particulate matters and the like). The high-pressure hydrogen generated by the hydrogen thermal compression unit 10 drives the expander to rotate to do work,driving the generator to generate electricity. The generator generates electric power to supply to the storage battery, and the storage battery is connected with the generator-motor which is coaxially connected with the engine through the inverter to realize reversible circuit connection. The generator-motor is an integrated generator-motor, and can be used as a motor to provide auxiliary power for an automobile on one hand, and can also be used as a generator to charge a storage battery under the driving of an engine on the other hand.
In this embodiment, the hydrogen from No. 2 hydrogen thermal compression unit can be added to the high temperature catalytic coil through the fuel inlet 18 to be used as a reducing agent, and can also be added to the secondary combustor through the fuel inlet 34 to be used as a fuel.
Claims (11)
1. The utility model provides an energy-concerving and environment-protective hydrogen hybrid vehicle, includes automobile body, wheel (7), engine (1), gearbox (5), air inlet, blast pipe (24) and transaxle (6), the engine is connected to the gearbox through bent axle (19), and the wheel is connected through the transaxle to the gearbox, characterized by: the hybrid electric vehicle is provided with a tail gas three-stage deep purification system (25), a Koulep unit (3), an auxiliary power system (29) and a tail gas real-time monitor (12), the tail gas three-stage deep purification system comprises a high-temperature catalytic coil (14), a medium-temperature three-way catalyst (8) or a medium-temperature NOx purifier (28) and a low-temperature tail gas purifier (23), the Kohleps unit comprises a secondary combustor (9), a hydrogen heat compression unit (10), an expander (2), a generator (4) and an intermediate reheater (11), the outlet of the expansion machine is connected to the inlet of the expansion machine through a hydrogen thermal compression unit, the tail gas outlet of the secondary combustor (9) is connected to the inlet of a middle reheater through the hydrogen thermal compression unit, a middle-temperature three-way catalyst or a middle-temperature NOx purifier, and the outlet of the middle reheater is connected to an exhaust pipe through a low-temperature tail gas purifier and a tail gas real-time monitor; the expander is connected with a generator shaft, and the generator is connected with an auxiliary power system circuit; the air inlet is connected to the combustion air port of the engine and the secondary combustor, and the exhaust port of the engine is connected to the inlet of the secondary combustor through a high-temperature catalytic coil and a turbocharger.
2. The energy-saving and environment-friendly hydrogen hybrid electric vehicle as claimed in claim 1, wherein: the auxiliary power system (29) is provided with a storage battery (16) and a hydrogen production machine (13), the generator is connected with a storage battery circuit, and the storage battery is connected with a hydrogen production machine circuit; the hydrogen outlet of the hydrogen making machine is connected to the fuel inlet of the engine (1) and/or the secondary combustor (9), and the oxygen outlet of the hydrogen making machine is connected to the combustion air port of the engine and/or the secondary combustor.
3. The energy-saving and environment-friendly hydrogen hybrid electric vehicle as claimed in claim 1, wherein: the auxiliary power system (29) is provided with an inverter (15), a generator-motor (17) and a storage battery (16); the engine is connected with a generator-motor (17) through a crankshaft (19), and the generator-motor (17) is connected with wheels through a gearbox (5) and a drive axle (6); the expander is connected with a generator (4) shaft, the generator is connected with a storage battery circuit, and the generator-motor is connected with the storage battery circuit through an inverter.
4. The energy-saving and environment-friendly hydrogen hybrid electric vehicle as claimed in claim 3, wherein: a hydrogen production machine (13) is additionally arranged on the auxiliary power system (29), and the storage battery (16) is connected with a hydrogen production machine circuit; the hydrogen outlet of the hydrogen making machine is connected to the fuel inlet of the engine and/or the secondary combustor, and the oxygen outlet of the hydrogen making machine is connected to the combustion air port of the engine and/or the secondary combustor.
5. The energy-saving and environment-friendly hydrogen hybrid electric vehicle as claimed in any one of claims 1 to 4, characterized in that: the engine (1) is a gasoline engine or a diesel engine or a hydrogen fuel engine; the gasoline engine and the diesel engine adopt a rich combustion working mode or a traditional working mode, and the hydrogen fuel engine adopts a rich combustion working mode; the engine fuel-air ratio is more than 1 in the engine rich combustion working mode; when the engine is a hydrogen fuel engine, the high-temperature catalytic coil (14) is provided with a fuel inlet (18); when the engine is a gasoline engine or a diesel engine, the high-temperature catalytic coil (14) is provided with a fuel inlet (18) and an atomizer (27).
6. The energy-saving and environment-friendly hydrogen hybrid electric vehicle as claimed in claim 5, wherein: the hydrogen fuel engine is provided with a No. 2 hydrogen thermal compression unit (21) and a metal hydride storage tank (22), and a hydrogen outlet of the metal hydride storage tank is compressed and connected with a hydrogen direct injection nozzle of the hydrogen fuel engine through the No. 2 hydrogen thermal compression unit; meanwhile, high-pressure hydrogen or air is adopted to lubricate the surfaces of the relatively moving parts in the engine, so that a thin air film is arranged between the surfaces of the relatively moving parts to reduce the friction resistance, reduce the power loss, reduce the abrasion and prolong the service life of the engine; the relative motion components include, but are not limited to, piston rings and cylinder walls, crankshaft journals and bearings, camshaft journals and bearings, and timing gear pairs.
7. The energy-saving and environment-friendly hydrogen hybrid electric vehicle as claimed in claim 1, wherein: the high-temperature catalytic coil (14) is divided into two sections, and the first half section is loaded with a high-temperature NOx reduction catalyst and used for reducing NOx in high-temperature tail gas of an automobile; the second half section is loaded with a carbon conversion catalyst to convert most of carbon particles generated during the rich combustion of the fuel engine and CO in the tail gas2Oxidizing into CO by reaction; the front half section of the high-temperature catalytic coil is provided with a fuel inlet, and 0-10% of excessive fuel can be added according to the real-time fuel input and air input of the engine according to the proportion to be used as a reducing agent; when the engine fuel is liquid fuel including gasoline or diesel oil, the fuel inlet of the high-temperature catalytic coil is also provided with an atomizer; the secondary combustor (9) is provided with a tail gas inlet (30), a tail gas outlet (31), a combustion air port (32), an igniter (33) and a fuel inlet (34); the secondary combustor adds combustion air according to the theoretical proportion or the air-fuel ratio according to the fuel allowance in the entering tail gas>1, adding excessive combustion-supporting air in a lean combustion mode; when the automobile is started, the secondary combustor directly adds fuel through the fuel inlet to burn, and quickly pre-burnsA thermal medium-temperature three-way catalyst or a medium-temperature NOx purifier; a medium-temperature three-way catalyst (8) or a medium-temperature NOx purifier (28) is arranged behind the secondary combustor, when combustion air is added into the secondary combustor according to a theoretical ratio, the medium-temperature three-way catalyst is arranged, and the secondary combustor has an air-fuel ratio>1, setting a medium-temperature NOx purifier when excessive combustion-supporting air is added in the lean-burn mode; the medium-temperature three-way catalyst is loaded with three-way catalysts with active components of platinum, palladium and rhodium, so that most of CO, HC and NOx in tail gas are converted into harmless carbon dioxide, water and nitrogen through oxidation and reduction; the medium-temperature NOx purifier is loaded with a catalyst with active components including but not limited to platinum, and mainly promotes the reduction and transformation of NOx in the tail gas into harmless nitrogen; the low-temperature tail gas purifier (23) comprises but is not limited to a tail gas zero-grade purifier, and the content of CO, HC, NOx and particulate matters in the tail gas is further reduced.
8. The energy-saving and environment-friendly hydrogen hybrid electric vehicle as claimed in claim 6, wherein: the magnesium metal hydride is arranged in the metal hydride storage tank (22), and can continuously and stably release hydrogen in the running process of the hybrid electric vehicle, and the release of the hydrogen adopts any one of the following modes: firstly, magnesium metal hydride is heated to a set temperature and then releases hydrogen; secondly, adding water or water vapor as an auxiliary agent to release hydrogen while heating; thirdly, after magnesium metal hydride is heated for primary hydrogen desorption and decomposition into magnesium simple substance, water or water vapor is added for reaction with the magnesium simple substance to generate hydrogen for secondary hydrogen desorption; the product withdrawn from the metal hydride storage tank (22) is spent metal hydride, or is magnesium oxide or magnesium hydroxide; selectively entering a magnesium oxide tank or a magnesium hydroxide tank or a used metal hydride tank or a tank of a two-by-two combination thereof or a tank of a three-by-three combination thereof, respectively, according to the nature, as the case may be, when being pumped out; the magnesium-based metal hydride may be replaced with other similar metal hydrides; the hydrogen thermal compression unit (10) and the No. 2 hydrogen thermal compression unit (21) are provided with 2-100 groups of metal hydride reaction beds, the metal hydride reaction beds are filled with rare earth hydrogen storage materials, low-pressure hydrogen is absorbed at low temperature, and high-pressure hydrogen is discharged at high temperature; the 2-100 groups of metal hydride reaction beds are arranged into one stage or multiple stages, and when the metal hydride reaction beds in the same stage are arranged into one stage, the hydrogen absorption temperature and the hydrogen discharge temperature of the metal hydride reaction beds in the same stage are the same; when the device is arranged into multiple stages, each stage is provided with at least 2 groups of metal hydride reaction beds, the hydrogen discharge temperature of the upper stage metal hydride reaction bed is higher than that of the lower stage metal hydride reaction bed, the hydrogen absorption temperature of the upper stage is also higher than that of the lower stage, and the heat released when the upper stage metal hydride reaction bed absorbs hydrogen is supplied to the lower stage metal hydride reaction bed for use, so that the gradient utilization of the heat is realized; the hydrogen thermal compression unit (10) and the No. 2 hydrogen thermal compression unit (21) can be additionally provided with a hydrogen storage material dismounting device, and the mutual exchange of hydrogen storage materials between any two groups of metal hydride reaction beds can be realized.
9. The energy-saving and environment-friendly hydrogen hybrid electric vehicle as claimed in claim 1, wherein: the expansion machine (2) is a multi-stage expansion machine, each stage is provided with an extraction opening and an air inlet, and the extraction opening of the previous stage is connected to the air inlet of the next stage through an intermediate reheater (11).
10. The energy-saving and environment-friendly hydrogen hybrid electric vehicle as claimed in claim 1, wherein: the whole power system of the hybrid electric vehicle is provided with a hydrogen leakage protection unit; the tail gas real-time monitoring unit can detect the emission condition of the automobile tail gas in real time on line, upload the emission data to a monitoring big data service center through a network, record the abnormal time of the automobile tail gas emission, judge the reason of the abnormal occurrence, and feed back the correction suggestion to a user in time, thereby providing related repair guidance service.
11. The energy-saving and environment-friendly hydrogen hybrid electric vehicle as claimed in claim 6, wherein: the hydrogen direct injection nozzle comprises a hydrogen inlet (40), an electromagnetic coil (42), a movable core (43), an annular cooling pipeline (46) and a plurality of hydrogen gas outlet spray holes (50), wherein the electromagnetic coil (42) drives the movable core (43) to reciprocate to control the nozzle to be opened and closed, the plurality of hydrogen gas outlet spray holes (50) are respectively distributed on the inner ring and the outer ring of the nozzle, the annular cooling pipeline (46) is arranged between the inner ring and the outer ring of the hydrogen gas outlet spray holes (50), and cooling media include, but are not limited to air, cooling water and oil; one form of gas lubrication between the piston ring (37) and the cylinder wall (35) is that a plurality of gas fine pipelines (39) with gas outlet directions respectively being upward and downward are arranged in the radial direction of the piston ring (37), and the gas fine pipelines (39) are connected with a gas inlet pipeline (38) led from the interior of the piston (36) from the opening of the piston ring; another form of gas lubrication between the piston ring and the cylinder wall is that a plurality of gas fine pipelines (39) which are connected with a gas inlet pipeline (38) and have gas outlet directions of upward and downward are arranged on the cylinder wall (35), and the gas fine pipelines are controlled to be opened or closed according to the stroke of the piston ring (37); or any combination of the two.
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| CN110053470A (en) * | 2019-04-08 | 2019-07-26 | 小飞象汽车技术(苏州)有限公司 | Hybrid vehicle based on solid hydrogen technology |
| CN110836153B (en) * | 2019-10-22 | 2020-11-10 | 西安交通大学 | Method and system for supplying hydrogen to HCNG engine power system by using waste heat |
| US11078826B1 (en) | 2020-10-28 | 2021-08-03 | Caterpillar Inc. | Gaseous fuel engine and sparkless operating strategy therefor |
| KR20220166657A (en) | 2021-06-10 | 2022-12-19 | 현대자동차주식회사 | Apparatus of controlling engine and method thereof |
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