CN217080626U - Methanol and hydrogen mixed fuel power system and vehicle - Google Patents
Methanol and hydrogen mixed fuel power system and vehicle Download PDFInfo
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- CN217080626U CN217080626U CN202221118301.0U CN202221118301U CN217080626U CN 217080626 U CN217080626 U CN 217080626U CN 202221118301 U CN202221118301 U CN 202221118301U CN 217080626 U CN217080626 U CN 217080626U
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Abstract
The utility model discloses a methyl alcohol and hydrogen hybrid fuel driving system and vehicle, wherein methyl alcohol and hydrogen hybrid fuel driving system include methyl alcohol feed system, methyl alcohol injection system, hydrogen feed system, hydrogen injection system and controller. The methanol supply system comprises a methanol oil tank and a methanol conveying pipeline; the methanol injection system comprises a methanol oil rail and a methanol oil injector, wherein the methanol oil rail is communicated with a methanol conveying pipeline and injects methanol into an air inlet manifold of the engine through the methanol oil injector; the hydrogen supply system comprises a hydrogen tank and a hydrogen conveying pipeline; the hydrogen injection system comprises a hydrogen rail and a hydrogen injection pipeline, the hydrogen rail is fixed outside the air inlet manifold, the hydrogen rail is communicated with the hydrogen conveying pipeline, and hydrogen is injected into the air inlet manifold through the hydrogen injection pipeline; the controller is electrically connected with the methanol injection system and the hydrogen injection system. The utility model discloses technical scheme can solve the cold start problem of methyl alcohol engine.
Description
Technical Field
The utility model relates to a new forms of energy vehicle technical field, in particular to methyl alcohol and hydrogen mixed fuel driving system and vehicle.
Background
The methanol engine takes methanol as fuel and has the advantages of clean emission, good economy and the like. However, because methanol has large latent heat of vaporization and poor evaporability at low temperature, the concentration of combustible mixed gas is difficult to reach the ignition limit, and the low-temperature cold start of the methanol engine is difficult.
At present, the mainstream scheme for solving the problem of low-temperature cold start of the methanol engine is to adopt gasoline auxiliary start, and in addition, the modes of adding additives into methanol fuel, electrically heating, spraying starting liquid into an air inlet pipe and other fuels for auxiliary start are adopted.
However, since the main fuel is methanol, if gasoline is used for auxiliary starting, the control of low-temperature emission is very unfavorable.
SUMMERY OF THE UTILITY MODEL
The utility model mainly aims at providing a methyl alcohol and hydrogen mixed fuel driving system aims at solving the cold start problem of methyl alcohol engine.
To achieve the above object, the present invention provides a methanol and hydrogen mixed fuel power system, comprising:
the methanol supply system comprises a methanol oil tank and a methanol conveying pipeline communicated with the methanol oil tank;
the methanol injection system comprises a methanol oil rail and a methanol oil injector fixed on the methanol oil rail, wherein the methanol oil rail is communicated with the methanol delivery pipeline and injects methanol into an air inlet manifold of the engine through the methanol oil injector;
the hydrogen supply system comprises a hydrogen tank and a hydrogen conveying pipeline communicated with the hydrogen tank;
the hydrogen injection system comprises a hydrogen rail and a hydrogen injection pipeline communicated with the hydrogen rail, the hydrogen rail is fixed outside the air inlet manifold, the hydrogen rail is communicated with the hydrogen conveying pipeline, and hydrogen is injected into the air inlet manifold through the hydrogen injection pipeline; and
a controller electrically connected to the methanol injection system and the hydrogen injection system for controlling injection of methanol and hydrogen into the intake manifold.
Optionally, the methanol delivery pipeline includes a first delivery pipeline and a second delivery pipeline which are communicated with each other, the first delivery pipeline is communicated with the methanol tank, the second delivery pipeline is communicated with the methanol injection system, the methanol supply system is further provided with a loop pipeline communicated with the first delivery pipeline, a methanol pressure regulating valve is arranged between the first delivery pipeline and the loop pipeline, and the methanol pressure regulating valve is used for regulating the pressure of methanol supplied to the methanol injection system.
Optionally, a methanol coarse filter and a methanol fine filter are arranged on the methanol conveying pipeline at intervals, and the methanol fine filter is located at one end, far away from the methanol oil tank, of the methanol coarse filter.
Optionally, a methanol oil pump is further arranged on the methanol delivery pipeline, and the methanol oil pump is arranged between the methanol coarse filter and the methanol fine filter.
Optionally, a methanol pressure sensor electrically connected to the controller is disposed on the methanol oil rail, and the methanol pressure sensor is configured to monitor a methanol pressure in the methanol oil rail.
Optionally, the methanol fuel injector is fixedly connected with the methanol fuel rail through a fuel injector clamp.
Optionally, a check valve, a hydrogen pressure gauge, a hydrogen filter, a hydrogen flowmeter, and a hydrogen pressure reducer are sequentially arranged on the hydrogen conveying pipeline, and the hydrogen pressure reducer is used for controlling the pressure of hydrogen supplied to the hydrogen injection system.
Optionally, a hydrogen pressure sensor electrically connected to the controller is disposed on the hydrogen rail, and the hydrogen pressure sensor is configured to monitor a hydrogen pressure in the hydrogen rail.
Optionally, a hydrogen solenoid valve electrically connected to the controller is disposed on the hydrogen injection pipeline, and the hydrogen solenoid valve is configured to control on/off of the hydrogen injection pipeline.
The utility model also provides a vehicle, include methyl alcohol and hydrogen mixed fuel driving system.
The utility model discloses a technical scheme is through increasing hydrogen fuel in the methanol engine, also sets up hydrogen feed system and hydrogen injection system at methyl alcohol and hydrogen hybrid fuel driving system. Therefore, on one hand, when the ambient temperature is lower, the vaporization latent heat of the methanol at low temperature is large, the evaporability is poor, the ignition limit is difficult to reach, and the low-temperature cold start of the methanol engine is difficult to achieve. At this time, hydrogen is used for cold start of the engine, thereby solving the problem of cold start of the methanol fuel. On the other hand, the peak cylinder pressure of the methanol engine in the same cycle is increased due to the doping of hydrogen in the air inlet, the average indicated pressure of the methanol engine after the hydrogen doping is more stable along with the change of the cycle number, the starting process of the methanol engine after the hydrogen doping is smoother, the fuel economy of the methanol engine can be improved, and the idling warm-up time of the engine can be shortened. On the other hand, the thermal efficiency of the partial load engine is improved by blending methanol and hydrogen in the engine. And thirdly, the hydrogen belongs to clean energy, and the combustion product is single, so that the problems of harmful substance emission and carbon emission can be effectively reduced. On the other hand, fix the hydrogen rail among the hydrogen injection system outside the air intake manifold, compare and fix the hydrogen rail in the air intake manifold, the utility model discloses in effectively solved because of engine air intake manifold inboard arranges the space not enough, and the limited problem of hydrogen rail volume that leads to can provide more hydrogen and participate in the burning, with the demand of guaranteeing different operating modes.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the structures shown in the drawings without creative efforts.
FIG. 1 is a schematic diagram of an embodiment of a methanol and hydrogen hybrid fuel power system according to the present invention;
FIG. 2 is a schematic diagram of an embodiment of a hydrogen injection system in the methanol and hydrogen hybrid fuel power system of FIG. 1;
FIG. 3 is a schematic diagram of an embodiment of a methanol injection system of the methanol and hydrogen hybrid fuel power system of FIG. 1.
The reference numbers illustrate:
the objects, features and advantages of the present invention will be further described with reference to the accompanying drawings.
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.
It should be noted that all the directional indicators (such as upper, lower, left, right, front and rear … …) in the embodiment of the present invention are only used to explain the relative position relationship between the components, the motion situation, etc. in a specific posture (as shown in the drawings), and if the specific posture is changed, the directional indicator is changed accordingly.
In addition, the descriptions related to "first", "second", etc. in the present invention are for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicit ly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In addition, "and/or" in the whole text includes three schemes, taking a and/or B as an example, including a technical scheme, and a technical scheme that a and B meet simultaneously; in addition, the technical solutions in the embodiments may be combined with each other, but it must be based on the realization of those skilled in the art, and when the technical solutions are contradictory or cannot be realized, the combination of the technical solutions should not be considered to exist, and is not within the protection scope of the present invention.
The methanol engine takes methanol as fuel and has the advantages of clean emission, good economy and the like. However, because methanol has large latent heat of vaporization and poor evaporability at low temperature, the concentration of combustible mixed gas is difficult to reach the ignition limit, and the low-temperature cold start of the methanol engine is difficult.
At present, the mainstream scheme for solving the problem of low-temperature cold start of the methanol engine is to adopt gasoline auxiliary start, and in addition, the modes of adding additives into methanol fuel, electrically heating, spraying starting liquid into an air inlet pipe and other fuels for auxiliary start are adopted.
However, since the main fuel is methanol, if gasoline is used for auxiliary starting, the control of low-temperature emission is very unfavorable.
In view of this, the utility model provides a methanol and hydrogen mixed fuel power system.
Referring to fig. 1 to 3, in the embodiment of the present invention, the methanol and hydrogen mixed fuel power system includes a methanol supply system 100, a methanol injection system 200, a hydrogen supply system 300, a hydrogen injection system 400, and a controller (not shown).
The methanol supply system 100 includes a methanol tank 11 and a methanol delivery line 110 communicated with the methanol tank 11, wherein the methanol tank 11 is used for storing methanol fuel to provide a fuel source for the methanol engine. The methanol tank 11 is provided with a filling port to facilitate the addition of methanol fuel. In an embodiment, a liquid level sensor is further disposed in the methanol tank 11, and the liquid level sensor is used for monitoring the methanol content in the methanol tank 11, and when the methanol amount is lower than a certain value, the methanol fuel is timely supplemented to remind a user to ensure the use of the vehicle. The methanol tank 11 is further provided with an outlet through which the methanol delivery line 110 communicates with the methanol tank 11 to deliver methanol to the methanol injection system 200. In one embodiment, the methanol supply system 100 is secured to the frame of the vehicle.
The methanol injection system 200 comprises a methanol oil rail 210 and a methanol injector 21 fixed on the methanol oil rail 210, wherein the methanol oil rail 210 is communicated with the methanol delivery pipeline 110 and injects methanol into an air inlet manifold 500 of the engine through the methanol injector 21. Specifically, the two ends of the methanol delivery pipeline 110 are respectively communicated with the methanol tank 11 and the methanol rail 210, so as to deliver the methanol fuel to the methanol injection system 200. After flowing out of the methanol tank 11, the methanol flows through the methanol delivery pipeline 110 and the methanol oil rail 210 in sequence, and is injected into the intake manifold 500 of the engine through the methanol injector 21 to participate in the combustion of the engine. In one embodiment, methanol oil rail 210 is secured within intake manifold 500. The methanol injector 21 is fixed on the methanol rail 210, and generally, a methanol injector 21 is correspondingly disposed at each intake manifold 500 to inject methanol in the methanol rail 210 into the intake manifold 500. Methanol rail 210 is used to store a quantity of methanol to supply each cylinder methanol injector 21.
The hydrogen supply system 300 includes a hydrogen tank 31 and a hydrogen supply line 310 communicating with the hydrogen tank 31. Specifically, hydrogen tank 31 is used to store hydrogen fuel to provide an auxiliary fuel source for the methanol engine. In one embodiment, the hydrogen tank 31 is provided with a plurality of hydrogen cylinders connected in series, the hydrogen cylinders contain compressed hydrogen, and the hydrogen tank 31 is provided with a gas filling port through which hydrogen fuel is filled when the hydrogen content in the hydrogen tank 31 is insufficient. In one embodiment, the hydrogen supply system 300 is secured to the frame of the vehicle.
The hydrogen injection system 400 includes a hydrogen rail 410 and a hydrogen injection line 420 in communication with the hydrogen rail 410, the hydrogen rail 410 is fixed outside the intake manifold 500, and the hydrogen rail 410 is in communication with the hydrogen delivery line 310 and injects hydrogen into the intake manifold 500 through the hydrogen injection line 420. Specifically, both ends of the hydrogen gas delivery pipe 310 communicate with the hydrogen tank 31 and the hydrogen rail 410, respectively, to deliver the hydrogen gas fuel to the hydrogen injection system 400. After being output from the hydrogen tank 31, the hydrogen gas flows through the hydrogen gas delivery line 310, the hydrogen rail 410, and is injected into the intake manifold 500 of the engine through the hydrogen gas injection line 420 to participate in the combustion of the engine. In one embodiment, the hydrogen rail 410 is secured to the outside of the intake manifold 500, and more specifically, the hydrogen rail 410 is secured to an outside region of the intake manifold 500 of the engine, such as a cylinder head cover. The density of hydrogen is low, and a large amount of hydrogen is required to be mixed and burnt under partial working conditions, so that the volume requirement on the hydrogen rail 410 is large. So, compare in fixing hydrogen rail 410 in air intake manifold 500, the utility model discloses fix hydrogen rail 410 outside air intake manifold 500, effectively solved because of engine air intake manifold 500 inboard arranges the space not enough, and the limited problem of hydrogen rail 410 volume that leads to. Generally, a hydrogen injection line 420 is disposed at each intake manifold 500 to inject hydrogen from the hydrogen rail 410 into the intake manifold 500. The hydrogen rail 410 is used to store an amount of hydrogen gas to be supplied to each hydrogen injection line 420.
And a controller electrically connected to the methanol injection system 200 and the hydrogen injection system 400, for controlling the injection of methanol and hydrogen into the intake manifold 500. Specifically, the controller is electrically connected to the methanol injection system 200 and the hydrogen injection system 400, and is capable of controlling the on/off of the methanol injection system 200 and the hydrogen injection system 400, so that methanol and hydrogen can be injected into the intake manifold 500 at a certain ratio and for a certain period of time to participate in the operation of the engine. It is to be noted that the logic control relationship between the controller and the methanol injection system 200 and the hydrogen injection system 400, and the logic control relationship between the controller and other components referred to below are common knowledge and will not be described in detail herein.
In this way, the hydrogen supply system 300 and the hydrogen injection system 400 are added to the fuel power system of the vehicle to provide hydrogen auxiliary energy for the methanol engine. When the environmental temperature is lower, the latent heat of vaporization of the methanol is large at low temperature, the evaporability is poor, the ignition limit is difficult to reach, and the low-temperature cold start of the methanol engine is difficult to cause. At this time, hydrogen is used for cold start of the engine, thereby solving the problem of cold start of the methanol fuel. Meanwhile, the peak cylinder pressure of the methanol engine in the same cycle is increased due to the doping of hydrogen in the inlet air, the average indicated pressure of the methanol engine after the hydrogen doping is more stable along with the change of the cycle number, the starting process of the methanol engine after the hydrogen doping is smoother, the fuel economy of the methanol engine can be improved, and the idling warm-up time of the engine is shortened. In addition, the thermal efficiency of the engine with partial load is improved by blending methanol and hydrogen in the engine. And thirdly, the hydrogen belongs to clean energy, and the combustion product is single, so that the problems of harmful substance emission and carbon emission can be effectively reduced.
The utility model discloses a technical scheme is through increasing hydrogen fuel in the methanol engine, also is setting up hydrogen supply system 300 and hydrogen injection system 400 at methyl alcohol and hydrogen hybrid fuel driving system. Therefore, on one hand, when the ambient temperature is lower, the vaporization latent heat of the methanol at low temperature is large, the evaporability is poor, the ignition limit is difficult to reach, and the low-temperature cold start of the methanol engine is difficult to achieve. At this time, hydrogen is used for cold start of the engine, thereby solving the problem of cold start of the methanol fuel. On the other hand, the peak cylinder pressure of the methanol engine in the same cycle is increased due to the doping of hydrogen in the air inlet, the average indicated pressure of the methanol engine after the hydrogen doping is more stable along with the change of the cycle number, the starting process of the methanol engine after the hydrogen doping is smoother, the fuel economy of the methanol engine can be improved, and the idling warm-up time of the engine can be shortened. On the other hand, the thermal efficiency of the partial load engine is improved by blending methanol and hydrogen in the engine. Meanwhile, hydrogen belongs to clean energy, and combustion products are single, so that the problems of harmful substance emission and carbon emission can be effectively reduced. In another aspect, fix the hydrogen rail 410 among the hydrogen injection system 400 outside air intake manifold 500, compare in fixing hydrogen rail 410 in air intake manifold 500, the utility model discloses in effectively solved because of the inboard space of arranging of engine air intake manifold 500 is not enough, and the limited problem of hydrogen rail 410 volume that leads to can provide more hydrogen and participate in the burning, with the demand of guaranteeing different operating modes.
Further, the methanol delivery pipeline 110 includes a first delivery pipeline 111 and a second delivery pipeline 112 which are communicated with each other, the first delivery pipeline 111 is communicated with the methanol tank 11, the second delivery pipeline 112 is communicated with the methanol injection system 200, the methanol supply system 100 is further provided with a loop pipeline 120 which is communicated with the first delivery pipeline 111, a methanol pressure regulating valve 14 is arranged between the first delivery pipeline 111 and the loop pipeline 120, and the methanol pressure regulating valve 14 is used for regulating the pressure of methanol supplied to the methanol injection system 200. Specifically, the methanol pressure regulating valve 14 may control the pressure within the methanol supply system 100 within a certain range to avoid an excessively high pressure of the methanol supply system 100. The methanol pressure regulating valve 14 is electrically connected to the controller, and the methanol flows out of the methanol tank 11 and flows to the methanol pressure regulating valve 14 through the first conveying pipe 111, and when the methanol pressure is within a required range, the methanol flows into the methanol injection system 200 through the second conveying pipe 112. When the methanol pressure exceeds the required range, namely the methanol pressure is too high, the controller controls the methanol pressure regulating valve 14 to open, so that the redundant methanol flows back to the methanol oil tank 11 through the methanol pressure regulating valve 14 and the loop pipeline 120, thereby avoiding the damage of the system caused by pressure overload, avoiding the breakdown of other components in the system, and ensuring that the methanol fuel within the pressure required range is provided for the methanol injection system 200, so as to ensure the normal operation of the methanol and hydrogen mixed fuel power system.
Further, a methanol coarse filter 12 and a methanol fine filter 15 are arranged on the methanol delivery pipeline 110 at intervals, and the methanol fine filter 15 is located at one end of the methanol coarse filter 12 far away from the methanol oil tank 11. Specifically, a methanol filter is provided on the methanol delivery line 110 to provide clean methanol fuel to the methanol injection system 200. A methanol strainer 12 is provided on the first transfer line 111 for filtering large particle impurities to prevent the large particle impurities from interfering with and damaging other components in the methanol supply system 100 and the methanol injection system 200. A methanol fine filter 15 is disposed on the second transfer line 112 to further filter the coarse-filtered methanol to provide clean methanol for the methanol injection system 200 to ensure the combustion effect of the methanol.
Further, a methanol oil pump 13 is disposed on the methanol delivery pipeline 110, and the methanol oil pump 13 is disposed between the methanol coarse filter 12 and the methanol fine filter 15. Specifically, the methanol oil pump 13 is disposed on the methanol delivery pipeline 110, and the methanol oil pump 13 can pressurize the methanol flowing out from the methanol oil tank 11 to provide methanol with a certain pressure for the methanol injection system 200, so as to meet the working requirement of the methanol injection system 200. Establish methanol oil pump 13 after methanol strainer 12, can avoid large granule impurity to follow fuel and get into methanol oil pump 13 to damage methanol oil pump 13, thereby guaranteed methanol oil pump 13's life.
Further, a methanol pressure sensor 22 electrically connected to the controller is disposed on the methanol oil rail 210, and the methanol pressure sensor 22 is used for monitoring the methanol pressure in the methanol oil rail 210. Specifically, the methanol pressure sensor 22 is used to monitor the methanol pressure in the methanol fuel rail 210 and feed back the pressure condition to the controller to ensure that the rail pressure is within the normal operating pressure range, thereby ensuring the normal operation of the methanol and hydrogen hybrid fuel power system. In one embodiment, the methanol rail 210 is provided with one methanol pressure sensor 22, and when a plurality of methanol rails 210 are provided, the plurality of methanol rails 210 can be connected in series, and pressure monitoring is performed by one methanol pressure sensor 22.
Further, the methanol injector 21 is fixedly connected with the methanol fuel rail 210 through an injector clamp 23. Specifically, the methanol injector 21 is electrically connected to the controller, and can control the methanol injector 21 to inject methanol into the intake manifold 500 of each cylinder of the engine at regular time and quantity under different working conditions according to the instruction of the controller, so as to ensure better combustion of the engine under each working condition. The injector clip 23 may connect the methanol injector 21 and the methanol rail 210 as a single body to prevent the methanol injector 21 and the methanol rail 210 from being separated.
Further, the hydrogen gas delivery line 310 is provided with a check valve 32, a hydrogen gas pressure gauge 33, a hydrogen gas filter 34, a hydrogen gas flow meter 35, and a hydrogen gas pressure reducer 36 in sequence, and the hydrogen gas pressure reducer 36 is used for controlling the pressure of hydrogen gas supplied to the hydrogen gas injection system 400. Specifically, the check valve 32 is used to allow the hydrogen gas to flow in one direction, thereby preventing the compressed hydrogen gas from flowing backward. The hydrogen pressure gauge 33 serves to monitor the hydrogen pressure. The hydrogen filter 34 can filter out impurities in the hydrogen gas to ensure cleanliness of the supplied hydrogen gas. The hydrogen flow meter 35 may monitor the flow rate of hydrogen for calculating the consumption of hydrogen. The hydrogen pressure reducer 36 can regulate the pressure of the high pressure hydrogen gas to supply the hydrogen rail 410 assembly within a desired range. After flowing out from the hydrogen tank 31, the hydrogen gas flows through the check valve 32, the hydrogen pressure gauge 33, the hydrogen filter 34, the hydrogen flowmeter 35, and the hydrogen pressure reducer 36 in the hydrogen gas supply line 310 in this order, and then enters the hydrogen gas injection system 400. In one embodiment, a hydrogenation panel 37 is further disposed on the hydrogen tank 31, and the hydrogenation panel 37 is used for displaying and monitoring the hydrogenation amount.
Further, a hydrogen pressure sensor 41 electrically connected to the controller is disposed on the hydrogen rail 410, and the hydrogen pressure sensor 41 is used for monitoring the hydrogen pressure in the hydrogen rail 410. Specifically, the hydrogen rail 410 is used for storing the hydrogen gas supplied after being decompressed by the hydrogen decompressor 36, and the hydrogen pressure sensor 41 is used for monitoring the hydrogen pressure in the hydrogen rail 410 and feeding back the pressure condition to the controller to ensure that the rail pressure is within a normal working pressure range.
Further, a hydrogen solenoid valve 42 electrically connected to the controller is disposed on the hydrogen injection pipeline 420, and the hydrogen solenoid valve 42 is used for controlling on/off of the hydrogen injection pipeline 420. Specifically, the hydrogen solenoid valve 42 can inject hydrogen gas into the cylinder intake manifold 500 at a set pressure in a timed and quantitative manner according to the command of the controller, so as to ensure better combustion of the engine under various working conditions. In one embodiment, the hydrogen injection line 420 is connected to the hydrogen solenoid valve 42 and the cylinder intake manifold 500 via a threaded connector and an O-ring for delivery and sealing.
In this way, the hydrogen supply system 300 can continuously filter the compressed hydrogen in the hydrogen tank 31 through the hydrogen filter 34, reduce the pressure of the hydrogen pressure reducer 36, and supply the hydrogen to the hydrogen rail 410, so that the hydrogen consumed in the hydrogen rail 410 can be timely supplemented.
The hydrogen injection system 400 may be controlled by the controller according to the preliminary engine calibration data and the preliminary set hydrogen loading ratios under various operating conditions. The controller provides command signals to the hydrogen solenoid valve 42 and the hydrogen pressure sensor 41 to inject the hydrogen stored in the hydrogen rail 410 into the cylinder intake manifold 500 through the cylinder hydrogen solenoid valve 42 at regular time and quantity. Methanol, hydrogen, and air are uniformly mixed in the intake manifold 500 and then introduced into each cylinder of the engine to be combusted.
After the vehicle is powered on, the methanol supply system 100 filters large particle impurities from the methanol by the methanol strainer 12 and supplies the filtered large particle impurities to the methanol oil pump 13 in order to prevent the large particle impurities from damaging the oil pump 13 after entering the methanol oil pump 13 along with the fuel. The methanol oil pump 13 supplies the pressurized methanol to the methanol fine filter 15, and the clean methanol filtered by the methanol fine filter 15 is supplied to the methanol injection system 200. In order to prevent the system from being damaged by overload of the system pressure and break down the methanol fine filter 15, a methanol pressure regulating valve 14 is arranged behind the methanol oil pump 13 and in front of the methanol fine filter 15 and used for regulating the system pressure and ensuring that the system works in a normal working pressure range.
The methanol injection system 200 can be controlled by a controller according to the earlier engine calibration data and the earlier set hydrogen loading ratio under various working conditions. The controller provides command signals to the methanol injector 21 to inject the methanol stored in the methanol rail 210 into the cylinder intake manifold 500 through the cylinder methanol injectors 21 in a timed and quantitative manner. Methanol, hydrogen, and air are uniformly mixed in the intake manifold 500 and then introduced into the engine cylinder for combustion.
In the cold start stage of the methanol and hydrogen mixed fuel power system, if the pressure of hydrogen stored in the hydrogen tank 31 is within a normal working range, hydrogen is injected to perform low-temperature cold start of the engine.
In the normal operation stage of the engine, if the temperature rise of the engine reaches the working temperature condition of methanol, the engine enters a dual-injection mode of methanol injection and hydrogen injection, so that the combustion quality of the engine is improved to the maximum extent, the heat efficiency of the engine is improved, and the fuel consumption is reduced.
The utility model discloses still provide a vehicle, this vehicle includes methyl alcohol and hydrogen mixed fuel driving system, and this methyl alcohol and hydrogen mixed fuel driving system's concrete structure refers to above-mentioned embodiment, because this vehicle has adopted the whole technical scheme of above-mentioned all embodiments, consequently has all beneficial effects that the technical scheme of above-mentioned embodiment brought at least, and the repeated description is no longer given here.
The above is only the optional embodiment of the present invention, and not the scope of the present invention is limited thereby, all the equivalent structure changes made by the contents of the specification and the drawings are utilized under the inventive concept of the present invention, or the direct/indirect application in other related technical fields is included in the patent protection scope of the present invention.
Claims (10)
1. A methanol and hydrogen hybrid fuel power system, comprising:
the methanol supply system comprises a methanol oil tank and a methanol conveying pipeline communicated with the methanol oil tank;
the methanol injection system comprises a methanol oil rail and a methanol oil injector fixed on the methanol oil rail, wherein the methanol oil rail is communicated with the methanol delivery pipeline and injects methanol into an air inlet manifold of the engine through the methanol oil injector;
the hydrogen supply system comprises a hydrogen tank and a hydrogen conveying pipeline communicated with the hydrogen tank;
the hydrogen injection system comprises a hydrogen rail and a hydrogen injection pipeline communicated with the hydrogen rail, the hydrogen rail is fixed outside the air inlet manifold, the hydrogen rail is communicated with the hydrogen conveying pipeline, and hydrogen is injected into the air inlet manifold through the hydrogen injection pipeline; and
a controller electrically connected to the methanol injection system and the hydrogen injection system for controlling injection of methanol and hydrogen into the intake manifold.
2. The methanol and hydrogen mixed fuel power system as claimed in claim 1, wherein the methanol delivery pipeline comprises a first delivery pipeline and a second delivery pipeline which are communicated with each other, the first delivery pipeline is communicated with the methanol tank, the second delivery pipeline is communicated with the methanol injection system, the methanol supply system is further provided with a loop pipeline communicated with the first delivery pipeline, and a methanol pressure regulating valve is arranged between the first delivery pipeline and the loop pipeline and used for regulating the pressure of methanol supplied to the methanol injection system.
3. The methanol and hydrogen mixed fuel power system as claimed in claim 1, wherein a methanol coarse filter and a methanol fine filter are arranged on the methanol delivery pipeline at intervals, and the methanol fine filter is positioned at one end of the methanol coarse filter far away from the methanol oil tank.
4. The methanol and hydrogen mixed fuel power system according to claim 3, wherein a methanol oil pump is further provided on the methanol delivery line, and the methanol oil pump is provided between the methanol coarse filter and the methanol fine filter.
5. The methanol and hydrogen hybrid fuel power system of claim 1, wherein the methanol rail is provided with a methanol pressure sensor electrically connected to the controller, the methanol pressure sensor being configured to monitor a methanol pressure in the methanol rail.
6. The methanol and hydrogen hybrid fuel power system of claim 1, wherein the methanol injector is fixedly attached to the methanol rail by injector clips.
7. The methanol and hydrogen mixed fuel power system according to claim 1, wherein a check valve, a hydrogen pressure gauge, a hydrogen filter, a hydrogen flow meter, and a hydrogen pressure reducer are sequentially disposed on the hydrogen delivery line, and the hydrogen pressure reducer is configured to control the pressure of hydrogen supplied to the hydrogen injection system.
8. The methanol and hydrogen hybrid fuel power system of claim 1, wherein the hydrogen rail is provided with a hydrogen pressure sensor electrically connected to the controller, the hydrogen pressure sensor being configured to monitor a hydrogen pressure within the hydrogen rail.
9. The methanol and hydrogen hybrid fuel power system according to claim 1, wherein a hydrogen solenoid valve electrically connected to the controller is disposed on the hydrogen injection pipeline, and the hydrogen solenoid valve is used for controlling on-off of the hydrogen injection pipeline.
10. A vehicle characterized by comprising a methanol and hydrogen hybrid fuel power system according to any one of claims 1 to 9.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202221118301.0U CN217080626U (en) | 2022-05-09 | 2022-05-09 | Methanol and hydrogen mixed fuel power system and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202221118301.0U CN217080626U (en) | 2022-05-09 | 2022-05-09 | Methanol and hydrogen mixed fuel power system and vehicle |
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| CN217080626U true CN217080626U (en) | 2022-07-29 |
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Effective date of registration: 20220829 Address after: 310000 room 1834, Yuntai international business center, No. 2030, Jianghui Road, Changhe street, Binjiang District, Hangzhou, Zhejiang Province Patentee after: Zhejiang remote smart core technology Co.,Ltd. Patentee after: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. Address before: 310000 room 1834, Yuntai international business center, No. 2030, Jianghui Road, Changhe street, Binjiang District, Hangzhou, Zhejiang Province Patentee before: Zhejiang remote smart core technology Co.,Ltd. Patentee before: Zhejiang remote commercial vehicle R & D Co.,Ltd. Patentee before: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. |
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