CN116039371A - Low-temperature double-energy automobile hybrid power system - Google Patents
Low-temperature double-energy automobile hybrid power system Download PDFInfo
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- CN116039371A CN116039371A CN202310049578.5A CN202310049578A CN116039371A CN 116039371 A CN116039371 A CN 116039371A CN 202310049578 A CN202310049578 A CN 202310049578A CN 116039371 A CN116039371 A CN 116039371A
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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
- B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
- B60K15/03—Fuel tanks
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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
- B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
- B60K15/01—Arrangement of fuel conduits
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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
- B60K6/20—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/24—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
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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
- B60K6/20—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/28—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
- B60K6/20—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/32—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the fuel cells
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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
- B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
- B60K15/03—Fuel tanks
- B60K2015/03118—Multiple tanks, i.e. two or more separate tanks
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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
- B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
- B60K15/03—Fuel tanks
- B60K2015/03309—Tanks specially adapted for particular fuels
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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
- B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
- B60K15/03—Fuel tanks
- B60K2015/03309—Tanks specially adapted for particular fuels
- B60K2015/03315—Tanks specially adapted for particular fuels for hydrogen
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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
- B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
- B60K15/03—Fuel tanks
- B60K2015/03328—Arrangements or special measures related to fuel tanks or fuel handling
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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
- B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
- B60K15/03—Fuel tanks
- B60K2015/03328—Arrangements or special measures related to fuel tanks or fuel handling
- B60K2015/03421—Arrangements or special measures related to fuel tanks or fuel handling to protect the fuel tank against heat
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Abstract
The invention discloses a low-temperature double-energy automobile hybrid power system, which relates to the technical field of double-energy automobile hybrid power, and comprises a low-temperature energy storage unit, a low-temperature pipeline system, a vaporizing device, an oxyhydrogen fuel cell power group, a natural gas engine power group and a power coupling system; the low-temperature energy storage unit comprises a liquefied natural gas cylinder and a liquid hydrogen cylinder; the cryogenic pipeline system comprises a liquid hydrogen pipeline and a liquefied natural gas pipeline; the oxyhydrogen fuel cell power set is connected with the vaporizing device; the output power generated by the oxyhydrogen fuel cell power group and the natural gas engine power group is connected into the power coupling system together. The hydrogen-oxygen fuel cell stack and the natural gas engine unit dual-energy system fully exert respective advantages, the high energy density of hydrogen energy is utilized to improve the endurance mileage of the vehicle, the high torque of the natural gas engine is utilized to meet the power requirement of vehicle running, and the cold energy of liquid hydrogen and liquefied natural gas is utilized to reduce the evaporation loss in the use process of fuel.
Description
Technical Field
The invention relates to the technical field of double-energy automobile hybrid power, in particular to a low-temperature double-energy automobile hybrid power system.
Background
At present, fossil energy consumption in China is huge, reserves are continuously reduced, global pollution and greenhouse effect are gradually increased due to carbon emission, wherein carbon emission of automobile exhaust accounts for more than 80% of carbon emission in the traffic field of China and accounts for about 7.5% of carbon emission in the whole society, and therefore, the development of new energy automobiles is encouraged by all countries. At present, the new energy automobile comprises a hybrid electric automobile, a pure electric automobile and a fuel cell automobile, wherein the hybrid electric automobile can effectively reduce carbon emission by taking fuel oil and electric power as power, but the power and continuous output power performance of the hybrid electric automobile are insufficient, and the maintenance cost is higher; the pure electric vehicle really realizes zero emission of carbon, is more energy-saving and environment-friendly, has a simple structure and small noise, but has low charging efficiency, remarkable endurance mileage influenced by the environment and various restrictions on large-area popularization; the hydrogen fuel cell automobile has the characteristics of long endurance, high efficiency and zero emission, and is in competition in various countries in recent years, but the existing hydrogen fuel automobile is difficult to store and transport, infrastructure construction of hydrogen stations and the like in China is lagged, and the large-scale popularization of the hydrogen fuel cell is difficult to a certain extent.
Liquefied Natural Gas (LNG) is used as a clean energy source with high storage efficiency, safety and economy, and plays an important role in reducing traffic emission in recent years by replacing vehicle fuels, especially LNG heavy truck has a high specific gravity in the market, the LNG gas station infrastructure in China is relatively perfect, but natural gas has the characteristic of non-renewable, the problem of energy shortage is increasingly prominent, and a small amount of carbon dioxide still can be generated by combustion. Meanwhile, the road environment in China is complex, the running working conditions of the automobile are changeable, and the requirements of high endurance, low cost, durability and variable working conditions on diversity are met by higher energy density and power density. Therefore, a single energy system is difficult to meet all working condition requirements in future automobile driving.
Disclosure of Invention
The invention aims to provide a low-temperature double-energy automobile hybrid power system so as to solve the problems in the background technology.
In order to achieve the above purpose, the present invention provides the following technical solutions:
a low-temperature double-energy automobile hybrid power system comprises a low-temperature energy storage unit, a low-temperature pipeline system, a vaporization device, an oxyhydrogen fuel cell power set, a natural gas engine power set and a power coupling system; the low-temperature energy storage unit comprises a liquefied natural gas cylinder for storing natural gas energy and a liquid hydrogen cylinder for storing hydrogen energy; the low-temperature pipeline system comprises a liquid hydrogen pipeline and a liquefied natural gas pipeline, wherein the liquid hydrogen pipeline is used for conveying hydrogen energy, and the liquefied natural gas pipeline is used for conveying natural gas energy; the vaporization device is connected with a liquid hydrogen bottle through a liquid hydrogen pipeline, is also communicated with the liquid natural gas bottle through a liquid natural gas pipeline, and vaporizes the liquid natural gas and the liquid hydrogen in an independent vaporization mode; the oxyhydrogen fuel cell power set is connected with the vaporizing device and converts hydrogen energy into mechanical power; the natural gas engine power set is connected with the vaporizing device and is used for converting natural gas energy into electric energy; and the output power generated by the oxyhydrogen fuel cell power group and the natural gas engine power group is jointly connected to a power coupling system.
Based on the technical scheme, the invention also provides the following optional technical schemes:
in one alternative: the liquid hydrogen valve is arranged on the hydrogen pipeline, and the liquefied natural gas valve is arranged on the liquefied natural gas pipeline, so that the liquid hydrogen valve can control the flowing state of liquid hydrogen in the hydrogen pipeline; the liquefied natural gas valve can control the flowing state of liquefied natural gas in the liquefied natural gas pipeline.
In one alternative: the vaporization device comprises a liquid hydrogen vaporizer, a hydrogen valve, a hydrogen pipeline, a liquefied natural gas vaporizer, a natural gas valve and a natural gas pipeline; the liquid hydrogen vaporizer is connected with one end of a liquid hydrogen pipeline and used for vaporizing liquid hydrogen, and the liquid hydrogen vaporizer is communicated with the oxyhydrogen fuel cell power unit through a hydrogen pipeline; the hydrogen valve is arranged on the hydrogen pipeline; the liquefied natural gas vaporizer is connected with the liquefied natural gas pipeline and used for vaporizing the liquefied natural gas, the liquefied natural gas vaporizer is communicated with the power unit of the natural gas engine through the natural gas pipeline, and the natural gas valve is arranged in the middle of the natural gas pipeline.
In one alternative: the hydrogen-oxygen fuel cell power set comprises a proton exchange membrane hydrogen fuel cell, a DC/DC converter and a motor, wherein one end of a hydrogen pipeline is connected with the proton exchange membrane hydrogen fuel cell, and the proton exchange membrane hydrogen fuel cell is connected with the motor through the DC/DC converter.
In one alternative: the natural gas engine power unit comprises a natural gas engine and a generator, one end of a natural gas pipeline is communicated with the natural gas engine, and the natural gas engine is connected with the generator.
In one alternative: the liquefied natural gas pipeline is wound around the liquefied natural gas cylinder at a part between the liquefied natural gas valve and the liquefied natural gas vaporizer, and the liquefied natural gas pipeline is wound around the liquefied natural gas cylinder at a part between the liquefied natural gas valve and the liquefied natural gas vaporizer.
In one alternative: the liquefied natural gas cylinder and the liquid hydrogen cylinder are composed of an inner container, a high vacuum interlayer, a multi-layer heat insulation layer, a shell and an external pipeline heat insulation layer, and the high vacuum interlayer and the multi-layer heat insulation layer are arranged in a cavity between the inner container and the shell.
In one alternative: the hydrogen-oxygen fuel cell power unit further comprises a storage battery auxiliary energy storage device which is connected to a main line between the hydrogen-oxygen fuel cell power unit and the gas engine power unit.
Compared with the prior art, the invention has the following beneficial effects:
1. according to the invention, a hydrogen fuel cell with higher energy density and a natural gas engine with higher torque are combined, and an auxiliary energy storage device of a storage battery is introduced, so that the advantage characteristics of each energy source are brought into play, and the continuous power is provided for the vehicle through mutual coordination, so that the problems of short endurance mileage, low working efficiency, large carbon emission and the like of the vehicle are solved;
2. the output among the power systems is not interfered with each other, the working modes are various, the transmission efficiency of the power systems is not influenced, the working modes comprise a pure electric mode, an engine mode, a hybrid power mode and a braking energy recovery mode, low-speed large torque, regenerative braking energy recovery and the like can be realized, the engine always keeps high-efficiency interval operation, and the energy loss is reduced;
3. the invention reduces the energy output born by a single energy source, reduces the loading quantity of the storage battery and the fuel cell, lightens the quality of an energy unit and plays an optimization role on the overall weight of the vehicle.
4. The invention fully plays the roles of liquid hydrogen and liquefied natural gas cold energy, utilizes higher vaporization latent heat to reduce evaporation in the storage process, can reduce the risk problems of fuel loss, gas cylinder explosion and the like caused by too fast pressure rise of the liquid hydrogen and the liquefied natural gas cylinder, ensures that the daily evaporation rate of the liquid hydrogen and the liquefied natural gas cylinder is kept at a lower level, and obviously improves the durability and the economy of the whole vehicle.
5. The invention comprises a hydrogen-oxygen fuel cell group and a natural gas engine unit dual-energy system, which fully plays respective advantages, utilizes the high energy density of hydrogen energy to promote the endurance mileage of the vehicle, utilizes the high torque of the natural gas engine to meet the power requirement of the vehicle running, and simultaneously utilizes the cold energy of liquid hydrogen and liquefied natural gas to reduce the evaporation loss in the use process of fuel.
Drawings
FIG. 1 is a schematic diagram of a dual energy system of an oxy-hydrogen fuel cell and a natural gas engine;
fig. 2 is a block diagram of a liquid hydrogen/lng cylinder.
Reference numerals annotate: the low-temperature energy storage unit 1, the low-temperature pipeline system 2, the vaporizing device 3, the hydrogen-oxygen fuel cell power unit 4, the natural gas engine power unit 5, the storage battery auxiliary energy storage device 6, the power coupling system 7, the liquefied natural gas bottle 11, the liquid hydrogen bottle 12, the liquid hydrogen pipeline 21, the liquid hydrogen valve 22, the liquefied natural gas pipeline 23, the liquefied natural gas valve 24, the liquid hydrogen vaporizer 31, the hydrogen valve 32, the hydrogen pipeline 33, the liquefied natural gas vaporizer 34, the natural gas valve 35, the natural gas pipeline 36, the proton exchange membrane hydrogen fuel cell 41, the DC/DC converter 42, the motor 43, the natural gas engine 51, the generator 52, the liner 101, the high-vacuum interlayer 102, the multi-layer heat insulation material 103, the shell 104 and the external pipeline heat insulation material 105.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in further detail with reference to the accompanying drawings and examples; in the drawings or description, similar or identical parts are provided with the same reference numerals, and in practical applications, the shape, thickness or height of each part may be enlarged or reduced. The examples set forth herein are intended to be illustrative of the invention and are not intended to limit the scope of the invention. Any obvious modifications or alterations to the invention, as would be apparent, are made without departing from the spirit and scope of the present invention.
In one embodiment, as shown in fig. 1, a low-temperature dual-energy automobile hybrid power system comprises a low-temperature energy storage unit 1, a low-temperature pipeline system 2, a vaporization device 3, an oxyhydrogen fuel cell power unit 4, a natural gas engine power unit 5 and a power coupling system 7; the cryogenic energy storage unit 1 comprises a liquefied natural gas cylinder 11 for storing natural gas energy and a liquid hydrogen cylinder 12 for storing hydrogen energy; the cryogenic pipeline system 2 comprises a liquid hydrogen pipeline 21 and a liquefied natural gas pipeline 23, wherein the liquid hydrogen pipeline 21 is used for conveying hydrogen energy, and the liquefied natural gas pipeline 23 is used for conveying natural gas energy; the vaporizing device 3 is connected with the liquid hydrogen bottle 12 through a liquid hydrogen pipeline 21, the vaporizing device 3 is also communicated with the liquefied natural gas bottle 11 through a liquefied natural gas pipeline 23, and the vaporizing device 3 vaporizes the liquefied natural gas and the liquid hydrogen in an independent vaporization mode; the oxyhydrogen fuel cell power set 4 is connected with the vaporizing device 3, and the oxyhydrogen fuel cell power set 4 converts hydrogen energy into mechanical power; the natural gas engine power set 5 is connected with the vaporizing device 3, and the natural gas engine power set 5 is used for converting natural gas energy into electric energy; the output power generated by the oxyhydrogen fuel cell power set 4 and the natural gas engine power set 5 is connected into the power coupling system 7 together.
In one embodiment, as shown in fig. 1, the hydrogen pipeline 21 is provided with a liquid hydrogen valve 22 and the lng pipeline 23 is provided with an lng valve 24, and the liquid hydrogen valve 22 can control the liquid hydrogen flowing state in the hydrogen pipeline 21; the lng valve 24 is capable of controlling the lng flow within the lng line 23.
In one embodiment, as shown in fig. 1, the vaporizing device 3 includes a liquid hydrogen vaporizer 31, a hydrogen valve 32, a hydrogen line 33, a lng vaporizer 34, a natural gas valve 35, and a natural gas line 36; the liquid hydrogen vaporizer 31 is connected with one end of the liquid hydrogen pipeline 21 and is used for vaporizing liquid hydrogen, and the liquid hydrogen vaporizer 31 is communicated with the hydrogen-oxygen fuel cell power unit 4 through a hydrogen pipeline 33; the hydrogen valve 32 is arranged on the hydrogen pipeline 33; the liquefied natural gas vaporizer 34 is connected with the liquefied natural gas pipeline 23 and is used for vaporizing the liquefied natural gas, the liquefied natural gas vaporizer 34 is communicated with the natural gas engine power unit 5 through a natural gas pipeline 36, and a natural gas valve 35 is arranged in the middle of the natural gas pipeline 36; in the embodiment of the invention, liquid hydrogen is introduced into a liquid hydrogen vaporizer 31 through a liquid hydrogen pipeline 21, and the liquid hydrogen vaporizer 31 vaporizes the liquid hydrogen and is introduced into an oxyhydrogen fuel cell power unit 4 through a hydrogen pipeline 33; lng is introduced into lng vaporizer 34 via lng line 23 and lng is vaporized by lng vaporizer 34, and the vaporized natural gas is introduced into natural gas engine power unit 5 via natural gas line 36.
In one embodiment, as shown in fig. 1, the oxyhydrogen fuel cell power unit 4 includes a proton exchange membrane hydrogen fuel cell 41, a DC/DC converter 42 and an electric motor 43, one end of the hydrogen pipeline 33 is led into the proton exchange membrane hydrogen fuel cell 41, and the proton exchange membrane hydrogen fuel cell 41 is connected to the electric motor 43 through the DC/DC converter 42.
In one embodiment, as shown in fig. 1, the natural gas engine power pack 5 includes a natural gas engine 51 and a generator 52, and the natural gas line 36 is connected to the natural gas engine 51 at one end, and the natural gas engine 51 is connected to the generator 51.
In one embodiment, as shown in fig. 2, the liquefied natural gas cylinder 11 and the liquid hydrogen cylinder 12 are each composed of a liner 101, a high vacuum interlayer 102, a multi-layer heat insulating layer 103, a shell 104 and an external pipeline heat insulating layer 105, and the high vacuum interlayer 102 and the multi-layer heat insulating layer 103 are disposed in a cavity between the liner 101 and the shell 104. Wherein the external pipe insulation layer 105 is one of a multi-layer insulation, an air cooling screen or a stacked insulation, or a combination of two or more.
In one embodiment, as shown in fig. 1, the system further comprises a storage battery auxiliary energy storage device 6, and the storage battery auxiliary energy storage device 6 is connected to a main line between the oxyhydrogen fuel cell power unit 4 and the gas engine power unit 5. In particular, the generator 52 is connected to the auxiliary accumulator 6, which is connected to the main line between the DC/DC converter 42 and the motor 13.
In one embodiment, as shown in FIG. 1, the portion of the liquid hydrogen line 21 between the liquid hydrogen valve 22 and the liquid hydrogen vaporizer 31 is wrapped around the liquefied natural gas cylinder 11, and the portion of the liquefied natural gas line 23 between the liquefied natural gas valve 24 and the liquefied natural gas vaporizer 34 is wrapped around the liquid hydrogen cylinder 12. The cold energy effects of the liquid hydrogen and the liquefied natural gas are fully exerted, the evaporation in the storage process is reduced by utilizing the higher vaporization latent heat of the liquid hydrogen and the liquefied natural gas, and the risk problems of fuel loss, gas cylinder explosion and the like caused by too fast pressure rise of the liquid hydrogen and the liquefied natural gas cylinder can be reduced.
Referring to fig. 1, a low-temperature dual-energy hybrid power system provided in this embodiment includes four operation modes:
pure electric mode: the pure electric mode fully exerts the characteristic of quick, stable and accurate torque response of the motor, and is mainly used for starting, reversing and running at low speed. When starting, the liquefied natural gas valve 24, the natural gas valve 35 and the natural gas engine 51 are closed, the liquid hydrogen valve 22 and the hydrogen valve 32 are opened, and the storage battery 6 is used for driving the motor 43 to work to finish starting. At this time, the liquid hydrogen in the liquid hydrogen bottle 12 is vaporized by the vaporizer 31 and then introduced into the proton exchange membrane hydrogen fuel cell 41, and when the liquid hydrogen flows through the pipeline wound outside the liquefied natural gas bottle 11, the heat of the shell 104 of the liquefied natural gas bottle 11 is absorbed by utilizing the latent heat of vaporization, so that the dormancy period of the liquefied natural gas bottle 11 can be remarkably improved. When the proton exchange membrane hydrogen fuel cell 41 fully responds and continuously supplies power, the storage battery 6 is closed, the proton exchange membrane hydrogen fuel cell 41 drives the motor 43 to output power, and only the motor main shaft in the power coupling system 7 works. The pure electric mode can also be used for long-time high-speed long-distance driving.
Engine mode: when the vehicle is started and is accelerated, or stably driven at a high speed, the liquid hydrogen valve 22 and the hydrogen valve 32 are closed, the liquefied natural gas valve 24 and the natural gas valve 35 are opened, at this time, the liquefied natural gas in the liquefied natural gas cylinder 11 is gasified by the gasifier 34 and then is introduced into the natural gas engine 51, and when the liquefied natural gas flows through the pipeline wound outside the liquid hydrogen cylinder 12, the heat of the shell 104 of the liquid hydrogen cylinder 12 is absorbed by utilizing the vaporization latent heat, so that the dormancy period of the liquid hydrogen cylinder 12 can be remarkably prolonged. The natural gas engine 51 can drive the main shaft to continuously output power on one hand, and can drive the generator 52 to work by utilizing the generated surplus energy on the other hand, so as to supplement the energy of the storage battery 6, and only the main shaft of the engine works in the power coupling system 7.
Hybrid mode: the hybrid mode is suitable for high-power, high-torque complex environments. When the hybrid power mode is started, the liquid hydrogen valve 22, the hydrogen valve 32, the liquefied natural gas valve 24, the natural gas valve 35 and the natural gas engine 51 are started, the proton exchange membrane hydrogen fuel cell 41 outputs electric energy to drive the motor 43 to work, and meanwhile, the natural gas engine 51 transmits mechanical energy to the power coupling system 7 through a main shaft, so that efficient coupling of output power is realized together with the motor 43, and the energy conversion efficiency is improved.
Braking energy recovery mode: during deceleration or braking, the inertia of the automobile drives the wheels to rotate, the wheels drive the main shaft and the generator 52 to rotate, the electric energy generated by the generator 52 is stored in the storage battery 6, and the energy utilization rate is remarkably improved. The recovery of braking energy can prolong the service life of the brake, reduce energy consumption and increase the driving distance.
The foregoing is merely specific embodiments of the disclosure, but the protection scope of the disclosure is not limited thereto, and any person skilled in the art can easily think about changes or substitutions within the technical scope of the disclosure, and it is intended to cover the scope of the disclosure. Therefore, the protection scope of the present disclosure shall be subject to the protection scope of the claims.
Claims (8)
1. The low-temperature double-energy automobile hybrid power system comprises a low-temperature energy storage unit, a low-temperature pipeline system, a vaporization device, an oxyhydrogen fuel cell power group, a natural gas engine power group and a power coupling system, and is characterized in that the low-temperature energy storage unit comprises a liquefied natural gas cylinder for storing natural gas energy and a liquid hydrogen cylinder for storing hydrogen energy;
the low-temperature pipeline system comprises a liquid hydrogen pipeline and a liquefied natural gas pipeline, wherein the liquid hydrogen pipeline is used for conveying hydrogen energy, and the liquefied natural gas pipeline is used for conveying natural gas energy;
the vaporization device is connected with a liquid hydrogen bottle through a liquid hydrogen pipeline, is also communicated with the liquid natural gas bottle through a liquid natural gas pipeline, and vaporizes the liquid natural gas and the liquid hydrogen in an independent vaporization mode;
the oxyhydrogen fuel cell power set is connected with the vaporizing device and converts hydrogen energy into mechanical power;
the natural gas engine power set is connected with the vaporizing device and is used for converting natural gas energy into electric energy;
and the output power generated by the oxyhydrogen fuel cell power group and the natural gas engine power group is jointly connected to a power coupling system.
2. The low-temperature dual-energy automobile hybrid system according to claim 1, wherein the hydrogen pipeline is provided with a liquid hydrogen valve and the liquefied natural gas pipeline is provided with a liquefied natural gas valve, and the liquid hydrogen valve can control the flow state of liquid hydrogen in the hydrogen pipeline; the liquefied natural gas valve can control the flowing state of liquefied natural gas in the liquefied natural gas pipeline.
3. The cryogenic dual-energy automobile hybrid system of claim 1, wherein the vaporizing device comprises a liquid hydrogen vaporizer, a hydrogen valve, a hydrogen pipeline, a liquefied natural gas vaporizer, a natural gas valve, and a natural gas pipeline; the liquid hydrogen vaporizer is connected with one end of a liquid hydrogen pipeline and used for vaporizing liquid hydrogen, and the liquid hydrogen vaporizer is communicated with the oxyhydrogen fuel cell power unit through a hydrogen pipeline; the hydrogen valve is arranged on the hydrogen pipeline; the liquefied natural gas vaporizer is connected with the liquefied natural gas pipeline and used for vaporizing the liquefied natural gas, the liquefied natural gas vaporizer is communicated with the power unit of the natural gas engine through the natural gas pipeline, and the natural gas valve is arranged in the middle of the natural gas pipeline.
4. The low-temperature dual-energy automobile hybrid power system according to claim 2, wherein the oxyhydrogen fuel cell power group comprises a proton exchange membrane hydrogen fuel cell, a DC/DC converter and a motor, one end of a hydrogen pipeline is connected with the proton exchange membrane hydrogen fuel cell, and the proton exchange membrane hydrogen fuel cell is connected with the motor through the DC/DC converter.
5. The hybrid power system of claim 4, wherein the natural gas engine power pack comprises a natural gas engine and a generator, wherein one end of the natural gas pipeline is communicated with the natural gas engine, and the natural gas engine is connected with the generator.
6. The cryogenic dual-energy automobile hybrid system of claim 5, wherein the portion of the liquid hydrogen line between the liquid hydrogen valve and the liquid hydrogen vaporizer is wrapped around the liquefied natural gas cylinder and the portion of the liquefied natural gas line between the liquefied natural gas valve and the liquefied natural gas vaporizer is wrapped around the liquid hydrogen cylinder.
7. The low temperature dual-energy automobile hybrid system of claim 1, wherein the liquefied natural gas cylinder and the liquid hydrogen cylinder are each composed of an inner container, a high vacuum interlayer, a multi-layer heat insulation layer, a housing and an external pipeline heat insulation layer, and the high vacuum interlayer and the multi-layer heat insulation layer are arranged in a cavity between the inner container and the housing.
8. The low temperature dual-energy vehicle hybrid system of claim 1, further comprising a secondary battery energy storage device coupled to a main line between the oxy-hydrogen fuel cell power pack and the gas engine power pack.
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