Airway injection hydrogen engine, control method thereof, and vehicle

Abstract

This invention belongs to the field of hydrogen engine technology and discloses a port-injected hydrogen engine and its control method, as well as a vehicle. The engine includes a cylinder head, a layered dual-intake structure, a hydrogen supply system, a combustion chamber airflow optimization structure, and an intelligent collaborative control module. The layered dual-intake structure is connected to the combustion chamber located within the cylinder head. The nozzle of the hydrogen injection valve of the hydrogen supply system extends into and is embedded in the layered dual-intake structure. The combustion chamber airflow optimization structure is located at the connection between the combustion chamber and the layered dual-intake structure. The hydrogen injection valve and the layered dual-intake structure are electrically connected to the intelligent collaborative control module. This invention, through a design that supplies air through the main intake and injects hydrogen through the auxiliary intake, combined with Venturi effect negative pressure compensation, variable angle guidance, and dynamic adaptation and control under operating conditions, reduces the mutual interference between hydrogen and air, improves the intake charge and mixture uniformity, and achieves simultaneous improvement in charging efficiency and power performance. The structure is simple and highly adaptable.

Description

Technical Field

[0001] This invention belongs to the field of hydrogen engine technology, specifically relating to a gas-injection hydrogen engine and its control method, as well as a vehicle. Background Technology

[0002] Hydrogen, as a clean and efficient new energy carrier, boasts significant advantages such as high combustion efficiency and pollution-free byproducts, making it a crucial development direction for the future of internal combustion engines. Compared to direct-injection hydrogen engines, port-injection hydrogen engines have higher technological maturity, lower manufacturing costs, and better nozzle reliability, making them one of the mainstream technologies for future vehicle integration and mass production. However, current port-injection hydrogen engines face significant technical bottlenecks: hydrogen's density is much lower than traditional fuels like gasoline and natural gas, causing it to expand rapidly after injection into the port, occupying effective intake space and compressing the intake of fresh air, resulting in a significant reduction in engine charging efficiency. Simultaneously, the short and uneven mixing time of hydrogen and air within the port leads to some hydrogen adhering to the port walls, further reducing charging efficiency, increasing the risk of pre-ignition, and causing incomplete combustion, resulting in insufficient engine power output and poor fuel economy.

[0003] In existing technologies, solutions to the above problems mostly focus on single-dimensional optimization: for example, increasing intake pressure by adding a turbocharger in an attempt to increase air volume, but turbochargers increase the structural complexity and energy consumption of the engine and cannot solve the problem of air passage blockage caused by hydrogen expansion; or optimizing the structure or injection strategy of hydrogen injection nozzles in an attempt to improve the uniformity of the air-fuel mixture, but without considering the mutual interference between hydrogen injection and air intake, it is difficult to fundamentally improve the charging efficiency; or optimizing the shape of the intake passage to promote airflow mixing, but a fixed intake passage structure cannot adapt to the intake requirements of the engine under different operating conditions, and the optimization effect is limited.

[0004] Therefore, existing technologies have not achieved simultaneous and efficient improvement in both inflation efficiency and power performance, and they also suffer from drawbacks such as complex structure, poor adaptability, and high modification costs, which cannot meet the actual application requirements of gas-injected hydrogen engines. Summary of the Invention

[0005] The purpose of this invention is to provide a hydrogen injection engine and its control method, as well as a vehicle. Through a layered design of supplying air through the main intake duct and precisely injecting hydrogen through the auxiliary intake duct, combined with Venturi effect negative pressure compensation, variable angle airflow guidance, and dynamic adaptation and control under operating conditions, the mutual interference between hydrogen and air is reduced, and the intake charge and mixture uniformity are improved. Combined with combustion chamber turbulence to enhance combustion, the charging efficiency and power are improved simultaneously. Moreover, the structure is simple and highly adaptable, and no major modifications to the main engine structure are required. This solves the shortcoming of existing technologies that cannot simultaneously achieve both charging efficiency and power by simply optimizing the injection or intake structure.

[0006] The specific details of the plan are as follows:

[0007] A port-injected hydrogen engine includes a cylinder head, a layered dual-intake structure, a hydrogen supply system, a combustion chamber airflow optimization structure, and an intelligent collaborative control module. The cylinder head houses a combustion chamber, and the layered dual-intake structure is connected to the combustion chamber. The hydrogen supply system includes a hydrogen injection valve, the inlet of which is connected to the hydrogen supply system. The nozzle of the hydrogen injection valve extends into and is embedded in the layered dual-intake structure. The combustion chamber airflow optimization structure is located at the connection between the combustion chamber and the layered dual-intake structure. The hydrogen injection valve and the layered dual-intake structure are electrically connected to the intelligent collaborative control module.

[0008] Furthermore, the layered dual-intake structure includes a main intake and an auxiliary intake. The intake end of the main intake is connected to the atmosphere, and its outlet end is connected to the combustion chamber. The main intake is equipped with variable-angle guide vanes, each including a rotating shaft. The rotating shaft is electrically connected to the intelligent collaborative control module to control and adjust the angle of the guide vanes. One end of the auxiliary intake is closed, and the other end is connected to the combustion chamber. The auxiliary intake is staggered from the outlet end of the main intake and does not interfere with each other's airflow. The auxiliary intake is equipped with a venturi tube. The nozzle of the hydrogen injection valve is fixed to the wall of the auxiliary intake, and the outlet end of the nozzle extends into the inner cavity of the outlet side of the venturi tube and is connected to the combustion chamber. The nozzle is electrically connected to the intelligent collaborative control module.

[0009] The core design of the layered dual-intake structure of this invention lies in completely separating the air and hydrogen flow channels, preventing hydrogen from expanding in the main intake duct and compressing the air volume, thus fundamentally solving the problem of airway blockage. The variable-angle guide vanes in the main intake duct can dynamically adjust the direction and intensity of the intake airflow according to engine operating conditions, ensuring minimal intake resistance at low speeds and enhancing airflow rotation at high speeds, laying the foundation for subsequent mixing with hydrogen. The auxiliary intake duct is a dedicated hydrogen jet flow channel. As an independent airflow channel physically separated from the main air intake, the outlet of the auxiliary air intake is set towards the combustion chamber inlet and is staggered from the outlet of the main air intake to prevent airflow interference. A venturi tube is fixedly integrated inside the auxiliary air intake, and a pulse-type hydrogen injection valve is sealed and installed in the wall of the auxiliary air intake. Its injection nozzle extends into the outlet side cavity of the venturi jet tube. The inlet port of the pulse-type hydrogen injection valve is connected to the external hydrogen supply system, and the valve body control end is electrically connected to the intelligent collaborative control module. The venturi tube in the auxiliary intake duct utilizes hydrodynamic effects, driven by the piston suction during the engine's intake stroke and the ejection effect of the hydrogen jet, to form a directional acceleration flow field from left to right and a strong negative pressure suction effect. During hydrogen injection, a negative pressure is generated, which can completely suppress the reverse diffusion and accumulation of hydrogen to the left front end. Combined with the intermittent operation of pulsed hydrogen injection and the suction effect of the engine's intake stroke, it ensures that there is no residual hydrogen in the flow channel and that all of it enters the combustion chamber to participate in combustion. At the same time, it compensates for the pressure loss during hydrogen injection, avoiding problems such as poor atomization and excessive expansion caused by insufficient hydrogen pressure. Meanwhile, the pulsed hydrogen injection valve can achieve precise and intermittent hydrogen injection, reducing hydrogen residue.

[0010] Furthermore, the rotation angle range of the variable angle guide vanes is 0°-45°, the cross-sectional area ratio of the contraction section to the expansion section of the venturi tube is 1:2.5-1:3.5, and a pressure sensor is provided at the throat of the venturi tube. The pressure sensor is electrically connected to the intelligent collaborative control module to collect the negative pressure signal at the throat.

[0011] The variable-angle guide vanes have a rotation angle range of 0°-45°. The intelligent collaborative control module dynamically adjusts the vane angle according to the engine speed: when the speed is below 2000 rpm, the vane angle is adjusted to 0°-25° to increase the intake cross-sectional area and reduce intake resistance; when the speed is above 2000 rpm, the vane angle is adjusted to 25°-45° to enhance the rotation intensity of the airflow and promote mixing with hydrogen. This angle range can achieve an optimal balance between intake resistance and airflow rotation intensity, adapting to the intake requirements of the engine at different speeds.

[0012] The cross-sectional area ratio of the contraction to expansion section of the Venturi tube is 1:2.5-1:3.5. A pressure sensor is installed at the throat of the Venturi tube, which is electrically connected to an intelligent collaborative control module. This sensor collects the negative pressure signal at the throat. Based on the negative pressure signal, the intelligent collaborative control module adjusts the injection pressure of the pulse-type hydrogen injection valve to match the hydrogen injection pressure with the negative pressure at the throat. This utilizes the Venturi effect to compensate for pressure loss during hydrogen injection, preventing hydrogen expansion from blocking the intake channel. This cross-sectional area ratio ensures a stable negative pressure in the Venturi tube while avoiding unstable hydrogen injection caused by excessive negative pressure.

[0013] Furthermore, it also includes an engine ECU, which is electrically connected to an intelligent collaborative control module. The intelligent collaborative control module has a preset algorithm with built-in parameter thresholds for different operating conditions and a self-learning function that dynamically corrects parameters based on long-term engine operating data. Based on the preset algorithm and collected signals including engine speed, load, intake pressure, and hydrogen supply pressure, the intelligent collaborative control module dynamically regulates the rotation angle of the variable angle guide vanes, the injection pressure of the hydrogen injection valve, the injection timing, and the injection duration, so that the air charge in the main intake duct and the hydrogen injection amount in the auxiliary intake duct achieve optimal matching.

[0014] The intelligent collaborative control module communicates bidirectionally with the engine ECU (Engine Electronic Control Unit), receiving operating condition signals from the ECU and simultaneously feeding back hydrogen injection parameters and intake air adjustment parameters, achieving coordinated operation with the engine's existing control system. The intelligent collaborative control module can be integrated into the engine ECU, eliminating the need for an additional independent control unit and reducing modification costs. The module collects signals such as engine speed, load, intake pressure, and hydrogen supply pressure, and dynamically adjusts the rotation angle of the variable-angle guide vanes, the injection pressure of the pulse-type hydrogen injection valve, the injection timing, and the injection duration based on a preset algorithm, ensuring optimal matching between the air charge in the main intake duct and the hydrogen injection volume in the auxiliary intake duct. Unlike the independent control of a single parameter in existing technologies, the intelligent collaborative control module of this invention achieves linkage optimization of "intake regulation-hydrogen injection" through multi-signal acquisition and collaborative regulation, ensuring that the optimal charging efficiency and power output can be achieved under different operating conditions (such as cold start, low load, high load, and idling). The preset algorithm has built-in parameter thresholds for different operating conditions and supports self-learning function, which can dynamically correct parameters based on long-term engine operation data, thereby improving the adaptability and stability of the device.

[0015] Furthermore, the hydrogen injection valve is a pulse-type hydrogen injection valve with an injection pressure range of 0.3MPa-1.2MPa. The injection timing is linked to the opening phase of the engine intake valve, and an open-valve injection method is adopted. Injection begins when the intake valve is open within a crankshaft angle range of 10°-30°, and stops when the intake valve is closed within a crankshaft angle range of 5°-15°. The ratio of injection duration to air charge is maintained between 0.08 and 0.12.

[0016] The pulse-type hydrogen injection valve has an injection pressure range of 0.3MPa-1.2MPa. The injection timing is linked to the opening phase of the engine intake valve, employing an open-valve injection method. Injection begins when the intake valve is open within a 10°-30° crankshaft angle range, and again within a 5°-15° crankshaft angle range before the intake valve closes. The injection duration and pressure are dynamically adjusted according to the engine load; the higher the load, the longer the injection duration and the higher the injection pressure. The ratio of injection duration to air charge is maintained between 0.08 and 0.12. This parameter range ensures precise hydrogen injection into the combustion chamber during the intake process, preventing hydrogen residue in the intake manifold, and maintaining the optimal air-fuel ratio, balancing power and environmental performance.

[0017] Furthermore, the combustion chamber airflow optimization structure includes an annular turbulence protrusion. The surface of the annular turbulence protrusion is uniformly provided with multiple arc-shaped guide grooves, which are used to guide the air in the main intake duct and the hydrogen in the auxiliary intake duct to form a strong tumble flow in the combustion chamber, thereby improving the mixing uniformity and combustion rate of the mixture. The annular turbulence protrusion is arranged around the air inlet of the combustion chamber.

[0018] Furthermore, the height of the annular turbulence protrusion is 2mm-5mm, the depth of the arc-shaped guide groove is 0.8mm-1.5mm, and the extension direction of the guide groove forms an angle of 30°-45° with the axis of the combustion chamber.

[0019] The height of the annular turbulence protrusion is 2mm-5mm, the depth of the arc-shaped guide groove is 0.8mm-1.5mm, and the extension direction of the guide groove forms an angle of 30°-45° with the axis of the combustion chamber. This causes the air-fuel mixture to form a spiral tumble along the combustion chamber wall after entering the combustion chamber, prolonging the residence time of the air-fuel mixture and improving combustion completeness. This maximizes the turbulence effect without increasing the volume loss of the combustion chamber.

[0020] Furthermore, it also includes an intake preheating component, which is located in the middle of the main intake manifold and electrically connected to the intelligent collaborative control module. It is used to preheat the air in the main intake manifold during engine cold start or low-load operation.

[0021] The intake preheating component is located in the middle of the main intake manifold and is electrically connected to the intelligent collaborative control module. It preheats the air in the main intake manifold during engine cold starts or low-load operation, maintaining a preheating temperature between 40℃ and 80℃. This improves hydrogen atomization and air-fuel mixture flow, further enhancing charging efficiency. During cold starts or low loads, the air temperature is low, resulting in poor hydrogen atomization. The intake preheating component effectively addresses this issue while avoiding the risk of backfire due to excessively high preheating temperatures.

[0022] A control method for a port-injected hydrogen engine, applied to the port-injected hydrogen engine, includes the following steps:

[0023] After the engine starts, the intelligent collaborative control module collects operating condition signals in real time, including engine speed, load, intake pressure, and hydrogen supply pressure, and communicates bidirectionally with the engine ECU to obtain the engine's real-time operating status. Based on a preset algorithm, the intelligent collaborative control module analyzes and processes the collected signals and outputs the optimal control parameters.

[0024] S1. Adjust the variable angle guide vanes in the main intake duct to rotate to the corresponding angle, and adjust the direction and intensity of the intake airflow according to the engine speed. At low speed, reduce the vane angle to reduce intake resistance and increase air volume; at high speed, increase the vane angle to enhance airflow rotation.

[0025] S2. Adjust the hydrogen injection valve in the auxiliary intake manifold to determine the injection pressure, injection timing and injection duration according to the engine load. At the same time, combine the pressure sensor signal at the venturi throat to dynamically correct the injection pressure and use the venturi effect to compensate for pressure loss. Hydrogen is injected into the area around the combustion chamber intake in the optimal state.

[0026] S3. The air from the main intake duct and the hydrogen from the auxiliary intake duct enter the combustion chamber separately, and under the guidance of the optimized airflow structure of the combustion chamber, they form a spiral tumble flow along the wall of the combustion chamber.

[0027] S4. When the engine is cold-started or running at low load, the intelligent collaborative control module controls the intake preheating component to start and preheat the air in the main intake manifold.

[0028] The S5 intelligent collaborative control module uses a self-learning function to dynamically correct control parameters based on long-term engine operating data.

[0029] A vehicle comprising the aforementioned port-injected hydrogen engine.

[0030] Compared with the prior art, the present invention has the following advantages:

[0031] 1. This invention adopts a four-dimensional collaborative optimization scheme of "layered dual air intake + variable parameter injection + intelligent collaborative control + combustion chamber airflow optimization", which separates the air and hydrogen flow channels, solves the problem of hydrogen expansion blocking the air intake from the root, and realizes the linkage control of air intake, injection and combustion.

[0032] 2. The layered dual-intake structure avoids mutual interference between hydrogen and air, the venturi tube compensates for the pressure loss of hydrogen injection, and the variable-angle guide vanes optimize the intake airflow. The synergistic effect of these three elements improves the engine's charging efficiency by 15%-25%, effectively solving the core pain point of low charging efficiency in existing gas-injected hydrogen engines.

[0033] 3. By achieving optimal matching between air charge and hydrogen injection through intelligent collaborative control, the combustion chamber airflow optimization structure enhances the uniformity of air-fuel mixture and combustion rate, increasing the engine's maximum power by 12%-20% and torque by 10%-18%, completely improving the weak power problem of existing port-injected hydrogen engines, while also taking into account fuel economy and environmental protection, reducing NOx emissions by more than 30%. Attached Figure Description

[0034] Figure 1 This is a schematic diagram of the structure of the gas-injection hydrogen engine of the present invention.

[0035] Figure 2 This is a schematic diagram of the combustion chamber airflow optimization structure of the present invention.

[0036] In the picture:

[0037] 1. Cylinder head; 1.1. Combustion chamber; 2. Layered dual intake structure; 2.1. Main intake port; 2.1.1. Variable angle guide vanes; 2.2. Auxiliary intake port; 2.2.1. Venturi tube; 3. Hydrogen supply system; 3.1. Hydrogen injection valve; 4. Combustion chamber airflow optimization structure; 4.1. Arc-shaped guide groove; 5. Pressure sensor; 6. Intake preheating assembly. Detailed Implementation

[0038] To make the technical problems solved by the present invention, the technical solutions adopted, and the technical effects achieved clearer, the technical solutions of the present invention will be further described below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are merely for explaining the present invention and are not intended to limit the present invention. Furthermore, it should be noted that, for ease of description, only the parts related to the present invention are shown in the accompanying drawings, not all of them.

[0039] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "first position" and "second position" refer to two different positions.

[0040] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections or detachable connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. Those skilled in the art can understand the specific meaning of these terms in this invention based on the specific circumstances.

[0041] The following combination Figure 1 , Figure 2 The present invention will be described in conjunction with the embodiments:

[0042] Example 1:

[0043] A gas-jet hydrogen engine, see Figure 1 As shown, the system includes a cylinder head 1, a layered dual intake structure 2, a hydrogen supply system 3, a combustion chamber airflow optimization structure 4, and an intelligent collaborative control module. The cylinder head 1 houses a combustion chamber 1.1, and the layered dual intake structure 2 is connected to the combustion chamber 1.1. The hydrogen supply system 3 includes a hydrogen injection valve 3.1, the inlet of which is connected to the hydrogen supply system 3. The nozzle of the hydrogen injection valve 3.1 extends into and is embedded in the layered dual intake structure 2. The combustion chamber airflow optimization structure 4 is located at the connection between the combustion chamber 1.1 and the layered dual intake structure 2. The hydrogen injection valve 3.1 and the layered dual intake structure 2 are electrically connected to the intelligent collaborative control module.

[0044] The layered dual-intake structure 2 includes an independent main intake 2.1 and an auxiliary intake 2.2. The intake end of the main intake 2.1 is connected to the atmosphere, and the outlet end is connected to the combustion chamber 1.1. The main intake 2.1 is equipped with a rotatable variable-angle guide vane 2.11, and the rotation axis of the variable-angle guide vane 2.11 is electrically connected to the intelligent collaborative control module. The auxiliary intake 2.2 is a dedicated hydrogen jet channel, which integrates a venturi tube 2.21. The hydrogen injection valve 3.1 is a pulse hydrogen injection valve, whose inlet end is connected to the hydrogen supply system 3, and whose nozzle end is inserted into the outlet side cavity of the venturi tube 2.21 and electrically connected to the intelligent collaborative control module.

[0045] The intelligent collaborative control module incorporates a pre-set algorithm to collect signals from engine speed, load, intake pressure, and hydrogen supply pressure. Based on this algorithm, it dynamically adjusts the rotation angle of the variable-angle guide vanes 2.11, the injection pressure of the pulse-type hydrogen injection valve, the injection timing, and the injection duration. The intelligent collaborative control module communicates bidirectionally with the engine ECU, receiving operating condition signals from the ECU and simultaneously feeding back hydrogen injection parameters and intake adjustment parameters, thus achieving coordinated operation with the engine's existing control system.

[0046] Combustion chamber airflow optimization structure 4 includes annular turbulence protrusions, see Figure 2 As shown, an annular turbulence protrusion surrounds the air inlet of the combustion chamber 1.1, and the surface of the protrusion is provided with uniformly distributed arc-shaped guide grooves 4.1; the rotation angle range of the variable angle guide vane 2.11 is 0°-45°, the cross-sectional area ratio of the contraction section to the expansion section of the venturi tube 2.21 is 1:3, the injection pressure range of the pulse hydrogen injection valve is 0.3MPa-1.2MPa, the height of the annular turbulence protrusion is 3mm, the depth of the arc-shaped guide groove 4.1 is 1.2mm, and the extension direction of the arc-shaped guide groove forms a 35° angle with the axis of the combustion chamber. Applied to a 1.5L port injection hydrogen engine, the engine charging efficiency increased from 72% to 88%, an increase of 22.2%; maximum power increased from 75kW to 88kW, an increase of 17.3%; maximum torque increased from 145N•m to 168N•m, an increase of 15.9%; and NOx emissions decreased from 420ppm to 280ppm, a reduction of 33.3%.

[0047] Example 2:

[0048] The difference between this embodiment and Embodiment 1 is that it also includes an intake preheating component 6. The intake preheating component 6 is located in the middle of the main intake duct 2.1 and is electrically connected to the intelligent collaborative control module. The preheating temperature is controlled between 40℃ and 80℃. When applied to a 2.0L port injection hydrogen engine, the charging efficiency is increased by 3.5% compared to Embodiment 1 during engine cold start, and the hydrogen atomization effect is better.

[0049] Example 3:

[0050] The difference between this embodiment and Embodiment 1 is that the rotation angle range of the variable angle guide vane 2.11 is 0°-45°. The intelligent collaborative control module dynamically adjusts the vane angle according to the engine speed: when the speed is below 2000 rpm, the vane angle is adjusted to 20°; when the speed is above 2000 rpm, the vane angle is adjusted to 40°. The cross-sectional area ratio of the contraction section to the expansion section of the Venturi tube 2.21 is 1:2.8. The injection timing of the pulse hydrogen injection valve is to start injection when the intake valve is 20°CA open and stop injection 10°CA before the intake valve is closed. The ratio of injection duration to air charge is maintained at 0.1.

[0051] The device in this embodiment is applied to a 1.8L port-injected hydrogen engine, which increases the engine charging efficiency from 70% to 87%, an increase of 24.3%; the maximum power increases from 80kW to 94kW, an increase of 17.5%; the maximum torque increases from 150N•m to 177N•m, an increase of 18%; during operation, the uniformity of the air-fuel mixture under different operating conditions is improved by more than 40%, and the combustion completeness is significantly improved.

[0052] Example 4:

[0053] The present invention also provides a control method for a port-injected hydrogen engine, applied to the aforementioned port-injected hydrogen engine, comprising the following steps:

[0054] After the engine starts, the intelligent collaborative control module collects operating condition signals in real time, including engine speed, load, intake pressure, and hydrogen supply pressure, and communicates bidirectionally with the engine ECU to obtain the engine's real-time operating status. Based on a preset algorithm, the intelligent collaborative control module analyzes and processes the collected signals and outputs the optimal control parameters.

[0055] S1. The variable angle guide vanes 2.11 inside the main intake duct 2.1 are rotated to the corresponding angle to adjust the direction and intensity of the intake airflow according to the engine speed. At low speeds, the vane angle is reduced to reduce intake resistance and increase air volume; at high speeds, the vane angle is increased to enhance airflow rotation.

[0056] S2. The hydrogen injection valve 3.1 in the auxiliary intake duct 2.2 is regulated to determine the injection pressure, injection timing and injection duration according to the engine load. At the same time, combined with the signal of the pressure sensor 5 at the throat of the venturi tube 2.21, the injection pressure is dynamically corrected and the pressure loss is compensated by the venturi effect. The hydrogen is injected into the area around the intake port of the combustion chamber 1.1 in the optimal state.

[0057] S3. The air from the main intake duct 2.1 and the hydrogen from the auxiliary intake duct 2.2 enter the combustion chamber 1.1 respectively, and under the guidance of the combustion chamber airflow optimization structure 4, they form a spiral tumble flow along the wall of the combustion chamber 1.1.

[0058] S4. When the engine is cold-started or running at low load, the intelligent collaborative control module controls the intake preheating component 6 to start and preheat the air in the main intake duct 2.1.

[0059] The S5 intelligent collaborative control module uses a self-learning function to dynamically correct control parameters based on long-term engine operating data.

[0060] Example 5:

[0061] The present invention also provides a vehicle including the aforementioned port-injected hydrogen engine.

[0062] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A gas-injection hydrogen engine, characterized in that, The system includes a cylinder head (1), a layered dual intake structure (2), a hydrogen supply system (3), a combustion chamber airflow optimization structure (4), and an intelligent collaborative control module. The cylinder head (1) contains a combustion chamber (1.1). The layered dual intake structure (2) is connected to the combustion chamber (1.1). The hydrogen supply system (3) includes a hydrogen injection valve (3.1). The inlet end of the hydrogen injection valve (3.1) is connected to the hydrogen supply system (3). The nozzle of the hydrogen injection valve (3.1) extends into and is embedded in the layered dual intake structure (2). The combustion chamber airflow optimization structure (4) is located at the connection between the combustion chamber (1.1) and the layered dual intake structure (2). The hydrogen injection valve (3.1) and the layered dual intake structure (2) are electrically connected to the intelligent collaborative control module.

2. The gas-injection hydrogen engine according to claim 1, characterized in that, The layered dual-intake structure (2) includes a main intake (2.1) and an auxiliary intake (2.2). The intake end of the main intake (2.1) is connected to the atmosphere, and its outlet end is connected to the combustion chamber (1.1). The main intake (2.1) is equipped with variable-angle guide vanes (2.11). The variable-angle guide vanes (2.11) include a rotating shaft, which is electrically connected to an intelligent collaborative control module for controlling and adjusting the angle of the guide vanes. One end of the auxiliary intake (2.2) The auxiliary intake duct (2.2) is sealed, with its other end connected to the combustion chamber (1.1). It is staggered from the outlet end of the main intake duct (2.1) and does not interfere with each other's airflow. The auxiliary intake duct (2.2) is equipped with a venturi tube (2.21). The nozzle of the hydrogen injection valve (3.1) is fixed to the pipe wall of the auxiliary intake duct (2.2), and the outlet end of the nozzle extends into the inner cavity of the outlet side of the venturi tube (2.21) and is connected to the combustion chamber (1.1). The nozzle is electrically connected to the intelligent collaborative control module.

3. The gas-injection hydrogen engine according to claim 2, characterized in that, The rotation angle range of the variable angle guide vane (2.11) is 0°-45°. The cross-sectional area ratio of the contraction section to the expansion section of the venturi tube (2.21) is 1:2.5-1:3.

5. The throat of the venturi tube (2.21) is equipped with a pressure sensor (5). The pressure sensor (5) is electrically connected to the intelligent collaborative control module and is used to collect the negative pressure signal of the throat.

4. The gas-injection hydrogen engine according to claim 2, characterized in that, It also includes an engine ECU, which is electrically connected to an intelligent collaborative control module. The intelligent collaborative control module has a preset algorithm with built-in parameter thresholds for different operating conditions and a self-learning function that can dynamically correct parameters based on long-term engine operating data. Based on the preset algorithm and the collected signals including engine speed, load, intake pressure and hydrogen supply pressure, the intelligent collaborative control module dynamically controls the rotation angle of the variable angle guide vane (2.11), the injection pressure of the hydrogen injection valve (3.1), the injection timing and the injection duration, so that the air charge of the main intake duct (2.1) and the hydrogen injection amount of the auxiliary intake duct (2.2) achieve optimal matching.

5. The gas-injection hydrogen engine according to claim 1, characterized in that, It also includes an intake valve. The hydrogen injection valve (3.1) is a pulse-type hydrogen injection valve with an injection pressure range of 0.3MPa-1.2MPa. The injection timing is linked to the opening phase of the intake valve. It adopts an open valve injection method. Injection begins when the intake valve is open within a crankshaft angle range of 10°-30° and stops when the intake valve is closed within a crankshaft angle range of 5°-15°. The ratio of injection duration to air charge is maintained between 0.08 and 0.

12.

6. The gas-injection hydrogen engine according to claim 1, characterized in that, The combustion chamber airflow optimization structure (4) includes an annular turbulence protrusion. Multiple arc-shaped guide grooves (4.1) are evenly distributed on the surface of the annular turbulence protrusion to guide the air in the main intake (2.1) and the hydrogen in the auxiliary intake (2.2) to form a strong tumble flow in the combustion chamber (1.1), thereby improving the mixing uniformity and combustion rate of the mixture. The annular turbulence protrusion is arranged around the air inlet of the combustion chamber (1.1).

7. The gas-injection hydrogen engine according to claim 6, characterized in that, The height of the annular turbulence protrusion is 2mm-5mm, the depth of the arc-shaped guide groove (4.1) is 0.8mm-1.5mm, and the extension direction of the guide groove forms an angle of 30°-45° with the axis of the combustion chamber (1.1).

8. The gas-injection hydrogen engine according to claim 1, characterized in that, It also includes an intake preheating component (6), which is located in the middle of the main intake duct (2.1) and electrically connected to the intelligent collaborative control module. It is used to preheat the air in the main intake duct (2.1) when the engine is cold-started or running at low load.

9. A control method for a gas-injected hydrogen engine, characterized in that, Applied to a gas-injection hydrogen engine as described in any one of claims 1-8, the steps include: After the engine starts, the intelligent collaborative control module collects operating condition signals in real time, including engine speed, load, intake pressure, and hydrogen supply pressure, and communicates bidirectionally with the engine ECU to obtain the engine's real-time operating status. Based on a preset algorithm, the intelligent collaborative control module analyzes and processes the collected signals and outputs the optimal control parameters. S1. Adjust the variable angle guide vanes (2.11) in the main intake duct (2.1) to rotate to the corresponding angle, and adjust the direction and intensity of the intake airflow according to the engine speed. At low speed, reduce the vane angle to reduce intake resistance and increase air volume; at high speed, increase the vane angle to enhance airflow rotation. S2. Adjust the hydrogen injection valve (3.1) in the auxiliary intake duct (2.2) to determine the injection pressure, injection timing and injection duration according to the engine load. At the same time, combine the signal of the pressure sensor (5) at the throat of the venturi tube (2.21) to dynamically correct the injection pressure and use the venturi effect to compensate for pressure loss. Hydrogen is injected into the combustion chamber (1.1) intake port in the optimal state. S3. The air from the main intake duct (2.1) and the hydrogen from the auxiliary intake duct (2.2) enter the combustion chamber (1.1) respectively, and under the guidance of the combustion chamber airflow optimization structure (4), they form a spiral tumble along the wall of the combustion chamber (1.1); S4. When the engine is cold-started or running at low load, the intelligent collaborative control module controls the intake preheating component (6) to start and preheat the air in the main intake manifold (2.1); The S5 intelligent collaborative control module uses a self-learning function to dynamically correct control parameters based on long-term engine operating data.

10. A vehicle, characterized in that, Including the gas-injected hydrogen engine as described in any one of claims 1-8.

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