Hydrogen engine combustion system structure and partition control method

Abstract

The invention relates to a hydrogen engine combustion system structure, which comprises an engine cylinder, a high compression ratio piston, a fuel injector and an auxiliary spark plug. The engine cylinder comprises a cylinder head, and a combustion chamber is formed in the engine cylinder. The high compression ratio piston is arranged in the engine cylinder, and the compression ratio of the high compression ratio piston is not less than 18. The fuel injector comprises an easy compression ignition fuel injection module and a hydrogen fuel injection module, and can inject fuel into the combustion chamber. The auxiliary spark plug is arranged on the cylinder head, and can ignite into the combustion chamber, adopting a "compression ignition + diffusion" combustion mode, and can assist the compression ignition of hydrogen fuel by injecting easy compression ignition fuel, or assist the ignition of hydrogen fuel by the auxiliary spark plug, so as to realize the application of hydrogen fuel in a high compression ratio hydrogen engine and significantly improve thermal efficiency. At the same time, hydrogen fuel is used as engine fuel to a large extent to reduce carbon dioxide emissions as much as possible.

Description

Technical Field

[0001] The present invention relates to the technical field of engines, and in particular to a hydrogen engine combustion system structure and a partition control method. Background Art

[0002] Hydrogen is a zero-carbon fuel with high-efficiency fuel characteristics such as low ignition energy, wide range of combustible air-fuel ratios, and fast flame propagation speed. Compared with hydrogen fuel cell engines, hydrogen engines have multiple advantages such as low cost, zero carbon emissions, high reliability, high technical maturity, and the ability to extend the life cycle of existing production lines. In order to undertake the dual-carbon strategy, mainstream OEMs (Original Equipment Manufacturers) have begun to deploy hydrogen engine products.

[0003] Hydrogen engines generally use a "premix + ignition" combustion mode. Taking into account the limitations of abnormal combustion such as detonation and pre-ignition, the compression ratio of hydrogen engines using this combustion mode is similar to that of natural gas engines, about 10-13, which seriously limits the improvement of thermal efficiency. Summary of the invention

[0004] Based on this, it is necessary to provide a hydrogen engine combustion system structure and partition control method that can be suitable for high compression ratio and improve thermal efficiency.

[0005] The present invention provides a hydrogen engine combustion system structure, the hydrogen engine combustion system structure comprising:

[0006] an engine cylinder, the engine cylinder including a cylinder head, the engine cylinder having a combustion chamber formed therein;

[0007] A high compression ratio piston is disposed in the engine cylinder, wherein the compression ratio of the high compression ratio piston is not less than 18;

[0008] a fuel injector, the fuel injector comprising a compression ignition fuel injection module and a hydrogen fuel injection module, capable of injecting fuel into the combustion chamber;

[0009] An auxiliary spark plug is disposed on the cylinder head and is capable of igniting in the combustion chamber.

[0010] In one of the embodiments, the fuel injector is arranged obliquely relative to the cylinder head, and is fixedly connected to the cylinder head via a bushing and a pressure plate.

[0011] In one embodiment, the compression ignition fuel injection module and the hydrogen fuel injection module are independent of each other, and the compression ignition fuel injection module works alone to spray compression ignition fuel; or the hydrogen fuel injection module works alone to spray hydrogen fuel; or the compression ignition fuel injection module and the hydrogen fuel injection module both work to spray compression ignition fuel and hydrogen fuel respectively for mixing.

[0012] In one of the embodiments, the compression ignition fuel injection module includes a compression ignition fuel flow channel and a compression ignition fuel spray hole, and the compression ignition fuel is sprayed from the compression ignition fuel spray hole via the compression ignition fuel flow channel. The hydrogen fuel injection module includes a hydrogen flow channel and a hydrogen spray hole, and the hydrogen fuel is sprayed from the hydrogen spray hole via the hydrogen flow channel.

[0013] In one embodiment, the hydrogen fuel injected by the hydrogen fuel injection module is high-pressure hydrogen or liquid hydrogen; the compression ignition fuel injected by the compression ignition fuel injection module is diesel or dimethyl ether;

[0014] And / or, the auxiliary spark plug is a cold low-energy spark plug, and the ignition mode includes high-voltage electrode breakdown ignition and corona ignition.

[0015] The present invention also provides a hydrogen engine zoning control method, which uses the hydrogen engine combustion system structure as described above to divide the operating conditions of the hydrogen engine into three areas according to load size, including a first load area, a second load area and a third load area;

[0016] In the first load region, the temperature at the end of compression is lower than the auto-ignition temperature of hydrogen, and hydrogen fuel cannot be compression-ignited. The easy-compression-ignition fuel injection module injects easy-compression-ignition fuel, and the hydrogen fuel injection module injects hydrogen fuel, which can be compression-ignited after mixing;

[0017] In the second load region, the temperature at the end of compression is higher than the temperature at the end of compression in the first load region, but still lower than the auto-ignition temperature of hydrogen, and the hydrogen fuel cannot be compression-ignited. The hydrogen fuel injection module works alone to inject hydrogen fuel, and the auxiliary spark plug assists in ignition;

[0018] In the third load region, the temperature at the end of compression is higher than the hydrogen auto-ignition temperature, and the hydrogen fuel injection module works alone to inject hydrogen fuel, which can be compressed and ignited.

[0019] In one of the embodiments, the load range of the first load zone is 0-40%, and the replacement rate of the easy compression ignition fuel is ≤30%.

[0020] In one embodiment, the load range of the second load zone is 40-65%.

[0021] In one embodiment, the load range of the third load zone is 65-100%.

[0022] In one of the embodiments, the fuel supply mode can be switched to a single compression ignition fuel mode, the compression ignition fuel injection module works, and the auxiliary spark plug and the hydrogen fuel injection module stop working.

[0023] The above-mentioned hydrogen engine combustion system structure and zoning control method provided by the present invention adopt a "compression ignition + diffusion" combustion mode, and inject hydrogen fuel into the combustion chamber of the hydrogen engine through a fuel injector, changing the traditional fuel premixing and injection to mixing and diffusion after injection of the fuel, and then compression igniting the gas in the combustion chamber through a high compression ratio piston, and can assist the compression ignition of the hydrogen fuel by injecting easy-to-compression-ignite fuel, or assist the ignition of the hydrogen fuel by an auxiliary spark plug, thereby realizing the application of hydrogen fuel in a high compression ratio hydrogen engine and significantly improving thermal efficiency; at the same time, hydrogen fuel is used as engine fuel to a large extent to reduce carbon dioxide emissions as much as possible. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 This is a schematic diagram of the structure of a hydrogen engine combustion system in some embodiments of the present application;

[0025] Figure 2 A schematic diagram of partition control of a partition control method according to some embodiments of the present application.

[0026] Figure Number:

[0027] 1. Auxiliary spark plug; 2. Intake valve; 3. Exhaust valve; 4. Bottom of cylinder head; 5. Piston top; 6. Inner wall of cylinder liner; 7. Fuel injector; 71. Compression ignition fuel injection module; 711. Compression ignition fuel flow channel; 712. Compression ignition fuel spray hole; 72. Hydrogen fuel injection module; 721. Hydrogen flow channel; 722. Hydrogen spray hole. DETAILED DESCRIPTION

[0028] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific embodiments of the present invention are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present invention. However, the present invention can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present invention, so the present invention is not limited by the specific embodiments disclosed below.

[0029] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0030] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0031] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0032] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0033] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used herein are for illustrative purposes only and are not intended to be the only implementation method.

[0034] See also Figure 1 , Figure 1 A schematic structural diagram of a hydrogen engine combustion system according to some embodiments of the present application is shown.

[0035] The present invention provides a hydrogen engine combustion system structure, which includes an engine cylinder, a high-compression ratio piston, a fuel injector 7 and an auxiliary spark plug 1. The engine cylinder includes a cylinder head, and a combustion chamber is formed in the engine cylinder; the high-compression ratio piston is arranged in the engine cylinder, and the compression ratio of the high-compression ratio piston is not less than 18; the fuel injector 7 includes an easy compression ignition fuel injection module 71 and a hydrogen fuel injection module 72, and can inject fuel into the combustion chamber; the auxiliary spark plug 1 is arranged on the cylinder head, and can ignite into the combustion chamber.

[0036] The above-mentioned hydrogen engine combustion system structure provided by the present invention adopts a "compression ignition + diffusion" combustion mode, and injects hydrogen fuel into the combustion chamber of the hydrogen engine through the fuel injector 7, changing the traditional fuel premixing and injection to mixing and diffusion after injection of the fuel, and then compression igniting the gas in the combustion chamber through a high compression ratio piston, and can assist the compression ignition of the hydrogen fuel by injecting easy-to-compression ignition fuel, or assist the ignition of the hydrogen fuel by an auxiliary spark plug 1, thereby realizing the application of hydrogen fuel in a high compression ratio hydrogen engine and significantly improving thermal efficiency; at the same time, hydrogen fuel is used as engine fuel to a large extent to reduce carbon dioxide emissions as much as possible.

[0037] In some specific embodiments, the cylinder head includes but is not limited to a flat bottom cylinder head, and the air passage in the cylinder head includes but is not limited to a double tangential air passage, a spiral air passage, etc. In some specific embodiments, the high compression ratio piston can be any form of piston bowl shape.

[0038] The engine cylinder also includes a cylinder liner, and the cylinder head is also provided with an intake valve 2 and an exhaust valve 3. In some specific embodiments, the combustion chamber is a closed space surrounded by the bottom surface 4 of the cylinder head, the intake valve 2, the exhaust valve 3, the auxiliary spark plug 1, the piston top 5 of the high compression ratio piston, the inner wall 6 of the cylinder liner and the fuel injector 7.

[0039] In some specific embodiments, the fuel injector 7 is arranged obliquely relative to the cylinder head, and is fixedly connected to the cylinder head through a bushing and a pressure plate.

[0040] In some specific embodiments, the compression ignition fuel injection module 71 and the hydrogen fuel injection module 72 are independent of each other. The compression ignition fuel injection module 71 works alone to spray out the compression ignition fuel; or the hydrogen fuel injection module 72 works alone to spray out the hydrogen fuel; or the compression ignition fuel injection module 71 and the hydrogen fuel injection module 72 spray out the compression ignition fuel and the hydrogen fuel respectively to mix. The fuel injector 7 is composed of the compression ignition fuel injection module 71 and the hydrogen fuel injection module 72. The two modules constitute an independent integrated design. The two modules can work independently or simultaneously, and can realize single fuel injection of compression ignition fuel or hydrogen fuel, or mixed injection of the two fuels.

[0041] In some specific embodiments, the compression ignition fuel injection module 71 includes an compression ignition fuel flow channel 711 and an compression ignition fuel injection hole 712, and the compression ignition fuel is injected into the combustion chamber from the compression ignition fuel injection hole 712 through the compression ignition fuel flow channel 711, and the hydrogen fuel injection module 72 includes a hydrogen flow channel 721 and a hydrogen injection hole 722, and the hydrogen fuel is injected into the combustion chamber from the hydrogen injection hole 722 through the hydrogen flow channel 721. The specific shapes of the compression ignition fuel injection hole 712 and the hydrogen injection hole 722 are determined according to the shape of the combustion chamber and the direction of the airflow in the cylinder.

[0042] In some specific embodiments, when the compression ignition fuel injection module 71 is spraying, the injection pressure range is 100-200 MPa, the angle between the axis of the compression ignition fuel injection hole 712 and the axis of the compression ignition fuel injection module 71 is not less than 70°, the diameter range of the compression ignition fuel injection hole 712 is 0.1-1 mm, and the shape of the compression ignition fuel injection hole 712 is not limited to a circle, and can also be other shapes.

[0043] In some specific embodiments, when the hydrogen fuel injection module 72 is spraying, the injection pressure range is 35-70 MPa, the angle between the axis of the hydrogen spray hole 722 and the axis of the hydrogen fuel injection module 72 is not less than 70°, the diameter range of the hydrogen spray hole 722 is 0.5-1.5 mm, and the shape of the hydrogen spray hole 722 is not limited to a circle, and can also be other shapes.

[0044] In some specific embodiments, the hydrogen fuel injected by the hydrogen fuel injection module 72 is high-pressure hydrogen or liquid hydrogen; the easily ignited fuel injected by the easily ignited fuel injection module 71 is diesel or dimethyl ether. In some specific embodiments, the easily ignited fuel includes but is not limited to fuels with low auto-ignition temperatures such as diesel and dimethyl ether, and the auto-ignition temperature after mixing with hydrogen fuel is lower than the auto-ignition temperature of hydrogen, which can assist the compression ignition of hydrogen fuel at a temperature lower than the auto-ignition temperature of hydrogen.

[0045] In some specific embodiments, the auxiliary spark plug 1 is a cold low-energy spark plug, which is suitable for engines with high compression ratios to avoid abnormal combustion such as knock and pre-ignition. Furthermore, the single cumulative ignition energy of the cold low-energy spark plug is ≤35mJ. The ignition method includes but is not limited to high-voltage electrode breakdown ignition, corona ignition and other ignition forms.

[0046] In some specific embodiments, the auxiliary spark plug 1 is centrally arranged in a cylinder head area corresponding to the axis of the engine cylinder, and is fixedly connected to the cylinder head by machined through holes and threads.

[0047] See also Figure 2 , Figure 2 A partition control schematic diagram of a partition control method according to some embodiments of the present application is shown.

[0048] The present invention also provides a hydrogen engine zoning control method, which uses the hydrogen engine combustion system structure as described above to divide the operating conditions of the hydrogen engine into three areas according to load size, including a first load area, a second load area and a third load area.

[0049] In some specific implementations, the small load zone is the first load zone, the medium load zone is the second load zone, and the large load zone is the third load zone.

[0050] In the first load zone, the temperature at the end of compression is lower than the auto-ignition temperature of hydrogen, and the hydrogen fuel cannot be compression ignited. The easy-compression-ignition fuel injection module 71 injects the easy-compression-ignition fuel, and the hydrogen fuel injection module 72 injects the hydrogen fuel, which can be compression ignited after mixing; in the second load zone, the temperature at the end of compression is higher than the temperature at the end of compression in the first load zone, but still lower than the auto-ignition temperature of hydrogen, and the hydrogen fuel cannot be compression ignited. The hydrogen fuel injection module 72 works alone to inject hydrogen fuel, and assists in ignition through the auxiliary spark plug 1; in the third load zone, the temperature at the end of compression is higher than the auto-ignition temperature of hydrogen, and the hydrogen fuel injection module 72 works alone to inject hydrogen fuel, which can be compression ignited.

[0051] In some specific embodiments, the load range of the first load zone is 0-40%, and the compression ignition fuel replacement rate is ≤30%, that is, the proportion of hydrogen fuel in the mixed fuel of hydrogen fuel and compression ignition fuel is ≥70%.

[0052] In some embodiments, the second load zone has a load range of 40-65%.

[0053] In some specific embodiments, the third load zone has a load range of 65-100%.

[0054] Specifically, in some specific embodiments, in the low load area, the auxiliary spark plug 1 stops working, the compression ignition fuel is injected earlier than the hydrogen fuel, and the compression ignition fuel injection timing range is 5-20°CA before the top dead center. The top dead center refers to the position of the piston top 5 in the engine when the distance from the center of the crankshaft is the largest. "°CA" represents the crankshaft angle, that is, 1°CA represents one degree of crankshaft rotation of 360 degrees. Generally, the movement of the piston to the top dead center is 0°CA. The hydrogen fuel injection timing range is 5-15°CA before the top dead center, and the compression ignition fuel replacement rate is ≤30%.

[0055] In the low load region, since the temperature of the combustion chamber after compression is lower than the auto-ignition temperature of hydrogen, the hydrogen fuel is mixed with the easily compression ignited fuel to reduce the auto-ignition temperature of the mixed fuel, so that it can be compression ignited without the need for auxiliary spark plug 1 ignition.

[0056] Specifically, in some specific embodiments, in the medium load area, the compression ignition fuel injection module 71 stops working, and the hydrogen fuel injection module 72 injects after the intake valve 2 is closed. The pilot injection timing range is 120-150°CA before top dead center, and the main injection timing range is 5-15°CA before top dead center. The mass of the pilot-injected hydrogen fuel accounts for ≤20% of the total hydrogen fuel mass. The ignition timing range of the auxiliary spark plug 1 is 5-20°CA before top dead center, and the ignition energy is ≤35mJ.

[0057] In the medium load region, since the temperature after compression is higher than that in the low load region but still lower than the self-ignition temperature of hydrogen, there is no need to add compression ignition fuel at this time, and the hydrogen fuel can be ignited by auxiliary ignition through the auxiliary spark plug 1.

[0058] Specifically, in some specific embodiments, in the high load area, the auxiliary spark plug 1 and the compression ignition fuel injection module 71 stop working, and the injection timing range of the hydrogen fuel injection module 72 is 5-15° CA before the top dead center.

[0059] After compression in the high load area, the temperature is higher than the auto-ignition temperature of hydrogen, and the hydrogen fuel can be directly compressed and ignited.

[0060] Combining the different hydrogen ignition methods in the three stages of small load, medium load and large load, it can be seen that in the whole working process, stable and efficient ignition of hydrogen fuel in all working conditions can be achieved under the new combustion mode of "compression ignition + diffusion".

[0061] The above-mentioned hydrogen engine partition control method can solve the current problem of low compression ratio and low thermal efficiency of hydrogen engines. It can be applied to hydrogen engines with high compression ratio, increase the compression ratio and thus improve the thermal efficiency, while maximizing the use of hydrogen as engine fuel to minimize carbon dioxide emissions.

[0062] In some specific embodiments, the fuel supply method can be switched to a single compression ignition fuel mode, that is, the compression ignition fuel injection module 71 works to spray compression ignition fuel, which is compression-ignited by a high compression ratio piston, and the auxiliary spark plug 1 and the hydrogen fuel injection module 72 stop working. The working control method is similar to that of a diesel engine, and the single compression ignition fuel mode can be expanded to achieve application in all working conditions.

[0063] The above-mentioned hydrogen engine combustion system structure and zoning control method provided by the present invention, on the one hand, provide a new combustion mode direct injection hydrogen engine combustion system structure suitable for high compression ratio, to achieve stable ignition of hydrogen under the new combustion mode, and on the other hand, provide a zoning control method for stable and efficient ignition of hydrogen under all working conditions.

[0064] The "compression ignition + diffusion" combustion mode is adopted, and hydrogen fuel is injected into the combustion chamber of the hydrogen engine through the fuel injector 7. The traditional fuel premixing and injection is changed to mixing and diffusion after the fuel is injected, and then the gas in the combustion chamber is compressed and ignited by the high compression ratio piston. The fuel injector 7 includes an easy compression ignition fuel injection module 71 and a hydrogen fuel injection module 72. The two modules constitute an independent integrated design. The two modules can work independently or simultaneously, and can realize single fuel injection of easy compression ignition fuel or hydrogen fuel, and can also realize mixed injection of the two fuels. The compression ignition of hydrogen fuel is assisted by injecting easy compression ignition fuel, or the ignition of hydrogen fuel is assisted by the auxiliary spark plug 1. The operating conditions of the hydrogen engine are divided into three areas according to the load size, namely, a small load area, a medium load area and a large load area. In the small load area, since the temperature of the combustion chamber after compression is lower than the auto-ignition temperature of hydrogen, the easy-compression-ignition fuel is sprayed out and mixed with the hydrogen fuel to reduce the auto-ignition temperature of the mixed fuel, so that it can be compression-ignited without the need for auxiliary spark plug 1 ignition; in the medium load area, since the temperature after compression is higher than the small load area but still lower than the auto-ignition temperature of hydrogen, there is no need to add the easy-compression-ignition fuel at this time, and the hydrogen fuel can be ignited by auxiliary spark plug 1; in the large load area, the temperature after compression is higher than the auto-ignition temperature of hydrogen, and the hydrogen fuel can be directly compression-ignited; in the small load area, the medium load area and the large load area From the different hydrogen ignition methods in the three stages of the load zone, it can be seen that in the entire working condition, stable and efficient ignition of hydrogen fuel in all working conditions can be achieved under the new combustion mode of "compression ignition + diffusion". A zoning control method for stable and efficient ignition of hydrogen under all working conditions has been clarified, which solves the problem that the compression ratio in the "compression ignition + diffusion" combustion mode is increased but it is difficult to make hydrogen burn stably and efficiently during the working process. The application of hydrogen fuel in high compression ratio hydrogen engines is realized, and the thermal efficiency is significantly improved. At the same time, hydrogen fuel is used as engine fuel to a large extent to reduce carbon dioxide emissions as much as possible; it can also expand the single easy compression ignition fuel mode to achieve application in all working conditions.

[0065] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0066] The above-mentioned embodiments only express several implementation methods of the present invention, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the invention patent. It should be pointed out that, for ordinary technicians in this field, several variations and improvements can be made without departing from the concept of the present invention, and these all belong to the protection scope of the present invention. Therefore, the protection scope of the patent of the present invention shall be subject to the attached claims.

Claims

1. A hydrogen engine combustion system structure, characterized in that: include: an engine cylinder, the engine cylinder including a cylinder head, the engine cylinder having a combustion chamber formed therein; A high compression ratio piston is disposed in the engine cylinder, wherein the compression ratio of the high compression ratio piston is not less than 18; a fuel injector, the fuel injector being arranged obliquely relative to the cylinder head, the fuel injector comprising a compression ignition fuel injection module and a hydrogen fuel injection module, and capable of injecting fuel into the combustion chamber; an auxiliary spark plug, the auxiliary spark plug being arranged on the cylinder head and capable of igniting in the combustion chamber; The compression ignition fuel injection module comprises an compression ignition fuel flow channel and an compression ignition fuel injection hole, and the compression ignition fuel is injected from the compression ignition fuel injection hole via the compression ignition fuel flow channel; the hydrogen fuel injection module comprises a hydrogen flow channel and a hydrogen injection hole, and the hydrogen fuel is injected from the hydrogen injection hole via the hydrogen flow channel; Among them, the angle between the axis of the easy compression ignition fuel spray hole and the axis of the easy compression ignition fuel injection module is not less than 70°, and the diameter range of the easy compression ignition fuel spray hole is 0.1-1mm; the angle between the axis of the hydrogen spray hole and the axis of the hydrogen fuel injection module is not less than 70°, and the diameter range of the hydrogen spray hole is 0.5-1.5mm.

2. The hydrogen engine combustion system structure according to claim 1, characterized in that: The fuel injector is fixedly connected to the cylinder head via a bushing and a pressure plate.

3. The hydrogen engine combustion system structure according to claim 1, characterized in that: The easy compression ignition fuel injection module and the hydrogen fuel injection module are independent of each other. The easy compression ignition fuel injection module works alone to spray easy compression ignition fuel; or the hydrogen fuel injection module works alone to spray hydrogen fuel; or the easy compression ignition fuel injection module and the hydrogen fuel injection module both work to spray easy compression ignition fuel and hydrogen fuel respectively for mixing.

4. The hydrogen engine combustion system structure according to claim 1, characterized in that: The shape of the compression ignition fuel injection hole is set to be circular; the shape of the hydrogen injection hole is set to be circular.

5. The hydrogen engine combustion system structure according to claim 1, characterized in that: The hydrogen fuel injected by the hydrogen fuel injection module is high-pressure hydrogen or liquid hydrogen; the compression ignition fuel injected by the compression ignition fuel injection module is diesel or dimethyl ether; And / or, the auxiliary spark plug is a cold low-energy spark plug, and the ignition mode includes high-voltage electrode breakdown ignition and corona ignition.

6. A hydrogen engine partition control method, characterized in that: Using the hydrogen engine combustion system structure as described in any one of claims 1 to 5, the operating conditions of the hydrogen engine are divided into three areas according to the load size, including a first load area, a second load area and a third load area; In the first load region, the temperature at the end of compression is lower than the auto-ignition temperature of hydrogen, and hydrogen fuel cannot be compression-ignited. The easy-compression-ignition fuel injection module injects easy-compression-ignition fuel, and the hydrogen fuel injection module injects hydrogen fuel, which can be compression-ignited after mixing; In the second load region, the temperature at the end of compression is higher than the temperature at the end of compression in the first load region, but still lower than the auto-ignition temperature of hydrogen, and the hydrogen fuel cannot be compression-ignited. The hydrogen fuel injection module works alone to inject hydrogen fuel, and the auxiliary spark plug assists in ignition; In the third load region, the temperature at the end of compression is higher than the hydrogen auto-ignition temperature, and the hydrogen fuel injection module works alone to inject hydrogen fuel, which can be compressed and ignited.

7. The hydrogen engine partition control method according to claim 6, characterized in that: The load range of the first load zone is 0-40%, and the replacement rate of the easy compression ignition fuel is ≤30%.

8. The hydrogen engine partition control method according to claim 6, characterized in that: The load range of the second load zone is 40-65%.

9. The hydrogen engine partition control method according to claim 6, characterized in that: The load range of the third load zone is 65-100%.

10. The hydrogen engine partition control method according to claim 6, characterized in that: fuel The supply mode can be switched to a single compression ignition fuel mode, and the compression ignition fuel injection module works. The auxiliary spark plug and the hydrogen fuel injection module stop working.

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