Hydrogen rail structure, hydrogen spraying nozzle lubricating system and automobile

Abstract

The invention discloses a hydrogen rail structure, a hydrogen spraying nozzle lubricating system and an automobile, and relates to the technical field of automobiles. The disclosed hydrogen rail structure comprises a Venturi tube structure and a plurality of hydrogen spraying nozzles; the hydrogen spraying nozzles are arranged on the same side wall of the Venturi tube structure; each hydrogen spraying nozzle is connected into the combustion chamber; and the Venturi tube structure is connected with the crankcase through a crankcase ventilation pipe at the position of the preset throttling hole. According to the Venturi tube structure, when all the hydrogen spraying nozzles spray hydrogen into the combustion chamber for combustion, negative pressure is generated at the position of the preset throttling hole; the Venturi tube structure sucks engine oil mixed steam in the crankcase through the crankcase ventilation pipe based on negative pressure, and the engine oil mixed steam is formed by mixing combustion waste gas generated by the combustion chamber and engine oil steam in the crankcase; the Venturi tube structure enables engine oil mixed steam to flow to the hydrogen spraying nozzles so as to lubricate the hydrogen spraying nozzles, and therefore the situation that the hydrogen spraying nozzles are damaged due to dry friction between plungers and plunger holes of the hydrogen spraying nozzles in the absence of lubricating oil is avoided.

Description

Technical Field

[0001] The present application relates to the technical field of automobile engines, and in particular to a hydrogen rail structure, a hydrogen injection nozzle lubrication system and an automobile. Background Art

[0002] Since hydrogen engines using hydrogen as fuel only produce water when burned, in order to reduce pollution to the environment, existing cars have begun to use hydrogen engines. Hydrogen engines are equipped with hydrogen nozzles extending into the combustion chamber, and hydrogen is directly injected into the combustion chamber through the hydrogen nozzles for combustion.

[0003] The hydrogen nozzle of the existing hydrogen engine uses a plunger valve controlled by an electromagnetic coil to control the opening and closing of the hydrogen nozzle, and the hydrogen injection flow rate is controlled by controlling the opening time of the hydrogen nozzle. However, in a four-stroke engine, hydrogen injection is only performed during the intake stroke, and the hydrogen nozzle is closed during other strokes. Therefore, the hydrogen nozzle needs to be continuously opened and closed by a plunger valve. Since there is no lubricating oil to lubricate the plunger valve in the hydrogen nozzle, this method will cause dry friction between the plunger of the hydrogen nozzle and the plunger hole, causing damage to the hydrogen nozzle.

[0004] The above contents are only used to assist in understanding the technical solution of the present application and do not constitute an admission that the above contents are prior art. Summary of the invention

[0005] The main purpose of the present application is to provide a hydrogen rail structure, a hydrogen nozzle lubrication system and a vehicle, aiming to solve the technical problem in the prior art that there is no lubricating oil to lubricate the plunger valve in the hydrogen nozzle, which causes dry friction between the plunger and the plunger hole of the hydrogen nozzle and causes damage to the hydrogen nozzle.

[0006] To achieve the above-mentioned purpose, the present application provides a hydrogen rail structure, which includes: a venturi tube structure and a plurality of hydrogen spray nozzles;

[0007] Each of the hydrogen spray nozzles is arranged on the same side wall of the venturi tube structure;

[0008] Each of the hydrogen injection nozzles is connected to the combustion chamber;

[0009] The venturi tube structure is connected to the crankcase through the crankcase ventilation pipe at the preset throttle position;

[0010] The venturi tube structure is used to generate negative pressure at the preset throttle hole position when each of the hydrogen injection nozzles injects hydrogen into the combustion chamber for combustion;

[0011] The venturi tube structure is further used to absorb the oil mixed steam in the crankcase through the crankcase ventilation pipe based on the negative pressure, and the oil mixed steam is formed by mixing the combustion exhaust gas generated by the combustion chamber and the oil steam in the crankcase;

[0012] The venturi tube structure is also used to circulate the engine oil mixed with steam to each of the hydrogen injection nozzles to lubricate each of the hydrogen injection nozzles.

[0013] In one embodiment, a throttling pipe is provided between the air inlet end and the air outlet end of the venturi tube structure;

[0014] The preset throttling hole is located on the side wall of the throttling pipe;

[0015] A throttling hole is provided at the throttling hole position of the throttling pipeline;

[0016] The crankcase ventilation line is introduced into the throttle bore.

[0017] In one embodiment, the venturi tube structure comprises: an air inlet pipe, an air outlet pipe and the throttling pipe;

[0018] The air intake pipe is connected to one end of the throttling pipe as the air intake end;

[0019] The outlet pipe is connected to the other end of the throttling pipe as the outlet end;

[0020] The diameter of the throttling pipeline is smaller than the diameters of the air inlet pipeline and the air outlet pipeline.

[0021] In one embodiment, the air intake duct comprises: an inlet straight pipe and a contraction cone pipe;

[0022] The gas outlet pipe comprises: a diffusion cone pipe and an outlet straight pipe;

[0023] The contraction cone tube and the diffusion cone tube are both cone structures with cross-sectional areas decreasing from the first end to the second end;

[0024] The first end of the contraction cone tube is connected to the inlet straight tube, and the second end of the contraction cone tube is connected to one end of the throttling pipe;

[0025] The first end of the diffusion cone is connected to the outlet straight pipe, and the second end of the diffusion cone is connected to the other end of the throttling pipe;

[0026] The same side wall of the outlet straight pipe is provided with the hydrogen spray nozzles.

[0027] In addition, to achieve the above-mentioned purpose, the present application also proposes a hydrogen nozzle lubrication system, the hydrogen nozzle lubrication system comprising: a combustion chamber, a crankcase, a crankcase ventilation pipe and a hydrogen rail structure as described above;

[0028] Each hydrogen nozzle of the hydrogen rail structure is connected to the combustion chamber;

[0029] The side wall of the crankcase is connected to the first end of the crankcase ventilation pipe;

[0030] The hydrogen rail structure is connected to the second end of the crankcase ventilation pipe at a preset throttle hole position.

[0031] In one embodiment, the hydrogen injection nozzle lubrication system further comprises: a one-way valve;

[0032] The one-way valve is arranged in the crankcase ventilation pipe;

[0033] The one-way valve is used to control the oil mixed steam in the crankcase ventilation pipe to flow from the crankcase to the hydrogen rail structure.

[0034] In one embodiment, the hydrogen injection nozzle lubrication system further includes: an engine control unit and an electronically controlled valve;

[0035] The engine control unit is electrically connected to the electric control valve;

[0036] The electronically controlled valve is disposed in the crankcase ventilation pipe and is close to the preset throttle hole position of the hydrogen rail structure;

[0037] The engine control unit is used to control the opening of the electronically controlled valve based on a preset period;

[0038] The electronically controlled valve is used to allow the oil mixed steam sucked into the crankcase ventilation pipe based on the negative pressure to flow into the hydrogen rail structure when it is opened.

[0039] In one embodiment, the hydrogen nozzle lubrication system further includes: an intake manifold and a throttle valve;

[0040] One end of the intake manifold is in communication with the combustion chamber;

[0041] The throttle valve is disposed at the other end of the intake manifold.

[0042] In one embodiment, the hydrogen nozzle lubrication system further comprises: a hydrogen pipe, a pressure reducing valve and a hydrogen tank;

[0043] The first end of the hydrogen pipe is connected to the hydrogen rail structure;

[0044] The second end of the hydrogen pipe is connected to the first end of the pressure reducing valve;

[0045] The second end of the pressure reducing valve is connected to the hydrogen tank.

[0046] In addition, to achieve the above-mentioned purpose, the present application also proposes a car, which includes the hydrogen injection nozzle lubrication system as described above. Preferably,

[0047] One or more technical solutions proposed in this application have at least the following technical effects:

[0048] The hydrogen rail structure disclosed in the present application includes: a venturi tube structure and a plurality of hydrogen nozzles; each hydrogen nozzle is arranged at the same side wall of the venturi tube structure; each hydrogen nozzle is connected to the combustion chamber; the venturi tube structure is connected to the crankcase through a crankcase ventilation pipe at a preset throttle position. The venturi tube structure of the present application generates a negative pressure at a preset throttle position when each hydrogen nozzle injects hydrogen into the combustion chamber for combustion; the venturi tube structure absorbs the oil mixed steam in the crankcase through the crankcase ventilation pipe based on the negative pressure, and the oil mixed steam is formed by mixing the combustion exhaust gas generated by the combustion chamber with the oil steam in the crankcase; the venturi tube structure circulates the oil mixed steam to the hydrogen nozzle to lubricate each hydrogen nozzle. The hydrogen rail structure of the present application adopts a venturi tube structure, and a crankcase ventilation pipe is connected to a preset throttle hole position of the venturi tube structure. When hydrogen is burned in the combustion chamber, the generated combustion exhaust gas will enter the crankcase and mix with the engine oil vapor in the crankcase to form engine oil mixed vapor. Compared with the prior art, when hydrogen is burned in the combustion chamber, the flow of hydrogen in the venturi tube structure will generate negative pressure at the preset throttle hole position. The negative pressure can be used to absorb the engine oil mixed vapor in the crankcase through the crankcase ventilation pipe, and then the absorbed engine oil mixed vapor can be circulated to each hydrogen nozzle, and each hydrogen nozzle can be lubricated by the engine oil mixed vapor, thereby avoiding dry friction between the plunger and the plunger hole of the hydrogen nozzle in the absence of lubricating oil, which causes the plunger structure in the hydrogen nozzle to move frequently and damage the hydrogen nozzle. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0050] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0051] Figure 1 This is a schematic structural diagram of the first embodiment of the hydrogen rail structure of the present application;

[0052] Figure 2 This is a schematic structural diagram of the second embodiment of the hydrogen rail structure of the present application;

[0053] Figure 3 This is a schematic diagram of the structure of each pipeline in the second embodiment of the hydrogen rail structure of this application;

[0054] Figure 4 This is a schematic structural diagram of the first embodiment of the hydrogen injection nozzle lubrication system of the present application;

[0055] Figure 5 This is a schematic structural diagram of the second embodiment of the hydrogen injection nozzle lubrication system of the present application.

[0056] The purpose, features and advantages of this application will be further described in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0057] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0058] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0059] The main solution of the embodiment of the present application is: the hydrogen rail structure adopts a venturi tube structure, and a crankcase ventilation pipe is connected to the preset throttle hole position of the venturi tube structure. When hydrogen burns in the combustion chamber, a negative pressure will be generated at the preset throttle hole position. The negative pressure can be used to absorb the oil mixed vapor in the crankcase through the crankcase ventilation pipe, and then the absorbed oil mixed vapor is circulated to each hydrogen nozzle to lubricate each hydrogen nozzle.

[0060] The hydrogen engine uses hydrogen as fuel. High-pressure hydrogen is stored in a hydrogen storage tank. After being reduced in pressure by a pressure reducing valve, the hydrogen enters a hydrogen rail. A hydrogen nozzle is installed on the hydrogen rail. The hydrogen nozzle is directly installed and extends into the combustion chamber, and hydrogen can be directly injected into the combustion chamber for combustion. The hydrogen nozzle of the existing hydrogen engine uses a plunger valve controlled by an electromagnetic coil to control the opening and closing of the hydrogen nozzle, and the hydrogen injection flow rate is controlled by controlling the opening time of the hydrogen nozzle. However, in a four-stroke engine, hydrogen injection is only performed during the intake stroke, and the hydrogen nozzle is in a closed state during other strokes. Therefore, it is necessary to control the continuous opening and closing of the hydrogen nozzle through a plunger valve. Since there is no lubricating oil to lubricate the plunger valve in the hydrogen nozzle, this method will cause dry friction between the plunger and the plunger hole of the hydrogen nozzle, causing damage to the hydrogen nozzle.

[0061] The present application provides a solution, which adopts a hydrogen rail structure of a venturi tube structure, and connects a crankcase ventilation pipe to a preset throttle hole position of the venturi tube structure. When hydrogen is burned in the combustion chamber, the generated combustion exhaust gas will enter the crankcase and mix with the engine oil vapor in the crankcase to form engine oil mixed vapor. Compared with the prior art, when hydrogen is burned in the combustion chamber, the flow of hydrogen in the venturi tube structure will generate negative pressure at the preset throttle hole position, and the negative pressure can be used to absorb the engine oil mixed vapor in the crankcase through the crankcase ventilation pipe, and then the absorbed engine oil mixed vapor can be circulated to each hydrogen nozzle, and each hydrogen nozzle can be lubricated by the engine oil mixed vapor, thereby avoiding dry friction between the plunger and the plunger hole of the hydrogen nozzle in the absence of lubricating oil, which causes the plunger structure in the hydrogen nozzle to move frequently and damage the hydrogen nozzle.

[0062] Based on this, the present application embodiment provides a hydrogen rail structure, referring to Figure 1 , Figure 1 This is a schematic structural diagram of the first embodiment of the hydrogen rail structure of the present application.

[0063] In this embodiment, the hydrogen rail structure includes: a venturi tube structure 11 and a plurality of hydrogen spray nozzles.

[0064] Each of the hydrogen spray nozzles is disposed on the same side wall of the venturi tube structure 11 .

[0065] Each of the hydrogen injection nozzles is connected to the combustion chamber 21 .

[0066] The venturi tube structure 11 is connected to the crankcase 22 through a crankcase ventilation pipe 30 at a preset throttle hole position.

[0067] It should be noted that the number of the above-mentioned hydrogen injection nozzles can be determined according to the number of cylinders of the engine. Figure 1 There are four hydrogen nozzles in the system, which can be applied to a four-cylinder engine. The strokes of a four-cylinder engine are intake, compression, work (doing work) and exhaust.

[0068] It is understandable that the venturi tube structure 11 may be composed of a pipe that gradually contracts to a narrow throat and then gradually expands. The preset throttle hole position may be located at the throat pipe of the venturi tube structure 11. The hydrogen nozzle may be located at the gradually expanding pipe in the venturi tube structure 11.

[0069] For ease of understanding, Figure 1 The specific structure of the combustion chamber 21 is not shown. Figure 1Although not shown, the combustion chamber 21 may be formed by the area enclosed by the piston, the cylinder barrel and the cylinder head, and the combustion chamber 21 is not directly connected to the crankcase 22. The piston is located in the cylinder, and its top usually corresponds to the lowest part of the combustion chamber 21; the cylinder barrel is the internal structure of the hydrogen engine, and its inner wall contacts the side of the piston, forming the side of the combustion chamber 21; the cylinder head is located at the top of the cylinder, and the upper structure of the combustion chamber 21 is designed inside it. The piston can move up and down, and the combustion chamber 21 can only take in and exhaust air when the piston is open.

[0070] Furthermore, in this embodiment, a throttling pipe 101 is provided between the air inlet end and the air outlet end of the venturi tube structure 11 .

[0071] The preset throttling hole is located on the side wall of the throttling pipe 101 .

[0072] A throttling hole is provided at the throttling hole position of the throttling pipe 101 .

[0073] The crankcase ventilation line 30 is introduced into the throttle bore.

[0074] It should be noted that the air inlet end of the venturi tube structure 11 may be a pipe which gradually contracts from a straight pipe, for receiving hydrogen. The air outlet end of the venturi tube structure 11 may be a pipe provided with the hydrogen nozzle, for injecting hydrogen into the combustion chamber 21.

[0075] It is understandable that the throttling pipe 101 may be a narrow throat between the air inlet end and the air outlet end. That is, the air inlet end gradually contracts toward one end of the throttling pipe 101, and the other end of the throttling pipe 101 gradually expands toward the air outlet end. Therefore, the throttling pipe 101 may serve as a transition section from the thick pipe to the thin pipe, and from the thin pipe to the thick pipe of the venturi tube structure 11.

[0076] It should be noted that, for the hydrogen in the venturi tube structure 11, when the hydrogen flows through the narrower contraction section pipeline, the flow velocity gradually increases, reaches the maximum at the throttling pipe 101, and gradually slows down in the expansion section pipeline. Therefore, in order to generate negative pressure, a position such as the middle position can be selected on the side wall of the throttling pipe 101 as the preset throttling hole position, and then a throttling hole is opened at the preset throttling hole position, and the crankcase ventilation pipe 30 is connected to the throttling hole.

[0077] The venturi tube structure 11 is used to generate negative pressure at the preset throttle hole position when each hydrogen injection nozzle injects hydrogen into the combustion chamber 21 for combustion.

[0078] The venturi tube structure 11 is also used to absorb the oil mixed vapor generated by combustion in the crankcase 22 through the crankcase ventilation pipe 30 based on the negative pressure. The oil mixed vapor is formed by mixing the combustion exhaust gas generated by the combustion chamber and the oil vapor in the crankcase.

[0079] The venturi tube structure 11 is also used to circulate the engine oil mixed with steam to each of the hydrogen injection nozzles to lubricate each of the hydrogen injection nozzles.

[0080] No matter how well sealed it is, the pressure is very high during combustion and the piston will leak gas.

[0081] It should be noted that when the hydrogen engine is running, the high-pressure hydrogen in the hydrogen tank can enter the above-mentioned venturi tube structure 11 after being decompressed by the pressure reducing valve, and the hydrogen flows into the hydrogen nozzle in the venturi tube structure 11. When the hydrogen engine is in the intake stroke, the hydrogen nozzle sprays the hydrogen into the combustion chamber of the combustion chamber 21, and after mixing with the air in the combustion chamber 21, it burns and produces water vapor, that is, combustion exhaust gas. Since the combustion chamber 21 generates a large pressure when burning, part of the combustion exhaust gas in the combustion chamber 21 will enter the crankcase 22 through the gap between the piston and the cylinder. At the same time, there is engine oil (i.e., lubricating oil) in the oil pan at the bottom of the crankcase 22. The heat when the hydrogen engine is running will heat the engine oil in the crankcase to generate engine oil vapor, which can be mixed with the combustion exhaust gas flowing into the combustion chamber 21 to form engine oil mixed vapor. In addition, there may be a small amount of hydrogen that is not fully burned in the crankcase 22, so the engine oil mixed vapor may also contain a small amount of hydrogen.

[0082] It is understandable that when the hydrogen nozzle sprays hydrogen, the hydrogen in the venturi tube structure 11 is consumed, and the hydrogen from the hydrogen tank after decompression will continue to be added to the venturi tube structure 11 to maintain the pressure in the venturi tube structure 11 to a certain range. At this time, the hydrogen in the venturi tube structure 11 flows, and the hydrogen flow rate increases due to the smaller diameter of the throttling pipe 101 of the venturi tube structure 11, so that the hydrogen pressure in the throttling pipe 101 decreases, thereby generating a negative pressure at the preset throttling hole position. The negative pressure can be used to absorb the oil mixed steam in the crankcase 22 through the crankcase ventilation pipe 30, so that the oil mixed steam in the crankcase 22 enters the throttling pipe 101 through the crankcase ventilation pipe 30.

[0083] In a specific implementation, the oil mixed steam entering the throttling pipe 101 can be sucked into each hydrogen spray nozzle, mixed with the hydrogen at the outlet end, and then sprayed into the crankcase 22. Since the oil mixed steam contains oil steam and combustion exhaust gas, it can lubricate the plunger in the hydrogen spray nozzle, thereby ensuring that the hydrogen spray nozzle will not be damaged due to dry friction between the plunger and the plunger hole under high-frequency reciprocating motion.

[0084] The hydrogen rail structure provided in this embodiment includes: a venturi tube structure and a plurality of hydrogen nozzles; each hydrogen nozzle is arranged at the same side wall of the venturi tube structure; each hydrogen nozzle is connected to the combustion chamber; the venturi tube structure is connected to the crankcase through the crankcase ventilation pipe at the preset throttle position. The venturi tube structure of this embodiment generates negative pressure at the preset throttle position when each hydrogen nozzle injects hydrogen into the combustion chamber for combustion; the venturi tube structure absorbs the oil mixed steam in the crankcase through the crankcase ventilation pipe based on the negative pressure, and the oil mixed steam is formed by mixing the combustion exhaust gas generated by the combustion chamber with the oil steam in the crankcase; the venturi tube structure circulates the oil mixed steam to the hydrogen nozzle to lubricate each hydrogen nozzle. The hydrogen rail structure of the present embodiment adopts a venturi tube structure, and a crankcase ventilation pipe is connected to the preset throttle hole position of the venturi tube structure. When hydrogen is burned in the combustion chamber, the generated combustion exhaust gas will enter the crankcase and mix with the engine oil vapor in the crankcase to form engine oil mixed vapor. Compared with the prior art, when hydrogen is burned in the combustion chamber, the present embodiment will generate negative pressure at the preset throttle hole position, and the negative pressure can be used to absorb the engine oil mixed vapor in the crankcase through the crankcase ventilation pipe, and then the absorbed engine oil mixed vapor can be circulated to each hydrogen nozzle, and each hydrogen nozzle can be lubricated by the engine oil mixed vapor, thereby avoiding dry friction between the plunger and the plunger hole of the hydrogen nozzle in the absence of lubricating oil, which causes the plunger structure in the hydrogen nozzle to move frequently and damage the hydrogen nozzle.

[0085] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the first embodiment can refer to the above introduction, and will not be repeated in the following. Figure 2 This is a schematic structural diagram of the second embodiment of the hydrogen rail structure of the present application.

[0086] In this embodiment, the venturi tube structure 11 includes: an air inlet pipe, an air outlet pipe and the throttling pipe 101 .

[0087] The air intake pipe is connected to one end of the throttling pipe 101 as the air intake end.

[0088] The air outlet pipe is connected to the other end of the throttling pipe 101 as the air outlet end.

[0089] The diameter of the throttling pipe 101 is smaller than the diameter of the air inlet pipe and the diameter of the air outlet pipe.

[0090] It should be noted that the air inlet pipe can be used to receive hydrogen provided by the hydrogen tank after being decompressed by the pressure reducing valve. The side wall of the air outlet pipe is provided with hydrogen spray nozzles for spraying hydrogen into the combustion chamber 21 through the hydrogen spray nozzles.

[0091] It is understandable that the crankcase ventilation pipe 22 is connected to the side wall of the throttle pipe 101 at the preset throttle hole position. In addition, the diameter of the throttle pipe 101 in the cross section is lower than the diameter of the intake pipe in the cross section and the diameter of the outlet pipe in the cross section, so as to generate negative pressure at the preset throttle hole position.

[0092] For ease of understanding, refer to Figure 3 This invention is provided for illustration, but is not intended to limit the present application. Figure 3 This is a schematic diagram of the structure of each pipeline in the second embodiment of the hydrogen rail structure of this application. Figure 3 In the embodiment, the air inlet pipe includes an inlet straight pipe 1021 and a convergent cone pipe 1022 , and the air outlet pipe includes a diffuser cone pipe 1031 and an outlet straight pipe 1032 .

[0093] The convergent cone 1022 and the diffuser cone 1031 are both cone structures whose cross-sectional areas decrease from the first end to the second end.

[0094] The first end of the contraction cone tube 1022 is connected to the inlet straight pipe 1021 , and the second end of the contraction cone tube 1022 is connected to one end of the throttling pipe 101 .

[0095] The first end of the diffusion cone tube 1031 is connected to the outlet straight tube 1032 , and the second end of the diffusion cone tube 1031 is connected to the other end of the throttling pipe 101 .

[0096] The same side wall of the outlet straight pipe 1032 is provided with the hydrogen spray nozzles.

[0097] It should be noted that the first end of the above-mentioned contraction cone 1022 may be the bottom end with the largest cross-sectional area, and the second end of the above-mentioned contraction cone 1022 may be the top end with the smallest cross-sectional area. The first end of the above-mentioned diffusion cone 1031 may be the bottom end with the largest cross-sectional area, and the second end of the above-mentioned diffusion cone 1031 may be the top end with the smallest cross-sectional area.

[0098] It is understandable that the inlet straight pipe 1021 and the outlet straight pipe 1032 may both be cylindrical pipes with a constant cross-sectional area.

[0099] In a specific implementation, the cross section of the connection between the above-mentioned contraction cone tube 1022 and the inlet straight tube 1021 gradually decreases toward the cross section of the connection with the throttling pipe 101, that is, the connection end between the above-mentioned contraction cone tube 1022 and the inlet straight tube 1021 is the bottom end with the largest cross-sectional area, and the connection end with the throttling pipe 101 is the top end with the smallest cross-sectional area. The cross section of the connection between the above-mentioned diffusion cone tube 1031 and the throttling pipe 101 gradually increases toward the cross section of the connection with the outlet straight tube 1032, that is, the connection end between the above-mentioned diffusion cone tube 1031 and the throttling pipe 101 is the top end with the smallest cross-sectional area, and the connection end with the outlet straight tube 1032 is the bottom end with the largest cross-sectional area, so that the diameter of the throttling pipe 101 in the cross section is lower than the diameter of the connected contraction cone tube 1022 and the diameter of the diffusion cone tube 1031, so as to accurately generate negative pressure at the preset throttling hole position.

[0100] Based on the above-mentioned embodiments of the hydrogen rail structure of the present application, the present application also proposes a hydrogen nozzle lubrication system. In the first embodiment of the hydrogen nozzle lubrication system, the description of the hydrogen rail structure can refer to the same or similar contents of the above-mentioned embodiments of the hydrogen rail structure, and will not be repeated later.

[0101] On this basis, please refer to Figure 4 , Figure 4 This is a schematic structural diagram of the first embodiment of the hydrogen injection nozzle lubrication system of the present application.

[0102] In this embodiment, the hydrogen nozzle lubrication system includes: a combustion chamber 21, a crankcase 22, a crankcase ventilation pipe 30 and the hydrogen rail structure 10 as described above.

[0103] Each hydrogen nozzle of the hydrogen rail structure 10 is connected to the combustion chamber 21 .

[0104] A side wall of the crankcase 22 is connected to a first end of the crankcase ventilation pipe 30 .

[0105] The hydrogen rail structure 10 is connected to the second end of the crankcase ventilation pipe 30 at a preset throttle hole position.

[0106] Furthermore, in this embodiment, the hydrogen nozzle lubrication system further includes: an intake manifold 40 and a throttle valve 50;

[0107] One end of the intake manifold 40 is communicated with the combustion chamber 21 .

[0108] The throttle valve 50 is disposed at the other end of the intake manifold.

[0109] It should be noted that the throttle valve 50 is used to adjust the amount of external air entering the intake manifold 40 .

[0110] The hydrogen spray nozzle lubrication system further includes: a hydrogen pipe 60, a pressure reducing valve 70 and a hydrogen tank 80;

[0111] A first end of the hydrogen pipe 60 is connected to the hydrogen rail structure 10 .

[0112] The second end of the hydrogen pipe 60 is connected to the first end of the pressure reducing valve 70 .

[0113] A second end of the pressure reducing valve 70 is connected to the hydrogen tank 80 .

[0114] It should be noted that the pressure reducing valve 70 and the hydrogen tank 80 are connected via a hydrogen pipe 60 .

[0115] In a specific implementation, when the hydrogen engine is running, the high-pressure hydrogen in the hydrogen tank 80 is decompressed by the pressure reducing valve 70 and then enters the hydrogen rail structure 10 through the hydrogen pipe 60. In the hydrogen rail structure 10, the hydrogen flows into the hydrogen nozzle. When the hydrogen engine is in the intake stroke, the hydrogen nozzle sprays hydrogen into the combustion chamber 21. At the same time, in the intake stroke, the throttle 50 opens a certain opening, and the external air is sucked into the combustion chamber 21 through the intake manifold 40. After mixing with the air in the combustion chamber 21, it burns and does work, generating water vapor, that is, combustion exhaust gas. In addition, the engine oil (i.e., lubricating oil) in the oil pan of the crankcase 22 is heated to generate engine oil vapor. Part of the combustion exhaust gas in the combustion chamber 21 will flow into the crankcase 22 through the gap between the piston and the cylinder barrel, and mix with the engine oil vapor to form engine oil mixed vapor. In addition, a small amount of hydrogen that is not fully burned may also exist in the crankcase 22, so the engine oil mixed vapor may also contain a small amount of hydrogen. When the hydrogen nozzle sprays hydrogen, negative pressure is generated at the throttling pipe of the hydrogen rail structure 10. The negative pressure can be used to absorb the oil mixed vapor in the crankcase 22 through the crankcase ventilation pipe 30, so that the oil mixed vapor in the crankcase 22 is sucked into each hydrogen nozzle through the crankcase ventilation pipe 30 to lubricate the plunger in the hydrogen nozzle, thereby ensuring that the hydrogen nozzle will not be damaged due to dry friction between the plunger and the plunger hole in the case of high-frequency reciprocating motion.

[0116] For example, the hydrogen pressure in the hydrogen tank 80 is 35 to 70 bar. After the pressure is reduced by the pressure reducing valve 70, it is about 22 to 50 bar. The hydrogen pressure that finally enters the hydrogen rail structure 10 is about 22 bar. By calculation, the maximum negative pressure (relative pressure) of -50 to -70 kPa can be generated at the narrowest section (i.e., the throttling pipe) of the hydrogen rail structure 10. The gas pressure in the crankcase 22 is generally about -4 to 0.5 kPa, so the negative pressure formed can very efficiently absorb the oil mixed steam in the crankcase 22 into the hydrogen rail structure 10 to lubricate the hydrogen nozzle.

[0117] In addition, it should be noted that after the above-mentioned hydrogen engine is started, the piston moves downward during the intake stroke, the intake valve is opened, and the air entering the intake manifold 40 through the throttle valve 50 enters the combustion chamber 21 through the intake valve. At the same time, the hydrogen nozzle is controlled by the engine control unit to open the hydrogen nozzle needle valve through the relevant solenoid valve, and the hydrogen in the hydrogen rail structure 10 is sprayed into the combustion chamber 21 to mix with the hydrogen. During the compression stroke, the piston moves upward, and the hydrogen mixture in the combustion chamber is compressed. During the power stroke, the piston moves to the top dead center position, the spark plug ignites the hydrogen mixture, and the combustion of the hydrogen mixture pushes the piston downward. During the exhaust stroke, the piston is driven upward by the crankshaft, the exhaust valve opens, and the exhaust gas in the combustion chamber is discharged through the exhaust valve.

[0118] The hydrogen nozzle lubrication system provided in this embodiment includes: a combustion chamber, a crankcase, a crankcase ventilation pipe and the hydrogen rail structure as described above; each hydrogen nozzle of the hydrogen rail structure is connected to the combustion chamber; the side wall of the crankcase is connected to the first end of the crankcase ventilation pipe; the hydrogen rail structure is connected to the second end of the crankcase ventilation pipe at a preset throttle hole position. The hydrogen rail structure of the present embodiment adopts a venturi tube structure, and a crankcase ventilation pipe is connected to a preset throttle hole position of the venturi tube structure. When hydrogen is burned in the combustion chamber, part of the combustion exhaust gas generated will enter the crankcase and mix with the engine oil vapor in the crankcase to form engine oil mixed vapor. Compared with the prior art, in the present embodiment, when hydrogen is burned in the combustion chamber, the flow of hydrogen in the venturi tube structure will generate negative pressure at the preset throttle hole position, and the negative pressure can be used to absorb the engine oil mixed vapor in the crankcase through the crankcase ventilation pipe, and then the absorbed engine oil mixed vapor is circulated to each hydrogen nozzle, and each hydrogen nozzle can be lubricated by the engine oil mixed vapor, thereby avoiding dry friction between the plunger and the plunger hole of the hydrogen nozzle in the absence of lubricating oil, causing the plunger structure in the hydrogen nozzle to move frequently and spray the hydrogen nozzle.

[0119] Based on the first embodiment of the hydrogen nozzle lubrication system of the present application, a second embodiment of the hydrogen nozzle lubrication system is proposed. In the second embodiment of the hydrogen nozzle lubrication system, the same or similar contents as those of the first embodiment of the hydrogen nozzle lubrication system can be referred to the above introduction and will not be described in detail later. Figure 5 , Figure 5 This is a schematic structural diagram of the second embodiment of the hydrogen injection nozzle lubrication system of the present application.

[0120] In this embodiment, the hydrogen injection nozzle lubrication system further includes: a one-way valve 91 .

[0121] The one-way valve 91 is disposed in the crankcase ventilation pipe 30 .

[0122] The one-way valve 91 is used to control the oil mixed steam in the crankcase ventilation pipe 30 to flow from the crankcase 22 to the hydrogen rail structure 10 .

[0123] In a specific implementation, a one-way valve 91 is provided in the crankcase ventilation pipe 30. The one-way valve 91 limits the one-way flow of the oil mixed steam in the crankcase ventilation pipe 30 from the crankcase 22 to the hydrogen rail structure 10, thereby preventing the hydrogen from flowing back into the crankcase 22 and causing danger.

[0124] In a feasible implementation manner, the hydrogen nozzle lubrication system further includes: an engine control unit and an electronically controlled valve 92 .

[0125] The engine control unit is electrically connected to the electric control valve 92 .

[0126] The electronically controlled valve 92 is disposed in the crankcase ventilation pipe 30 and is close to the preset throttle hole position of the hydrogen rail structure 10 .

[0127] The engine control unit is used to control the opening of the electronically controlled valve 92 based on a preset cycle.

[0128] The electronically controlled valve 92 is used to allow the oil mixed vapor sucked by the crankcase ventilation pipe 30 based on the negative pressure to flow into the hydrogen rail structure 10 when it is opened.

[0129] It should be noted that the engine control unit (ECU) may be a control device responsible for controlling the operation of the hydrogen engine. For example, the ECU receives signals from various sensors and adjusts the operating parameters of the hydrogen engine according to these signals to ensure that the hydrogen engine can achieve optimal performance and efficiency under different operating conditions while meeting emission standards.

[0130] It is understandable that the above preset cycle can be configured according to actual working conditions to achieve intermittent lubrication of the hydrogen nozzle. For example, the preset cycle can be to open the electric control valve for 10 seconds every 1 hour of operation of the hydrogen engine.

[0131] In a specific implementation, in order to avoid excessive negative pressure in the crankcase, which may increase the amount of piston leakage and affect the oil consumption, an electric control valve 92 may be provided in the crankcase ventilation pipe 30, close to the preset throttle hole position of the throttle pipe of the hydrogen rail structure 10. The ECU can intermittently open and close the electric control valve 92 at the above preset period. When the electric control valve is closed, the oil mixed steam in the crankcase ventilation pipe 30 cannot enter the hydrogen rail structure 10 to lubricate the hydrogen nozzle. When the electric control valve is opened, the oil mixed steam in the crankcase ventilation pipe 30 can be sucked into the hydrogen rail structure 10 under the action of negative pressure to lubricate the hydrogen nozzle, thereby achieving continuous lubrication of the hydrogen nozzle while avoiding the increase of oil consumption caused by the inhalation of too much oil mixed steam, and avoiding the increase of piston leakage and oil consumption caused by excessive negative pressure in the crankcase 22.

[0132] The present application also provides a car, which includes the hydrogen injection nozzle lubrication system as described in the above embodiment.

[0133] The automobile provided by the present application includes the hydrogen nozzle lubrication system in the above-mentioned embodiment, which can solve the technical problem that the prior art has no lubricating oil to lubricate the plunger valve in the hydrogen nozzle, which causes dry friction between the plunger and the plunger hole of the hydrogen nozzle, causing damage to the hydrogen nozzle. Compared with the prior art, the beneficial effects of the automobile provided by the present application are the same as the beneficial effects of the hydrogen nozzle lubrication system provided by the above-mentioned embodiment, and the other technical features of the automobile are the same as the features disclosed in the above-mentioned embodiment, which will not be repeated here.

[0134] The above descriptions are only some embodiments of the present application, and are not intended to limit the patent scope of the present application. All equivalent structural changes made using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect applications in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A hydrogen rail structure, characterized in that: The hydrogen rail structure includes: a venturi tube structure and a plurality of hydrogen spray nozzles; Each of the hydrogen spray nozzles is arranged on the same side wall of the venturi tube structure; Each of the hydrogen injection nozzles is connected to the combustion chamber; The venturi tube structure is connected to the crankcase through the crankcase ventilation pipe at the preset throttle position; The venturi tube structure is used to generate negative pressure at the preset throttle hole position when each of the hydrogen injection nozzles injects hydrogen into the combustion chamber for combustion; The venturi tube structure is further used to absorb the oil mixed steam in the crankcase through the crankcase ventilation pipe based on the negative pressure, and the oil mixed steam is formed by mixing the combustion exhaust gas generated by the combustion chamber and the oil steam in the crankcase; The venturi tube structure is also used to circulate the engine oil mixed with steam to each of the hydrogen injection nozzles to lubricate each of the hydrogen injection nozzles.

2. The hydrogen rail structure according to claim 1, characterized in that: A throttling pipe is provided between the air inlet end and the air outlet end of the venturi tube structure; The preset throttling hole is located on the side wall of the throttling pipe; A throttling hole is provided at the throttling hole position of the throttling pipeline; The crankcase ventilation line is introduced into the throttle bore.

3. The hydrogen rail structure according to claim 1, characterized in that: The venturi tube structure comprises: an air inlet pipe, an air outlet pipe and the throttling pipe; The air intake pipe is connected to one end of the throttling pipe as the air intake end; The outlet pipe is connected to the other end of the throttling pipe as the outlet end; The diameter of the throttling pipeline is smaller than the diameters of the air inlet pipeline and the air outlet pipeline.

4. The hydrogen rail structure according to claim 3, characterized in that: The air intake pipe comprises: an inlet straight pipe and a contraction cone pipe; The gas outlet pipe comprises: a diffusion cone pipe and an outlet straight pipe; The contraction cone tube and the diffusion cone tube are both cone structures with cross-sectional areas decreasing from the first end to the second end; The first end of the contraction cone tube is connected to the inlet straight tube, and the second end of the contraction cone tube is connected to one end of the throttling pipe; The first end of the diffusion cone is connected to the outlet straight pipe, and the second end of the diffusion cone is connected to the other end of the throttling pipe; The same side wall of the outlet straight pipe is provided with the hydrogen spray nozzles.

5. A hydrogen nozzle lubrication system, characterized in that: The hydrogen nozzle lubrication system comprises: a combustion chamber, a crankcase, a crankcase ventilation pipe, and a hydrogen rail structure as claimed in any one of claims 1 to 4; Each hydrogen nozzle of the hydrogen rail structure is connected to the combustion chamber; The side wall of the crankcase is connected to the first end of the crankcase ventilation pipe; The hydrogen rail structure is connected to the second end of the crankcase ventilation pipe at a preset throttle hole position.

6. The hydrogen spray nozzle lubrication system according to claim 5, characterized in that: The hydrogen spray nozzle lubrication system further includes: a one-way valve; The one-way valve is arranged in the crankcase ventilation pipe; The one-way valve is used to control the oil mixed steam in the crankcase ventilation pipe to flow from the crankcase to the hydrogen rail structure.

7. The hydrogen spray nozzle lubrication system according to claim 5, characterized in that: The hydrogen injection nozzle lubrication system also includes: an engine control unit and an electronically controlled valve; The engine control unit is electrically connected to the electric control valve; The electronically controlled valve is disposed in the crankcase ventilation pipe and is close to the preset throttle hole position of the hydrogen rail structure; The engine control unit is used to control the opening of the electronically controlled valve based on a preset period; The electronically controlled valve is used to allow the oil mixed steam sucked into the crankcase ventilation pipe based on the negative pressure to flow into the hydrogen rail structure when it is opened.

8. The hydrogen injection nozzle lubrication system according to any one of claims 5 to 7, characterized in that: The hydrogen injection nozzle lubrication system further includes: an intake manifold and a throttle valve; One end of the intake manifold is in communication with the combustion chamber; The throttle valve is disposed at the other end of the intake manifold.

9. The hydrogen spray nozzle lubrication system according to claim 8, characterized in that: The hydrogen spray nozzle lubrication system also includes: a hydrogen pipe, a pressure reducing valve and a hydrogen tank; The first end of the hydrogen pipe is connected to the hydrogen rail structure; The second end of the hydrogen pipe is connected to the first end of the pressure reducing valve; The second end of the pressure reducing valve is connected to the hydrogen tank.

10. An automobile, characterized in that: The automobile comprises the hydrogen injection nozzle lubrication system according to any one of claims 5 to 9.

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