Engine and vehicle

Abstract

The engine comprises a box body, a cylinder cover, a first intake valve, a second intake valve and an exhaust valve, the box body is provided with at least one combustion chamber, the cylinder cover covers the box body, the cylinder cover is provided with an air inlet channel, a hydrogen inlet channel and an exhaust channel which correspond to the combustion chambers, the air inlet channel is used for injecting air into the combustion chambers, and the hydrogen inlet channel is used for injecting hydrogen into the combustion chambers. The hydrogen inlet channel is used for injecting hydrogen into the combustion chamber, the exhaust channel is used for exhausting waste gas in the combustion chamber, the first inlet valve is arranged on the cylinder cover and is suitable for opening or closing the air inlet channel, the second inlet valve is arranged on the cylinder cover and is suitable for opening or closing the hydrogen inlet channel, and the exhaust valve is arranged on the cylinder cover and is suitable for opening or closing the exhaust channel. Therefore, the traditional mechanical intake valve (namely the second intake valve) is adopted for hydrogen supply, the technology is mature, the cost is low, the cost of the engine can be reduced, meanwhile, hydrogen leakage can be improved, the consistency of the hydrogen amount in each combustion chamber is better, and the working stability of the engine is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of engines, and in particular to an engine and a vehicle. Background Art

[0002] In related technologies, hydrogen fuel is used in conventional internal combustion engines and has gradually gained attention in the industry. Using green hydrogen as fuel and directly using it in internal combustion engines can achieve zero carbon emissions.

[0003] Compared with fuel cells, hydrogen internal combustion engines have outstanding cost advantages. At the same time, they can share the mature industrial chain of traditional gasoline and diesel engines, make full use of the existing internal combustion engine industry's R&D, manufacturing, and supply chain resources, quickly achieve mass production, and ultimately maintain costs similar to traditional internal combustion engines. It has advantages that other new energy technologies cannot match.

[0004] Since hydrogen injection in the intake duct is prone to abnormal combustion such as backfire, in the future, all OEMs and nozzle suppliers tend to adopt medium and low pressure direct injection hydrogen nozzles. However, since hydrogen itself is a gaseous fuel with no lubrication ability, long-term operation will cause nozzle wear and even quality problems of long-term injection of the injector. In addition, due to the limitations of the current nozzle processing technology, the leakage of hydrogen nozzle samples currently developed on the market is generally large, resulting in poor consistency of injection in each cylinder of the engine, large differences between engine cylinders, unstable engine operation, and in severe cases, abnormal combustion such as pre-ignition and misfire. Summary of the invention

[0005] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide an engine with higher working stability and lower cost.

[0006] The present application further proposes a vehicle using the above engine.

[0007] An engine according to an embodiment of the first aspect of the present application includes: a case body, a cylinder head, a first intake valve, a second intake valve and an exhaust valve, the case body having at least one combustion chamber, the cylinder head cover being arranged on the case body, and the cylinder head having an air intake passage, a hydrogen intake passage and an exhaust passage corresponding to the combustion chamber, the air intake passage being used to inject air into the combustion chamber, the hydrogen intake passage being used to inject hydrogen into the combustion chamber, and the exhaust passage being used to discharge exhaust gas from the combustion chamber, the first intake valve being arranged on the cylinder head and being suitable for opening or closing the air intake passage, the second intake valve being arranged on the cylinder head and being suitable for opening or closing the hydrogen intake passage, and the exhaust valve being arranged on the cylinder head and being suitable for opening or closing the exhaust passage.

[0008] According to the engine of the embodiment of the present application, a hydrogen intake duct is used for hydrogen supply. There is no need to set up a hydrogen nozzle and a supporting hydrogen injection system. A traditional mechanical intake valve (i.e., a second intake valve) is used for hydrogen supply. The technology is mature and the cost is low. A set of hydrogen common rail assemblies and a set of VVT (variable valve timing) mechanisms can be omitted, which can reduce the cost of the engine. At the same time, hydrogen leakage and wear can be improved, so that the hydrogen amount in each combustion chamber is more consistent, thereby improving the working stability of the engine.

[0009] According to some embodiments of the present application, the engine further includes: a spark plug, the number of the air intake passage and the number of the exhaust passage are both two and are arranged around the spark plug, and the hydrogen intake passage is arranged between the two air intake passages.

[0010] In some embodiments, two ends of the hydrogen inlet passage are respectively formed as a hydrogen inlet and a hydrogen outlet, and the diameter of the hydrogen inlet and / or the hydrogen outlet is smaller than the aperture of the middle area of ​​the hydrogen inlet passage.

[0011] According to some embodiments of the present application, the engine also includes: a first camshaft and a first cam, the first camshaft is arranged on the cylinder head, the first cam is arranged on the first camshaft, and the first cam is suitable for driving the first intake valve to open or close the air intake passage; a second camshaft and a second cam, the second camshaft is arranged on the cylinder head, the second cam is arranged on the second camshaft, and the second cam is suitable for driving the second intake valve to open or close the hydrogen intake passage; a third camshaft and a third cam, the third camshaft is arranged on the cylinder head, the third cam is arranged on the third camshaft, and the third cam is suitable for driving the exhaust valve to open or close the exhaust passage.

[0012] Further, the first camshaft and the second camshaft are integrally arranged to form a first shaft, the first cam and the second cam constitute a cam group, and a plurality of the cam groups are arranged in sequence on the axis.

[0013] Optionally, the cam profiles of the first cam and the second cam are different, so that the second intake valve opens after the first intake valve opens, and is closed within a time length of 20°CA to 40°CA of crankshaft rotation.

[0014] According to some embodiments of the present application, the engine further includes: a hydrogen supply system for supplying hydrogen to the combustion chamber.

[0015] Furthermore, the hydrogen supply system comprises: a gas tank, a pressure reducing valve, a pressure stabilizing chamber and an air outlet pipe which are connected in sequence, and the air outlet pipe is selectively connected to the hydrogen inlet duct.

[0016] Furthermore, the pressure stabilizing chamber has a plurality of hydrogen output ports, and each of the hydrogen output ports is connected to the corresponding hydrogen inlet passage through the outlet pipe.

[0017] The vehicle according to the second aspect of the present application comprises the engine described in the above embodiment.

[0018] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0020] Figure 1 is a schematic diagram of a box according to an embodiment of the present application;

[0021] Figure 2 is a schematic diagram of an engine according to an embodiment of the present application;

[0022] Figure 3 is a schematic diagram of a first intake valve, a second intake valve, an exhaust valve, a first shaft, and a second camshaft according to an embodiment of the present application;

[0023] Figure 4 is a schematic diagram of an air intake duct, a hydrogen intake duct, an exhaust duct, a first intake valve, a second intake valve, and an exhaust valve according to an embodiment of the present application;

[0024] Figure 5 is a schematic diagram of a hydrogen supply system according to an embodiment of the present application;

[0025] Figure 6 is a schematic diagram of a pressure stabilizing chamber according to an embodiment of the present application;

[0026] Figure 7 1 is a comparison chart of leakage between the embodiment of the present application and the comparative example;

[0027] Figure 8 The technical problem of two-cylinder pre-ignition in the prior art is shown.

[0028] Reference numerals:

[0029] Engine 100,

[0030] Cylinder head 10, air intake duct 11, hydrogen intake duct 12, exhaust duct 13,

[0031] A first intake valve 20, a second intake valve 30, an exhaust valve 40, a spark plug 50,

[0032] The first shaft 60, the first cam 61, the second cam 62, the third cam shaft 70, the third cam 71,

[0033] Hydrogen supply system 80 , gas tank 81 , pressure reducing valve 82 , pressure stabilizing chamber 83 , hydrogen output port 831 , gas outlet pipe 84 . DETAILED DESCRIPTION

[0034] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0035] In related technologies, with the release of the hydrogen energy industry plan, the use of hydrogen fuel in conventional internal combustion engines has gradually gained attention in the industry. Using green hydrogen as fuel and directly using it in internal combustion engines can achieve zero carbon emissions.

[0036] Compared with fuel cells, hydrogen internal combustion engines have outstanding cost advantages. At the same time, they can share the mature industrial chain of traditional gasoline and diesel engines, make full use of the existing internal combustion engine industry's R&D, manufacturing, and supply chain resources, quickly achieve mass production, and ultimately maintain costs similar to traditional internal combustion engines. It has advantages that other new energy technologies cannot match.

[0037] Since hydrogen injection into the intake duct can easily cause abnormal combustion such as backfire, in the future, all OEMs and nozzle suppliers tend to adopt medium and low pressure (25bar-60bar) direct injection hydrogen nozzles. However, since hydrogen itself is a gaseous fuel with no lubrication ability, long-term operation will cause nozzle wear, and the hydrogen supply pressure is high, which may cause quality problems of long-term injection of the injector. In addition, due to the limitations of the current nozzle processing technology capabilities, the leakage of hydrogen nozzle samples currently developed on the market is generally large, resulting in poor injection consistency of each cylinder of the engine 100, large differences between the cylinders of the engine 100, unstable operation of the engine 100, and in severe cases, abnormal combustion such as pre-ignition and misfire of the engine 100.

[0038] Specifically, see Figure 8 As shown, due to the leakage of the direct injection hydrogen nozzle used in the prior art, the engine second cylinder pre-ignition is caused, the cylinder pressure of the second cylinder is significantly higher than the normal cylinder pressure, and due to the nozzle leakage, the mixture is uneven and the local hydrogen is too concentrated, so the pre-ignition occurs in the early stage of the compression stroke. The embodiment of the present application can solve the technical problem of pre-ignition.

[0039] Based on this, the present application proposes an engine 100 that does not require a hydrogen nozzle to avoid hydrogen leakage and ensures the consistency of injection in each combustion chamber to improve the working stability of the engine 100.

[0040] Reference below Figure 1-Figure 7 An engine 100 and a vehicle according to an embodiment of the present invention are described.

[0041] like Figure 1 , Figure 2 and Figure 4 As shown, the engine 100 according to the first embodiment of the present application includes: a housing, a cylinder head 10 , a first intake valve 20 , a second intake valve 30 and an exhaust valve 40 .

[0042] Among them, the box body has at least one combustion chamber, the cylinder head 10 is covered on the box body, and the cylinder head 10 has an air intake duct 11, a hydrogen intake duct 12 and an exhaust duct 13 corresponding to the combustion chamber. The air intake duct 11 is used to inject air into the combustion chamber, the hydrogen intake duct 12 is used to inject hydrogen into the combustion chamber, and the exhaust duct 13 is used to discharge the exhaust gas in the combustion chamber. The first intake valve 20 is arranged on the cylinder head 10 and is suitable for opening or closing the air intake duct 11. The second intake valve 30 is arranged on the cylinder head 10 and is suitable for opening or closing the hydrogen intake duct 12. The exhaust valve 40 is arranged on the cylinder head 10 and is suitable for opening or closing the exhaust duct 13.

[0043] That is to say, in the prior art, although two independent air passages are used to inject hydrogen and air respectively, the area where the hydrogen intake passage and the air intake passage are mixed is far away from the combustion chamber, and the middle section of the pipeline is still a mixture of hydrogen and air. When the valve is opened, the hot exhaust gas will flow back to this section of the pipeline. In the presence of oxygen in the air, the risk of hydrogen combustion is still relatively large. In this application, the air and hydrogen are connected to the combustion chamber using independent air passages (i.e., independent hydrogen intake passages 12 and air intake passages 11). There is no air or oxygen in the hydrogen intake passage 12. Even if a small amount of hot exhaust gas flows back to the hydrogen intake passage 12, combustion will not occur due to lack of oxygen. In addition, the size of the hydrogen intake passage 11 is small, and the amount of refluxed exhaust gas is also very limited. An independent hydrogen intake passage 12 is directly opened on the cylinder head 10 to supply hydrogen to the combustion chamber. The required injection pressure is smaller, and there is no need to set up a hydrogen nozzle for hydrogen supply. The valve size of the second intake valve 30 is much larger than the spray hole size of the hydrogen nozzle. A lower injection pressure can be used to quickly realize the intake of the combustion chamber, reduce the risk of hydrogen leakage and wear caused by the high pressure of the hydrogen nozzle, ignore the wear caused by hydrogen friction, and improve hydrogen leakage and wear.

[0044] See also Figure 7 As shown, Figure 7A comparison chart of hydrogen leakage of Comparative Example 1, Comparative Example 2 and the present application is shown. In Comparative Example 1, at a pressure of 200 bar, the volume leakage of the high-pressure nozzle reaches 5 cubic millimeters per minute. In Comparative Example 2, at a pressure of 40 bar, the nozzle leaks 3 cubic millimeters per minute. After adopting the hydrogen inlet duct of the present application, the pressure of the hydrogen inlet duct is much lower than the hydrogen pressure of the nozzle, the intake valve is easier to seal, the hydrogen supply pressure can be reduced to 3 bar, and the leakage per minute is only 0.5 cubic centimeters.

[0045] According to the engine 100 of the embodiment of the present application, a hydrogen intake duct 12 is used for hydrogen supply, and there is no need to set a hydrogen nozzle and a supporting hydrogen injection system. A traditional mechanical intake valve (i.e., the second intake valve 30) is used for hydrogen supply. The technology is mature and the cost is low. A set of hydrogen common rail assemblies and a set of VVT (variable valve timing) mechanisms can be omitted, which can reduce the cost of the engine 100. At the same time, hydrogen leakage and wear can be improved, so that the consistency of the hydrogen amount in each combustion chamber is better, thereby improving the working stability of the engine 100.

[0046] It can be understood that the intake volume of each cycle of the hydrogen engine 100 is relatively fixed and does not require VVT ​​mechanism for adjustment. It is suitable for use as a steady-state engine 100 for fixed-point power generation. It can be used as a range extender for electric vehicles to increase the endurance of electric vehicles and can also be used in other power generation fields.

[0047] It should be pointed out that the hydrogen supply engine 100 of the embodiment of the present application is overall closer to a fuel cell engine, which facilitates rapid industrialization.

[0048] like Figure 1 , Figure 2 and Figure 4 As shown, according to some embodiments of the present application, the engine 100 further includes: a spark plug 50 , two air intake passages 11 and two exhaust passages 13 , which are arranged around the spark plug 50 , and a hydrogen intake passage 12 is arranged between the two air intake passages 11 .

[0049] That is to say, there can be at least one air intake duct 11 and exhaust duct 13, which can be reasonably set according to the intake and exhaust requirements, and the spark plug 50 can be set between multiple air intake ducts 11 and exhaust ducts 13 to facilitate ignition of the spark plug 50, and there is at least one hydrogen intake duct 12, which is set between adjacent air intake ducts 11, so that the hydrogen intake duct 12 can be set adjacent to the spark plug 50.

[0050] In this way, it is easier to form a local high-concentration hydrogen mixture near the spark plug 50, which helps to form a good fire core in the early stage of the flame, improve the ignition stability, optimize the combustion process, and improve the thermal efficiency.

[0051] In some embodiments, two ends of the hydrogen inlet passage 12 are respectively formed as a hydrogen inlet and a hydrogen outlet, and the diameter of the hydrogen inlet and / or the hydrogen outlet is smaller than the aperture of the middle area of ​​the hydrogen inlet passage 12 .

[0052] For example, the diameter of the hydrogen inlet may be smaller than the pore size of the middle region, the diameter of the hydrogen outlet may be smaller than the pore size of the middle region, or the diameters of both the hydrogen outlet and the hydrogen inlet may be smaller than the pore size of the middle region.

[0053] Therefore, by making the diameter of the middle area of ​​the hydrogen inlet duct 12 smaller than the aperture of the hydrogen outlet and / or the hydrogen inlet, a Venturi effect can be formed in the hydrogen inlet duct 12 to increase the hydrogen flow velocity, thereby making the hydrogen supply rate higher and the combustion stability higher.

[0054] Specifically, the engine 100 generally adopts a lean combustion mode with an excess air coefficient close to twice the equivalence ratio at the best thermal efficiency point. According to the evaluation of the air volume and hydrogen consumption at the best thermal efficiency point, the volumetric hydrogen supply of a single cycle is about 10-15% of the volumetric hydrogen supply of air. Since the volumetric hydrogen supply of a single cycle is small, the valve size and cam profile of the hydrogen supply need to be specially designed to achieve rapid hydrogen supply within 20-40 crankshaft angles of the air intake stroke. The hydrogen intake duct 12 is made into a middle constriction form, which can achieve acceleration during the flow of hydrogen.

[0055] like Figure 3 As shown, according to some embodiments of the present application, the engine 100 also includes: a first camshaft and a first cam 61, the first camshaft is arranged on the cylinder head 10, the first cam 61 is arranged on the first camshaft, and the first cam 61 is suitable for driving the first intake valve 20 to open or close the air intake passage 11; a second camshaft and a second cam 62, the second camshaft is arranged on the cylinder head 10, the second cam 62 is arranged on the second camshaft, and the second cam 62 is suitable for driving the second intake valve 30 to open or close the hydrogen intake passage 12; a third camshaft 70 and a third cam 71, the third camshaft is arranged on the cylinder head 10, the third cam 71 is arranged on the third camshaft, and the third cam 71 is suitable for driving the exhaust valve 40 to open or close the exhaust passage 13.

[0056] In this way, the air intake passage 11, the hydrogen intake passage 12 and the exhaust passage 13 can be selectively opened and closed by the mechanical valve structure, which can simplify the structure of the engine 100, eliminate the need to set up a hydrogen common rail system, and reduce the cost of the engine 100.

[0057] exist Figure 3In the specific embodiment shown, the first camshaft and the second camshaft are integrally arranged to form a first shaft 60, the first cam 61 and the second cam 62 constitute a cam group, and a plurality of cam groups are arranged in sequence on the axis.

[0058] That is to say, the first camshaft and the second camshaft of the embodiment of the present application can be separately provided or integrated into the first shaft 60. Except for the third camshaft 70, the intake side is equivalent to using one camshaft, and each cylinder can drive one or more first cams 61 and one or more second cams 62 to move. The first cam 61 is used to drive the first intake valve 20, and the second cam 62 is used to drive the second intake valve 30. The installation direction of the multiple hydraulic tappets on the intake side needs to be reasonably arranged according to the space of the cylinder head 10.

[0059] Among them, the second cam 62 profile for hydrogen supply is relatively fixed, and the intake volume of the engine 100 in each cycle is relatively fixed, and there is no need for a VVT mechanism to adjust the phase. The optimal second cam 62 profile and installation phase can be designed during development.

[0060] In this way, the structure of the engine 100 can be further simplified and the cost of the engine 100 can be reduced.

[0061] Optionally, the cam profiles of the first cam 61 and the second cam 62 are different, so that the second intake valve 30 opens after the first intake valve 20 opens, and is closed within a time length of 20°CA to 40°CA of crankshaft rotation.

[0062] Specifically, the hydrogen engine 100 generally adopts a lean combustion mode with an excess air coefficient close to twice the equivalence ratio at the best thermal efficiency point. According to the evaluation of the air volume and hydrogen consumption at the best thermal efficiency point, the volumetric hydrogen supply of a single cycle is about 10-15% of the volumetric hydrogen supply of air. Since the volumetric hydrogen supply of a single cycle of hydrogen is small, the size of the second intake valve 30 and the profile of the second cam 62 for supplying hydrogen are reasonably designed, so that rapid hydrogen supply can be achieved within the crankshaft angle range of 20°CA to 40°CA of the air intake stroke, so as to improve the hydrogen supply speed and efficiency, make the hydrogen combustion more complete, and improve the thermal efficiency.

[0063] like Figure 5 As shown, according to some embodiments of the present application, the engine 100 further includes: a hydrogen supply system 80, and the hydrogen supply system 80 is used to supply hydrogen to the combustion chamber.

[0064] Specifically, the hydrogen supply system 80 includes: a gas tank 81 , a pressure reducing valve 82 , a pressure stabilizing chamber 83 and an outlet pipe 84 which are connected in sequence. The outlet pipe 84 can be selectively connected to the hydrogen inlet passage 12 .

[0065] In this way, hydrogen flows from the gas tank 81 through the pressure reducing valve 82, and after being reduced in pressure by the pressure reducing valve 82, flows into the pressure stabilizing chamber 83, and forms a stable low-pressure hydrogen flow of 3bar-5bar in the pressure stabilizing chamber 83, and is selectively supplied to multiple combustion chambers. At the same time, the engine 100 can be started by a quick start motor to quickly reach a fixed operating condition to improve the working stability and reliability of the engine 100.

[0066] Among them, the engine 100 of the embodiment of the present application can be started by using a quick start motor, and after reaching a fixed operating condition, the engine 100 works stably.

[0067] It can be understood that the hydrogen supply system 80 has the same structure as the hydrogen supply system 80 of the fuel cell engine 100, which facilitates rapid industrialization.

[0068] like Figure 6 As shown, the pressure stabilizing chamber 83 has multiple hydrogen output ports 831, and each hydrogen output port 831 is connected to the corresponding hydrogen inlet duct 12 through an outlet pipe 84, so as to realize low-pressure supply of hydrogen flow through the pressure stabilizing chamber 83, further reduce the wear of the hydrogen inlet duct 12, improve hydrogen leakage, and improve the working stability of the engine 100.

[0069] The vehicle according to the embodiment of the second aspect of the present application includes the engine 100 in the above embodiment, and the technical effects thereof are consistent with those of the above engine 100, which will not be described in detail here.

[0070] 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.

[0071] In the description of the present invention, "first feature" or "second feature" may include one or more of the features.

[0072] In the description of the present invention, "plurality" means two or more.

[0073] In the description of the present invention, a first feature being “on” or “under” a second feature may include that the first and second features are directly in contact with each other, or may include that the first and second features are not in direct contact with each other but are in contact with each other via another feature therebetween.

[0074] In the description of the present invention, "above", "over" and "on" a first feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0075] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0076] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. An engine, characterized in that: include: A housing having at least one combustion chamber; A cylinder head (10), the cylinder head (10) being mounted on the housing, and having an air intake passage (11), a hydrogen intake passage (12) and an exhaust passage (13) corresponding to the combustion chamber, the air intake passage (11) being used to inject air into the combustion chamber, the hydrogen intake passage (12) being used to inject hydrogen into the combustion chamber, and the exhaust passage (13) being used to discharge exhaust gas in the combustion chamber; a first intake valve (20), the first intake valve (20) being arranged on the cylinder head (10) and being adapted to open or close the air intake passage (11); a second intake valve (30), the second intake valve (30) being disposed on the cylinder head (10) and being adapted to open or close the hydrogen intake passage (12); An exhaust valve (40), wherein the exhaust valve (40) is arranged on the cylinder head (10) and is suitable for opening or closing the exhaust passage (13).

2. The engine according to claim 1, characterized in that Also includes: A spark plug (50), the air intake passage (11) and the exhaust passage (13) are both two in number and are arranged around the spark plug (50), and the hydrogen intake passage (12) is arranged between the two air intake passages (11).

3. The engine according to claim 1, characterized in that The two ends of the hydrogen inlet passage (12) are respectively formed as a hydrogen inlet and a hydrogen outlet, and the diameter of the hydrogen inlet and / or the hydrogen outlet is larger than the aperture of the middle area of ​​the hydrogen inlet passage (12).

4. The engine according to claim 1, characterized in that Also includes: a first camshaft and a first cam (61), wherein the first camshaft is arranged on the cylinder head (10), the first cam (61) is arranged on the first camshaft, and the first cam (61) is suitable for driving the first intake valve (20) to open or close the air intake passage (11); a second camshaft and a second cam (62), wherein the second camshaft is arranged on the cylinder head (10), the second cam (62) is arranged on the second camshaft, and the second cam (62) is suitable for driving the second intake valve (30) to open or close the hydrogen intake passage (12); A third camshaft (70) and a third cam (71), wherein the third camshaft is arranged on the cylinder head (10), the third cam (71) is arranged on the third camshaft, and the third cam (71) is suitable for driving the exhaust valve (40) to open or close the exhaust passage (13).

5. The engine according to claim 4, characterized in that The first camshaft and the second camshaft are integrally arranged to form a first shaft (60), the first cam (61) and the second cam (62) form a cam group, and a plurality of the cam groups are arranged in sequence on the axis.

6. The engine according to claim 4 or 5, characterized in that: The cam profiles of the first cam (61) and the second cam (62) are different, so that the second intake valve (30) opens after the first intake valve (20) opens, and closes within a time length of 20°CA to 40°CA of crankshaft rotation.

7. The engine according to claim 1, characterized in that Also includes: A hydrogen supply system (80) is used to supply hydrogen to the combustion chamber.

8. The engine according to claim 7, characterized in that The hydrogen supply system (80) comprises: a gas tank (81), a pressure reducing valve (82), a pressure stabilizing chamber (83) and an outlet pipe (84) which are connected in sequence, and the outlet pipe (84) is selectively connected to the hydrogen inlet passage (12).

9. The engine according to claim 8, characterized in that The pressure stabilizing chamber (83) has a plurality of hydrogen output ports (831), and each of the hydrogen output ports (831) is connected to the corresponding hydrogen inlet channel (12) via the outlet pipe (84).

10. A vehicle, characterized in that: include: The engine according to any one of claims 1 to 9.

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