Combustion system, engine, control method and vehicle

Abstract

The invention discloses a combustion system, an engine, a control method and a vehicle, the combustion system comprises an oil injector, a hydrogen supply mechanism and a sparking plug, the oil injector is used for injecting traditional fuel into a combustion chamber, the sparking plug is arranged in the combustion chamber, an air outlet hole is formed in the sparking plug, and the hydrogen supply mechanism is used for supplying hydrogen to the combustion chamber. The hydrogen supply mechanism communicates with the air outlet hole so as to provide hydrogen into the combustion chamber, and the spark plug is suitable for igniting the hydrogen. Therefore, on one hand, hydrogen is easily gathered near the spark plug, hydrogen diffusion is avoided, the layering effect can be improved, the lean burn effect is improved, and engine emission is further improved; and on the other hand, a hydrogen nozzle does not need to be arranged, the overall cost of the engine can be reduced, the arrangement difficulty of parts in the engine can be reduced, the consistency of hydrogen in a plurality of combustion chambers can be ensured, and the engine runs more stably and reliably.

Description

Technical Field

[0001] The present invention relates to the field of engine technology, and in particular to a combustion system, an engine, a control method and a vehicle. Background Art

[0002] In the related technologies, lean combustion technology has become the main technology recognized by the engine to improve fuel consumption and reduce emissions. In theory, the leaner the combustible mixture, the higher the theoretical thermal efficiency.

[0003] For gasoline engines, when gasoline stratification is used, after the gasoline mixture reaches a certain dilution, problems such as ignition difficulty and slow flame propagation speed will occur, causing abnormal combustion. Adding one more injection is beneficial to gasoline stratification, but the amount of fuel contained in the stratified mixture formed near the spark plug is still too high, far exceeding the injection amount required for ignition and enhanced combustion, resulting in excessively high combustion temperature of the local mixture and the formation of more NO X Emissions and increased after-treatment costs.

[0004] Furthermore, gasoline can be ignited by hydrogen. Hydrogen has a faster laminar flame speed, which is more conducive to flame propagation and enhances combustion. Hydrogen is a gaseous fuel with a much lower volume energy density than gasoline. By injecting hydrogen, it is not limited by the minimum injection amount and can achieve micro-energy injection. Theoretically, the local mixture combustion near the spark plug is lower than the local mixture combustion temperature of gasoline stratification, and it is not easy to form NO. X Emissions. Hydrogen fuel has a shorter misfire distance and more complete fuel combustion, which helps reduce HC and CO emissions while achieving higher thermal efficiency.

[0005] However, hydrogen is a gaseous fuel that is easy to diffuse and has a poor stratification effect. It cannot be injected directly and requires an injection structure, which leads to higher overall engine costs. In addition, the injection structure is difficult to arrange and is prone to wear, resulting in unstable engine operation. Summary of the invention

[0006] 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 a combustion system with low cost, high working stability, simple and convenient layout.

[0007] The present application further proposes an engine adopting the above combustion system.

[0008] The present application further proposes a control method for the above engine.

[0009] The application also proposes a vehicle using the above engine.

[0010] According to the combustion system of the first aspect embodiment of the present application, it includes: an injector, a hydrogen supply mechanism and a spark plug, wherein the injector is used to inject traditional fuel into a combustion chamber, the spark plug is arranged in the combustion chamber, an outlet hole is provided on the spark plug, the hydrogen supply mechanism is connected to the outlet hole to provide hydrogen into the combustion chamber, and the spark plug is suitable for igniting the hydrogen.

[0011] According to the combustion system of the embodiment of the present application, the air outlet is integrated on the spark plug, and hydrogen is supplied through the air outlet. On the one hand, hydrogen is easily gathered near the spark plug to avoid hydrogen diffusion, which can improve the stratification effect, so as to improve the lean combustion effect and further improve engine emissions. On the other hand, there is no need to set a hydrogen nozzle, which can reduce the overall cost of the engine, reduce the difficulty of arranging parts in the engine, and ensure the consistency of hydrogen in multiple combustion chambers, so that the engine operation is more stable and reliable.

[0012] According to some embodiments of the present application, the spark plug includes: a body and a center electrode passing through the axis of the body, the outlet hole is located on the axis of the body and is led out from the center electrode so that the hydrogen can be injected between the center electrode and the side electrode.

[0013] In some embodiments, the diameter of the air outlet hole is 0.02 mm to 0.5 mm.

[0014] According to some embodiments of the present application, the hydrogen supply mechanism has a plurality of supply pipelines, and the number of the supply pipelines is consistent with the number of the combustion chambers.

[0015] Furthermore, the supply pipeline also includes: a gas tank and a pressure reducing valve, the gas tank is used to store the hydrogen, the pressure reducing inlet of the pressure reducing valve is connected to the gas tank, and the pressure reducing outlet of the pressure reducing valve is connected to the plurality of supply pipelines.

[0016] Furthermore, the supply pipeline includes: a hydrogen rail, a solenoid valve and a flow meter, the hydrogen rail inlet of the hydrogen rail is connected to the pressure reducing outlet, the hydrogen rail is used to stabilize the pressure of the supply pipeline, the hydrogen rail outlet of the hydrogen rail is connected to the supply pipeline, the solenoid valve is arranged in the supply pipeline and is used to control the on-off of the supply pipeline, and the flow meter is arranged in the supply pipeline and is used to obtain the hydrogen flow rate.

[0017] The engine according to the second aspect of the present application comprises: at least one cylinder and the combustion system described in the above embodiment, wherein the cylinder has a combustion chamber, and the supply pipeline of the hydrogen supply mechanism corresponds one-to-one to the cylinder.

[0018] According to a third aspect of the present application, a method for controlling an engine includes:

[0019] Obtaining position signals of the crankshaft and camshaft of the engine and required ignition timing;

[0020] Determining the opening time, closing time and opening duration of multiple solenoid valves of the hydrogen supply mechanism;

[0021] During the opening time of each solenoid valve, 0.01 mg to 0.042 mg of hydrogen is injected into the corresponding combustion chamber.

[0022] Furthermore, the control method further includes:

[0023] During the opening time of each solenoid valve, obtaining the corresponding working pressure in the combustion chamber;

[0024] The pressure reducing valve of the hydrogen supply mechanism is controlled so that the rated pressure of the supply pipeline is greater than or equal to the working pressure.

[0025] Furthermore, the opening time of the solenoid valve is 30°CA-40°CA before the cylinder compression top dead center, and the closing time of the solenoid valve is 20°CA before the cylinder compression top dead center.

[0026] A vehicle according to an embodiment of the fourth aspect of the present application includes: the engine in the above embodiment.

[0027] 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

[0028] 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:

[0029] Figure 1 is a schematic diagram of a combustion system according to an embodiment of the present application;

[0030] Figure 2 is a schematic diagram of a spark plug according to an embodiment of the present application;

[0031] Figure 3 is a flow chart of a control method according to an embodiment of the present application.

[0032] Reference numerals:

[0033] Combustion system 100,

[0034] Hydrogen supply mechanism 10, supply pipeline 11, gas tank 12, pressure reducing valve 13, hydrogen rail 14, solenoid valve 15, flow meter 16,

[0035] Spark plug 20 , body 21 , gas outlet 211 , center electrode 22 , side electrode 23 . DETAILED DESCRIPTION

[0036] 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.

[0037] First of all, it should be pointed out that lean burn technology has become the main technology recognized by internal combustion engines, especially gasoline engines, to improve fuel consumption and reduce emissions. In theory, the leaner the combustible mixture, the higher the theoretical thermal efficiency. However, when the gasoline mixture reaches a certain dilution, problems such as ignition difficulty and slow flame propagation speed will occur, resulting in abnormal combustion. The use of multiple injections and adding an injection near the top dead center of compression is conducive to fuel stratification and can improve ignition and combustion stability. However, when using gasoline stratification, due to the minimum injection amount limit of the injector, the amount of fuel contained in the stratified mixture formed near the spark plug is still high, far exceeding the injection amount required for ignition and enhanced combustion, resulting in excessively high combustion temperature of the local mixture and the formation of more NO X Emissions and increased after-treatment costs.

[0038] As a renewable clean energy, hydrogen has better combustion quality than gasoline. Compared with gasoline, hydrogen has lower ignition energy and is easier to burn and ignite gasoline. Hydrogen has a faster laminar flame speed, which is more conducive to flame propagation and enhanced combustion. Hydrogen is a gaseous fuel with a volume energy density much lower than that of gasoline. By injecting hydrogen, it is not limited by the minimum injection amount and micro-energy injection can be achieved. Theoretically, the local mixture combustion near the spark plug 20 has a lower combustion temperature than the local stratified mixture combustion of gasoline, and it is not easy to form NO. X Emissions. Hydrogen fuel has a shorter misfire distance and more complete fuel combustion, which helps reduce HC and CO emissions while achieving higher thermal efficiency.

[0039] However, the existing hydrogen combustion system 100 has the following technical disadvantages:

[0040] (1) Since hydrogen is a gaseous fuel with low density, it is easily diffused when supplied by a spray method similar to a fuel gas nozzle. Unlike gasoline, hydrogen is not easily accumulated near the spark plug 20, which will lead to a poor stratification effect.

[0041] (2) Since hydrogen itself is a gaseous fuel with no lubrication ability, long-term operation will cause nozzle wear and even quality problems such as long-term nozzle spraying. In addition, due to the limitations of nozzle processing technology, hydrogen nozzles are prone to leakage, resulting in poor injection consistency in each cylinder of the engine, unstable engine operation, and in severe cases, abnormal combustion such as pre-ignition in the engine.

[0042] (3) The manufacturing process of hydrogen nozzles is of high level and cost. Adding a hydrogen injection system will increase the overall cost of the engine.

[0043] (4) When used in a direct injection gasoline engine, a set of hydrogen nozzles is added to the cylinder head, which makes the layout difficult.

[0044] Based on the above technical problems, the present application proposes a combustion system 100 to solve the above technical problems.

[0045] Reference below Figure 1-Figure 3 A combustion system 100 , an engine, a control method, and a vehicle according to embodiments of the present invention are described.

[0046] like Figure 1 and Figure 2 As shown, the combustion system 100 according to the first embodiment of the present application includes: a fuel injector, a hydrogen supply mechanism 10 and a spark plug 20.

[0047] Among them, the injector is used to inject traditional fuel into the combustion chamber, the spark plug 20 is arranged in the combustion chamber, the spark plug 20 is provided with an outlet hole 211, the hydrogen supply mechanism 10 is connected with the outlet hole 211 to provide hydrogen into the combustion chamber, and the spark plug 20 is suitable for igniting hydrogen.

[0048] Specifically, the fuel injector provides conventional fuel (such as gasoline, diesel, etc.) into the combustion chamber, and the gas outlet 211 on the spark plug 20 is used to provide hydrogen into the combustion chamber. The spark plug first ignites the hydrogen, and then ignites the fuel mixture through the hydrogen.

[0049] Therefore, the outlet hole 211 is added to the spark plug 20, so that hydrogen can directly enter the combustion chamber through the outlet hole 211, which makes it easier to form a local high-concentration hydrogen near the spark plug 20, which helps the flame to form a good and stable fire core early, improves the ignition stability, makes it easier to ignite the fuel mixer, optimizes the combustion process, improves the thermal efficiency, and reduces NO x emissions.

[0050] It should be pointed out that the present application directly supplies hydrogen through the outlet hole 211, and there is no need to set up a hydrogen nozzle, which can avoid quality problems such as wear and leakage of the hydrogen nozzle, and can ensure better consistency of hydrogen supply in multiple combustion chambers of the engine, so as to make the engine run more stable and reliable, and improve the working stability and reliability of the engine. The outlet hole 211 is integrated on the spark plug 20, and there is no need to improve the engine structure such as the cylinder head, which can reduce the cost of structural parts and the cost of the entire engine. At the same time, more space can be reserved on the cylinder head to facilitate the arrangement of components such as intake valves, exhaust valves and injectors, and can also reduce the difficulty of engine layout.

[0051] According to the combustion system 100 of the embodiment of the present application, the outlet hole 211 is integrated on the spark plug 20, and hydrogen is supplied through the outlet hole 211. On the one hand, hydrogen is easily gathered near the spark plug 20 to avoid hydrogen diffusion, which can improve the stratification effect, so as to improve the lean combustion effect and further improve engine emissions. On the other hand, there is no need to set a hydrogen nozzle, which can reduce the overall cost of the engine, reduce the difficulty of arranging components in the engine, and ensure the consistency of hydrogen in multiple combustion chambers, making the engine operation more stable and reliable.

[0052] like Figure 2 As shown, according to some embodiments of the present application, the spark plug 20 includes: a body 21 and a center electrode 22 passing through the axis of the body 21, and the outlet hole 211 is located on the axis of the body 21 and is led out from the center electrode 22 so that hydrogen can be injected between the center electrode 22 and the side electrode 23.

[0053] Specifically, the spark plug 20 has a center electrode 22 and a side electrode 23. The side electrode 23 is located on the peripheral side of the center electrode 22, and the free end is arranged opposite to the center electrode 22. An arc can be formed between the two. The outlet hole 211 is formed on the body 21 and is led out by the center electrode 22. The hydrogen can be accurately discharged between the center electrode 22 and the side electrode 23 to ensure that the hydrogen can be gathered near the spark plug 20, so as to ensure that the hydrogen can be ignited promptly and quickly by the arc generated by the center electrode 22 and the side electrode 23, thereby improving the stratification effect in the combustion chamber, so as to improve the ignition accuracy and reliability, and ensure the stability of the fire core.

[0054] In other words, it is easier to form a local high-concentration hydrogen mixture near the spark plug 20, which helps to form a good fire core in the early stage of the flame, improves ignition stability, easily ignites the gasoline mixture, optimizes the combustion process, improves thermal efficiency, and reduces NOx emissions.

[0055] See also Figure 2 As shown, in some embodiments, the diameter of the air outlet hole 211 is 0.02 mm to 0.5 mm.

[0056] For example, in some embodiments, the aperture of the air outlet hole 211 may be 0.02 mm, and in other embodiments, the aperture of the air outlet hole 211 may be 0.5 mm. When the aperture of the air outlet hole 211 is within the range of 0.02 mm to 0.5 mm, the amount of hydrogen injection can be precisely controlled to avoid the failure of the fuel-gas mixture to be ignited due to too little hydrogen injection, and to avoid the slow ignition response speed and unstable fire core due to too much hydrogen injection.

[0057] That is to say, by limiting the aperture of the air outlet 211, it is possible to ensure that the hydrogen concentration near the spark plug 20 reaches an ideal state, making the ignition energy smaller, the ignition response faster, the fire core more stable, and the misfire distance shorter, so as to improve the working stability of the engine, effectively reduce the emissions of HC and CO, and obtain higher thermal efficiency.

[0058] like Figure 1 As shown, according to some embodiments of the present application, the hydrogen supply mechanism 10 has a plurality of supply pipelines 11 , and the number of the supply pipelines 11 is consistent with the number of the combustion chambers.

[0059] Thus, hydrogen can be supplied to each combustion chamber through multiple supply pipelines 11 to ensure better consistency of hydrogen injection in each combustion chamber, avoid abnormal combustion phenomena such as pre-ignition in the engine, and improve the working stability and reliability of the engine.

[0060] Combination Figure 1 and Figure 2 As shown, further, the supply pipeline 11 also includes: a gas tank 12 and a pressure reducing valve 13, the gas tank 12 is used to store hydrogen, the pressure reducing inlet of the pressure reducing valve 13 is connected to the gas tank 12, and the pressure reducing outlet of the pressure reducing valve 13 is connected to multiple supply pipelines 11.

[0061] Specifically, the gas tank 12 can determine a suitable volume according to the mounting layout space of the entire vehicle. The gas tank 12 can provide 20MPa to 70MPa of gaseous compressed hydrogen. The pressure reducing valve 13 can achieve a maximum pressure reduction of 10MPa. The pressure reducing valve 13 can reduce the pressure of the hydrogen flowing out of the gas tank 12 to avoid excessive hydrogen pressure that makes it difficult to control the hydrogen flow rate, so as to achieve precise control of the amount of hydrogen entering the combustion chamber and improve the working stability of the engine.

[0062] More importantly, by setting the pressure reducing valve 13, the hydrogen pressure can be controlled to prevent the hydrogen pressure in the supply pipeline 11 from being lower than the working pressure of the combustion chamber, thereby avoiding the backflow of the fuel mixture and improving the safety of the combustion system 100 and the engine.

[0063] Furthermore, the supply pipeline 11 includes: a hydrogen rail 14, a solenoid valve 15 and a flow meter 16, the hydrogen rail inlet of the hydrogen rail 14 is connected to the pressure reducing outlet, the hydrogen rail 14 is used to stabilize the pressure of the supply pipeline 11, the hydrogen rail outlet of the hydrogen rail 14 is connected to the supply pipeline 11, the solenoid valve 15 is arranged on the supply pipeline 11, and is used to control the on-off of the supply pipeline 11, and the flow meter 16 is arranged on the supply pipeline 11 and is used to obtain the hydrogen flow rate.

[0064] Specifically, the outlet of the pressure reducing valve 13 is connected to the inlet of the hydrogen rail 14 of the hydrogen rail 14. There are multiple outlets of the hydrogen rail 14, each of which is connected to a supply pipeline 11, and hydrogen is supplied to multiple combustion chambers through multiple supply pipelines 11. The hydrogen rail 14 mainly plays a role in stabilizing the pressure. A hydrogen rail 14 that can withstand a maximum pressure of 50MPa to 100MPa can be selected. An electromagnetic valve 15 (such as a high-speed electromagnetic valve 15) is arranged on the supply pipeline 11 to control the optional opening and closing of each supply pipeline 11. The flow meter 16 can be arranged between the hydrogen rail 14 and the pressure reducing valve 13. There can also be multiple flow meters 16, and each supply pipeline 11 is arranged to determine the hydrogen supply amount through the flow meter 16, and when the hydrogen supply amount in the combustion chamber reaches the required amount, the supply pipeline 11 is closed through the electromagnetic valve 15, so as to achieve precise control of the hydrogen supply and improve the working stability and reliability of the combustion system 100.

[0065] The engine according to the second embodiment of the present application includes: at least one cylinder and the combustion system 100 in the above embodiment, the cylinder has a combustion chamber, and the supply pipeline 11 of the hydrogen supply mechanism 10 corresponds one-to-one with the cylinder.

[0066] According to the engine of the embodiment of the present application, the combustion system 100 is adopted. First, there is no need to set up a hydrogen injection system, and there is no need to improve the cylinder head, which can reduce the cost of the engine and reduce the difficulty of arranging the internal components of the engine. More importantly, hydrogen can be gathered near the spark plug 20, and no hydrogen nozzle is used, which can ensure the injection consistency of multiple combustion chambers, effectively reduce the misfire distance, and the combustion temperature near the spark plug 20 is low, which can avoid the formation of NO x The fuel combustion is more complete, which can reduce the emission of HC and CO, so that the engine has a higher thermal efficiency.

[0067] like Figure 3 As shown, a method for controlling an engine according to an embodiment of the third aspect of the present application includes:

[0068] Obtain the position signals of the engine's crankshaft and camshaft and the required ignition timing;

[0069] Determine the opening time, closing time and opening duration of the plurality of solenoid valves 15 of the hydrogen supply mechanism 10;

[0070] During the opening time of each solenoid valve 15, 0.01 mg to 0.042 mg of hydrogen is injected into the corresponding combustion chamber.

[0071] Specifically, the position signals and ignition timing signals sent by the crankshaft and camshaft position sensors can be obtained through the ECU to determine the opening time of the solenoid valve 15 corresponding to each combustion chamber, and then the amount of hydrogen injected into the combustion chamber can be accurately controlled between 0.01mg and 0.042mg by obtaining the reading of the flow meter 16 to ensure that the ignition energy of 2 joules to 5 joules can be achieved, which is much lower than the ignition energy of 30 joules to 50 joules of traditional fuels. The ignition energy is lower, the ignition response is faster, the fire core is more stable, the combustion temperature near the spark plug 20 is lower, and NO X Emissions, and can ensure more complete fuel combustion, which is beneficial to reducing HC and CO emissions while achieving higher thermal efficiency.

[0072] See also Figure 3 As shown, further, the control method also includes:

[0073] During the opening time of each solenoid valve 15, the working pressure in the corresponding combustion chamber is obtained;

[0074] The pressure reducing valve 13 of the hydrogen supply mechanism 10 is controlled so that the rated pressure of the supply pipeline 11 is greater than or equal to the working pressure.

[0075] In this way, the phenomenon of fuel mixture backflowing into the supply pipeline 11 during the process of opening the solenoid valve 15 to supply hydrogen can be avoided, so that the working stability and use safety of the engine are higher.

[0076] Furthermore, the opening time of the solenoid valve 15 is 30°CA to 40°CA before the cylinder compression top dead center, and the closing time of the solenoid valve 15 is 20°CA before the cylinder compression top dead center.

[0077] In this way, by controlling the opening time of the solenoid valve 15, hydrogen injection can be started 30°CA~40°CA before the compression top dead center. The closing time of the solenoid valve 15 can be calculated based on the hydrogen amount 0.01mg~0.042mg required by the solenoid valve 15 and the hydrogen injection pressure, which basically ensures that the solenoid valve 15 is closed 20°CA before the compression top dead center, ensuring that a good stratified mixture is formed at the spark plug, thereby improving the performance of the engine 100.

[0078] At the same time, it should be pointed out that by obtaining the phase signals of the crankshaft and camshaft and combining the opening and closing timings of the solenoid valve 15 and the ignition timing of the spark plug, it is possible to ensure that ignition is performed before the solenoid valve 15 is closed and the cylinder is at the compression top dead center, so as to better achieve the stratified combustion effect and ensure the working efficiency of the engine 100.

[0079] The vehicle according to the fourth aspect embodiment of the present application includes: the engine in the above embodiment, and the engine is controlled based on the control method of the above embodiment. The technical effect is consistent with the above engine and will not be repeated here.

[0080] 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.

[0081] In the description of the present invention, "first feature" or "second feature" may include one or more of the features.

[0082] In the description of the present invention, "plurality" means two or more.

[0083] 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.

[0084] In the description of the present invention, “on”, “over” and “above” a first feature from a second 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.

[0085] 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.

[0086] 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. A combustion system, characterized in that: include: A fuel injector for injecting conventional fuel into the combustion chamber; A hydrogen supply mechanism (10) and a spark plug (20), wherein the spark plug (20) is arranged in the combustion chamber, and an outlet hole (211) is arranged on the spark plug (20). The hydrogen supply mechanism (10) is in communication with the outlet hole (211) to supply hydrogen into the combustion chamber, and the spark plug (20) is suitable for igniting the hydrogen.

2. The combustion system according to claim 1, characterized in that: The spark plug (20) comprises: a body (21) and a central electrode (22) passing through the axis of the body (21); the gas outlet hole (211) is located on the axis of the body (21) and is led out from the central electrode (22) so that the hydrogen can be injected between the central electrode (22) and the side electrode (23).

3. The combustion system according to claim 1, characterized in that: The diameter of the air outlet hole (211) is 0.02 mm to 0.5 mm.

4. The combustion system according to claim 1, characterized in that: The hydrogen supply mechanism (10) has a plurality of supply pipelines (11), and the number of the supply pipelines (11) is the same as the number of the combustion chambers.

5. The combustion system according to claim 4, characterized in that: The supply pipeline (11) further comprises: a gas tank (12) and a pressure reducing valve (13), wherein the gas tank (12) is used to store the hydrogen, a pressure reducing inlet of the pressure reducing valve (13) is connected to the gas tank (12), and a pressure reducing outlet of the pressure reducing valve (13) is connected to the plurality of supply pipelines (11).

6. The combustion system according to claim 5, characterized in that: The supply pipeline (11) comprises: a hydrogen rail (14), an electromagnetic valve (15) and a flow meter (16); a hydrogen rail inlet of the hydrogen rail (14) is connected to the pressure reducing outlet; the hydrogen rail (14) is used to stabilize the pressure of the supply pipeline (11); a hydrogen rail outlet of the hydrogen rail (14) is connected to the supply pipeline (11); the electromagnetic valve (15) is arranged on the supply pipeline (11) and is used to control the on-off of the supply pipeline (11); and the flow meter (16) is arranged on the supply pipeline (11) and is used to obtain the hydrogen flow rate.

7. An engine, characterized in that: include: at least one cylinder having a combustion chamber; In the combustion system according to any one of claims 1 to 6, the supply pipeline (11) of the hydrogen supply mechanism (10) corresponds one-to-one to the cylinders.

8. A method for controlling an engine, characterized in that: include: Obtaining position signals of the crankshaft and camshaft of the engine and required ignition timing; Determining the opening time, closing time and opening duration of a plurality of electromagnetic valves (15) of a hydrogen supply mechanism (10); During the opening time of each solenoid valve (15), 0.01 mg to 0.042 mg of hydrogen is injected into the corresponding combustion chamber.

9. The engine control method according to claim 8, characterized in that: Also includes: During the opening time of each solenoid valve (15), obtaining the corresponding working pressure in the combustion chamber; The pressure reducing valve (13) of the hydrogen supply mechanism (10) is controlled so that the rated pressure of the supply pipeline (11) is greater than or equal to the working pressure.

10. The engine control method according to claim 8, characterized in that: The opening time of the solenoid valve (15) is 30°CA to 40°CA before the cylinder compression top dead center, and the closing time of the solenoid valve (15) is 20°CA before the cylinder compression top dead center.

11. A vehicle, characterized in that: include: The engine of claim 7.

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