Lightweight supercharged hydrogen internal combustion engine

Abstract

The invention discloses a lightweight supercharged hydrogen internal combustion engine, which belongs to the field of hydrogen engines and comprises an engine body, a turbocharger, a brake gas storage component, an engine ECU (electronic control unit) and a tail gas treatment device. The turbocharger is adopted to replace an air compressor, waste gas exhausted by the engine drives the turbine to rotate, the gas compressor is driven to suck air and compress the air, and the air is used by the engine and a braking system. The outlet of the turbocharger is provided with the intercooler, the outlet end of the intercooler is communicated with the intake manifold of the engine, and cooled high-pressure air is fed into the engine, so that the operation efficiency is improved. The pressure storage pipeline is arranged between the intercooler and the air inlet manifold and communicated with the air storage tank, under the condition that normal work of the engine is met, redundant high-pressure air is stored in the air storage tank through the pressure storage pipeline to be used by an automobile braking system, and the combustion efficiency of the engine is improved through integrated hydrogen injection. The dynamic property and stability of the engine can be improved.

Description

Technical Field

[0001] The present invention relates to the technical field of hydrogen engines, and particularly to a lightweight supercharged hydrogen internal combustion engine. Background Art

[0002] Air brake (air pressure braking system) is a braking system that uses high-pressure air as the power source. It is currently widely used in the commercial vehicle field. A conventional air brake system mainly consists of components such as an air compressor, an air storage tank, a brake valve, a brake chamber, an air pressure gauge, an air pump, a pressure spring, a safety valve, and brake pipelines. Its basic working principle is that when the driver steps on the brake pedal, the high-pressure air in the air storage cylinder enters the wheel brake chamber through the brake valve to achieve braking; when the pedal is released, the brake valve closes the passage of the high-pressure air and at the same time opens the exhaust port of the brake valve to the atmosphere to release the braking. Currently, most engines use an air compressor to deliver high-pressure air to the air storage tank for use by the braking system. The air compressor is connected to the engine crankshaft by a belt. When the engine runs, it drives the air compressor to work, compress the air, and transport it to the air storage tank through pipelines. Since the operation of the air compressor needs to be driven by the engine, a part of the power performance of the engine will be sacrificed.

[0003] The existing exhaust brake system of a supercharged internal combustion engine can convert the high-pressure exhaust gas energy into exhaust braking energy and collect the high-pressure exhaust gas into the air storage tank for use by the braking system. However, the high-temperature exhaust gas is not cooled and stored in the air storage tank, which will bring a heat load to the air storage tank and there is a certain storage risk. At the same time, for a hydrogen internal combustion engine, if the stored exhaust gas is not treated, it will be discharged into the atmosphere through the braking system, which will cause certain pollution to the atmosphere. Summary of the Invention

[0004] Aiming at the deficiencies of the prior art, the purpose of the present invention is to provide a lightweight supercharged hydrogen internal combustion engine, aiming to solve the problems of the influence of the air compressor and heat load on the power performance and stability of the engine in the prior art.

[0005] To achieve the above purpose, the present invention is realized by the following technical solutions: A lightweight supercharged hydrogen internal combustion engine, comprising: An engine, a turbocharger, a brake air storage assembly, an engine ECU, an exhaust gas treatment device, and a hydrogen gas tank. The engine includes an engine body, an intake manifold, an intake manifold pressure sensor, an integrated hydrogen injector, and an exhaust manifold. The turbocharger includes an air filter, a wastegate valve, an intercooler, a turbine and a compressor connected coaxially. The brake air storage assembly includes a pressure accumulator valve, a dryer, an air storage tank, and a pressure accumulation pipeline. The inlet of the turbine communicates with the engine body through the exhaust manifold, the exhaust port of the turbine communicates with the exhaust gas treatment device, the inlet of the compressor communicates with the air filter, the outlet of the compressor communicates with the engine body through the intake manifold. The intake manifold pressure sensor communicating with the engine ECU is provided on the intake manifold. The integrated hydrogen injector is provided on the intake manifold. The integrated hydrogen injector is connected to the air storage tank through a hydrogen injection pipeline, and the integrated hydrogen injector is connected to the hydrogen gas tank through a hydrogen injection pipeline. The outlet of the compressor is connected to the inlet of the intercooler. A pressure accumulation pipeline is provided between the intercooler and the air storage tank. The pressure accumulation pipeline communicates with the inlet of the air storage tank through the pressure accumulator valve and the dryer in sequence.

[0006] Compared with the prior art, the beneficial effects of the present invention are as follows: The exhaust gas discharged from the engine body enters the turbocharger through the exhaust manifold, driving the turbine to rotate at high speed. The turbine drives the coaxially connected compressor to rotate at high speed to inhale a large amount of air. A pressure accumulation pipeline is provided between the turbocharger and the intake manifold. The pressure accumulation pipeline passes through the pressure accumulator valve and the dryer in sequence and communicates with the inlet of the air storage tank. The intercooler is provided at the outlet of the compressor to reduce the temperature of the high-temperature air after supercharging, reduce the heat load on the engine and the air storage tank caused by the high-pressure air, and increase the intake air volume.

[0007] The intake manifold pressure sensor is provided on the intake manifold. During operation, when the intake manifold pressure value reaches a predetermined pressure value, the intake manifold pressure sensor will feedback the pressure information to the engine ECU. The engine ECU controls the pressure accumulator valve on the pressure accumulation pipeline to open, and the excess high-pressure air enters the dryer through the pressure accumulator valve. The dried high-pressure air is stored in the air storage tank for use by the braking system. Therefore, while canceling the air compressor device, the demand for high-pressure air in the vehicle braking system is met, the economy of the engine is improved, and the power loss of the engine is reduced. Further, the exhaust gas treatment device provided at the exhaust port of the turbine can also reduce the pollution of the exhaust gas to the atmosphere.

[0008] The integrated hydrogen injector integrates air injection and hydrogen injection to achieve alternating injection of air and hydrogen, strengthen the mixing degree of hydrogen and air in the intake manifold, improve the combustion efficiency. At the same time, the full mixing of air and hydrogen can inhibit the occurrence of abnormal combustion such as flashback and improve the reliability of the engine.

[0009] Further, the integrated hydrogen injector includes a nozzle housing. One end of the nozzle housing is provided with an air inlet, and the air inlet is communicated with the gas storage tank through the air injection pipeline.

[0010] Furthermore, a first cavity is arranged on one side of the nozzle housing facing the air inlet. The first cavity is communicated with the air inlet. A communication interface is arranged at one end of the nozzle housing facing the air inlet. The communication interface is communicatively connected with the engine ECU. Circumferentially distributed electromagnetic coils are arranged in the first cavity. The electromagnetic coils are electrically connected with the communication interface. A fixed bracket is arranged in the first cavity. The fixed bracket is connected to an armature. The armature includes a first plate body, a column body and a second plate body. The first plate body is connected to the second plate body through the column body. The column body is slidably connected to the fixed bracket. The first plate body is close to the electromagnetic coil. A hemispherical body is arranged on one side of the second plate body facing away from the column body. A first through hole is opened at one end of the first cavity facing away from the air inlet. The hemispherical body corresponds to the position of the first through hole. An air inlet is arranged on the side wall of the nozzle housing. The air inlet is communicated with the hydrogen tank through the hydrogen injection pipeline. A fourth cavity is arranged in the nozzle housing. The fourth cavity is communicated with the air inlet. Hydrogen injection holes are arranged on the nozzle housing. The fourth cavity is communicated with the hydrogen injection holes.

[0011] Furthermore, a third elastic structure is arranged in the first plate body. Opposite ends of the third elastic structure are respectively connected to the nozzle housing and the first plate body. A second elastic structure is sleeved outside the column body. The second elastic structure is located between the first plate body and the fixed bracket.

[0012] Furthermore, a fifth cavity is provided inside the nozzle housing. An air passage is formed between the fifth cavity and the first cavity. The nozzle housing is provided with a second cavity which is close to one end of the first cavity facing away from the air inlet. The first cavity communicates with the second cavity through the first through hole. A second through hole is formed on one side of the second cavity. A third cavity is provided inside the nozzle housing. The second cavity communicates with the third cavity through the second through hole. An air injection hole is formed on the nozzle housing. The third cavity communicates with the air injection hole. A needle valve rod is provided inside the nozzle housing. The needle valve rod includes a first cylinder, a second cylinder and a third cylinder which are connected in sequence. One end of the second cylinder facing the third cylinder is an inclined surface. The first cylinder is located in the fifth cavity, one end of the second cylinder facing the first cylinder is located in the fifth cavity, one end of the second cylinder facing the third cylinder is located in the fourth cavity, and the third cylinder is located in the fourth cavity. One end of the third cylinder close to the hydrogen injection hole is adapted to the hydrogen injection hole.

[0013] Furthermore, a first elastic structure is sleeved outside the first cylinder, and the first elastic structure is located in the fifth cavity.

[0014] Furthermore, the accumulator valve is communicatively connected to the engine ECU.

[0015] Furthermore, a gas storage tank pressure sensor communicatively connected to the engine ECU is provided on the gas storage tank.

[0016] Furthermore, a pressure relief valve communicatively connected to the engine ECU is provided in the turbocharger.

[0017] Furthermore, both the accumulator valve and the pressure relief valve are electronically controlled butterfly valves. Description of the Drawings

[0018] Figure 1 It is a structural block diagram of a lightweight supercharged hydrogen internal combustion engine in an embodiment of the present invention.

[0019] Figure 2 It is a schematic structural diagram of an integrated hydrogen injector of a lightweight supercharged hydrogen internal combustion engine in an embodiment of the present invention.

[0020] Figure 3 It is a working schematic diagram of an integrated hydrogen injector of a lightweight supercharged hydrogen internal combustion engine in an embodiment of the present invention when the electromagnetic coil is energized.

[0021] Figure 4 It is a working schematic diagram of an integrated hydrogen injector of a lightweight supercharged hydrogen internal combustion engine in an embodiment of the present invention when the electromagnetic coil is not energized.

[0022] The direction indicated by the arrow is the direction of the air flow / electrical signal; 1. Engine; 11. Engine body; 12. Intake manifold; 13. Exhaust manifold; 14. Integrated hydrogen injector; 15. Intake manifold pressure sensor; 16. Hydrogen injection pipeline; 2. Turbocharger; 21. Turbine; 22. Compressor; 23. Air filter; 24. Relief valve; 25. Intercooler; 3. Brake air storage assembly; 31. Accumulator valve; 32. Dryer; 33. Air storage tank; 34. Accumulation pipeline; 35. Air storage tank pressure sensor; 36. Air injection pipeline; 37. Air pressure regulating valve; 38. Hydrogen tank; 39. Hydrogen pressure regulating valve; 4. Engine ECU; 5. Exhaust gas treatment device.

[0023] 1401. Nozzle housing; 1402. Electromagnetic coil; 1403. Armature; 1404. First cavity; 1405. Second through hole; 1406. First elastic structure; 1407. Third cavity; 1408. Air injection hole; 1409. Hydrogen injection hole; 1410. Fourth cavity; 1411. Needle valve stem; 1412. Fifth cavity; 1413. Air channel; 1414. Second cavity; 1415. First through hole; 1416. Second elastic structure; 1417. Third elastic structure; 1418. Communication interface; 1419. Air inlet; 1420. First plate body; 1421. Cylinder; 1422. Second plate body; 1423. First cylinder; 1424. Second cylinder; 1425. Third cylinder; 1426. Hemisphere.

[0024] The following specific embodiments will further illustrate the present invention in conjunction with the above-mentioned drawings. Specific embodiments

[0025] For ease of understanding the present invention, the present invention will be described more comprehensively below with reference to the relevant drawings. Several embodiments of the present invention are shown in the drawings. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein. On the contrary, these embodiments are provided to make the disclosure of the present invention more thorough and comprehensive.

[0026] It should be noted that when an element is referred to as being "fixed to" another element, it can be directly on the other element or there can also be a middle element. When an element is considered to be "connected" to another element, it can be directly connected to the other element or there may be a middle element at the same time. The terms "vertical", "horizontal", "left", "right" and similar expressions used herein are only for the purpose of illustration.

[0027] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the technical field to which this invention belongs. The terms used in the description of the present invention herein are for the purpose of describing specific embodiments only and are not intended to limit the present invention. The term "and / or" used herein includes any and all combinations of one or more of the related listed items.

[0028] Please refer to Figure 1 , the lightweight supercharged hydrogen internal combustion engine in the embodiment of the present invention includes an engine 1, a turbocharger 2, a brake air storage assembly 3, an engine ECU 4, an exhaust gas treatment device 5, and a hydrogen gas tank 38. The engine 1 includes: an engine body 11, an intake manifold 12, an exhaust manifold 13, an integrated hydrogen injector 14, and an intake manifold pressure sensor 15; the turbocharger 2 includes: a turbine 21, a compressor 22, an air filter 23, a pressure relief valve 24, and an intercooler 25; the brake air storage assembly 3 includes: a pressure accumulator valve 31, a dryer 32, an air storage tank 33, a pressure accumulator pipeline 34, and an air storage tank pressure sensor 35. The inlet of the turbine 21 communicates with the engine body 11 through the exhaust manifold 13, and the exhaust port of the turbine 21 communicates with the exhaust gas treatment device 5 to reduce the pollution of the atmosphere by exhaust gas emissions. The inlet of the compressor 22 communicates with the air filter 23, and the exhaust port of the compressor 22 communicates with the engine body 11 through the intake manifold 12. When the engine 1 operates, high-temperature and high-pressure exhaust gas enters the turbocharger 2 through the exhaust manifold 13, driving the turbine 21 to rotate at a high speed. The turbine 21 and the compressor 22 are coaxially connected, and the turbine 21 drives the compressor 22 to rotate at a high speed to suck in a large amount of air. The air is filtered by the air filter 23 before entering the compressor 22 to ensure that the air entering the engine 1 is clean and dust-free. An intercooler 25 is provided at the outlet of the compressor 22 to reduce the temperature of the supercharged air and reduce the heat load on the engine 1 and the air storage tank 33 caused by the high-pressure air, improving the intake air volume. A pressure accumulator pipeline 34 is provided between the intercooler 25 and the air storage tank 33. The pressure accumulator pipeline 34 sequentially passes through the pressure accumulator valve 31 and the dryer 32 and communicates with the inlet of the air storage tank 33. After the air is compressed by the compressor 22 to form high-pressure air, at this time, since the volume of the air decreases and the temperature rises, it is necessary to cool it through the intercooler 25. The cooled high-pressure air is sent to the intake manifold 12 through a pipeline to provide a large amount of fresh air for the engine body 11, increasing the oxygen supply to the engine 1 and improving the combustion performance of the engine 1.

[0029] The intake manifold pressure sensor 15 is provided on the intake manifold 12. The intake manifold pressure sensor 15 is a semiconductor piezoresistive pressure sensor. During operation, when the air pressure in the intake manifold 12 does not reach the set threshold, at this time, both the pressure relief valve 24 and the pressure accumulator valve 31 are in the closed state. The pressure accumulator valve 31 and the pressure relief valve 24 are both electronically controlled butterfly valves. The air inhaled by the turbocharger 2 is only used for the combustion of the engine 1. When the air pressure value in the intake manifold 12 reaches the set threshold, the intake manifold pressure sensor 15 transmits the pressure information to the engine ECU 4. The engine ECU 4 controls the pressure accumulator valve 31 on the pressure accumulator pipeline 34 to open. At this time, the excess high-pressure air in the pipeline will enter the pressure accumulator valve 31 through the pressure accumulator pipeline 34 and then enter the dryer 32. The dryer 32 removes the moisture in the high-pressure air, and the dried high-pressure air is stored in the air storage tank 33 for use by the braking system. Therefore, while canceling the air compressor device, the demand for high-pressure air in the vehicle braking system is satisfied, the economy of the engine 1 is improved, and the power loss of the engine 1 is reduced.

[0030] The air storage tank pressure sensor 35 is provided on the air storage tank 33. The air storage tank pressure sensor 35 is a semiconductor piezoresistive pressure sensor. When the air pressure in the air storage tank 33 does not reach the set threshold, the pressure relief valve 24 remains in the closed state, and the pressure accumulator valve 31 remains in the open state to charge the air storage tank 33. When the air pressure in the air storage tank 33 reaches the set threshold, the air storage tank pressure sensor 35 will transmit the pressure information to the engine ECU 4. The engine ECU 4 controls the pressure accumulator valve 31 on the pressure accumulator pipeline 34 to close, and at the same time controls the pressure relief valve 24 in the turbocharger 2 to open to regulate the intake air volume of the turbine 21. The high-temperature and high-pressure exhaust gas discharged from the exhaust manifold 13 does not pass through the turbine 21 but is directly discharged to the tail gas treatment device 5 through the pressure relief valve 24, preventing the speed of the turbine 21 from remaining unchanged and driving the compressor 22 to inhale air, which may cause the air pressure in the intake manifold 12 to be too high when the pressure accumulator valve 31 is closed, effectively ensuring the reliability of the intake and exhaust systems of the engine 1 and the braking air storage assembly 3. At this time, the air inhaled by the turbocharger 2 is only used for the combustion of the engine 1.

[0031] When the air volume required by the engine 1 further increases and the air pressure in the intake manifold 12 does not meet the set threshold, the engine ECU 4 regulates the pressure relief valve 24 according to the information fed back by the intake manifold pressure sensor 15 until the pressure value at the intake manifold 12 reaches the set threshold, and then further regulates the pressure relief valve 24 according to the pressure information fed back by the air storage tank pressure sensor 35.

[0032] Please refer to Figure 2, the auxiliary air intake device in the embodiment of the present invention includes an integrated hydrogen injector 14, and the integrated hydrogen injector 14 includes: a nozzle housing 1401, one end of the nozzle housing 1401 is provided with an air inlet 1419, the air inlet 1419 is communicated with a gas storage tank 33 through an air pipeline 36, an air pressure regulating valve 37 is arranged on the air pipeline 36, and the air pressure regulating valve 37 is used for regulating the air pressure in the integrated hydrogen injector 14. A first cavity 1404 is arranged on one side of the nozzle housing 1401 facing the air inlet 1419, the first cavity 1404 is communicated with the air inlet 1419, a communication interface 1418 is arranged at one end of the nozzle housing 1401 facing the air inlet 1419, the communication interface 1418 is communicatively connected with the engine ECU 4. Circumferentially distributed electromagnetic coils 1402 are arranged in the first cavity 1404, the electromagnetic coils 1402 are electrically connected with the communication interface 1418. A fixing bracket is arranged in the first cavity 1404, the fixing bracket is connected with an armature 1403, and the fixing bracket is used for fixedly supporting the armature 1403 and restricting the displacement distance. The armature 1403 includes a first plate body 1420, a second plate body 1422 and a column body 1421. The diameter of the first plate body 1420 is larger than that of the second plate body 1422. A third elastic structure 1417 is arranged in the first plate body 1420, and opposite ends of the third elastic structure 1417 are respectively connected with the nozzle housing 1401 and the first plate body 1420, and are used for restoring the position of the armature 1403 after the electromagnetic coils 1402 are powered off. The column body 1421 is sleeved with a second elastic structure 1416, and the second elastic structure 1416 is located between the first plate body 1420 and the fixing bracket, and is used for buffering the armature 1403. The first plate body 1420 is connected with the second plate body 1422 through the column body 1421, the column body 1421 is slidably connected to the fixing bracket, the first plate body 1420 is adjacent to the electromagnetic coils 1402, a hemisphere 1426 is arranged on one side of the second plate body 1422 facing away from the column body 1421, and a first through hole 1415 is opened at one end of the first cavity 1404 facing away from the air inlet 1419, and the hemisphere 1426 corresponds to the position of the first through hole 1415. An air inlet is arranged on the side wall of the nozzle housing 1401, the air inlet is communicated with a hydrogen gas tank 38 through a hydrogen pipeline 16, a hydrogen pressure regulating valve 39 is arranged on the hydrogen pipeline 16, and the hydrogen pressure regulating valve 39 is used for regulating the hydrogen pressure in the integrated hydrogen injector 14. A fourth cavity 1410 is arranged in the nozzle housing 1401, the fourth cavity 1410 is communicated with the air inlet, and a hydrogen injection hole 1409 is arranged on the nozzle housing 1401, and the fourth cavity 1410 is communicated with the hydrogen injection hole 1409.A fifth cavity 1412 is provided inside the nozzle housing 1401. An air passage 1413 is formed between the fifth cavity 1412 and the first cavity 1404. A second cavity 1414 is provided inside the nozzle housing 1401. The second cavity 1414 is adjacent to one end of the first cavity 1404 facing away from the air inlet 1419. The first cavity 1404 communicates with the second cavity 1414 through the first through hole 1415. A second through hole 1405 is formed on one side of the second cavity 1414. A third cavity 1407 is provided inside the nozzle housing 1401. The second cavity 1414 communicates with the third cavity 1407 through the second through hole 1405. An air injection hole 1408 is provided on the nozzle housing 1401. The third cavity 1407 communicates with the air injection hole 1408. A needle valve rod 1411 is provided inside the nozzle housing 1401. The needle valve rod 1411 includes a first cylinder 1423, a second cylinder 1424 and a third cylinder 1425 which are connected in sequence. One end of the second cylinder 1424 facing the third cylinder 1425 is an inclined surface. The first cylinder 1423 is located in the fifth cavity 1412. One end of the second cylinder 1424 facing the first cylinder 1423 is located in the fifth cavity 1412. One end of the second cylinder 1424 facing the third cylinder 1425 is located in the fourth cavity 1410. The third cylinder 1425 is located in the fourth cavity 1410. One end of the third cylinder 1425 close to the hydrogen injection hole 1409 is adapted to the hydrogen injection hole 1409. A first elastic structure 1406 is sleeved outside the first cylinder 1423. The first elastic structure 1406 is located in the fifth cavity 1412 and is used to buffer the needle valve rod 1411.

[0033] When the communication interface 1418 of the integrated hydrogen injector 14 receives the electrical signal for hydrogen injection sent from the engine ECU 4, the electromagnetic coil 1402 is in a non-energized state at this time. At this time, the pressure of the air from the air inlet 1419 on the armature 1403 is greater than the elastic force of the second elastic structure 1416, and the armature 1403 moves downward. The hemispherical structure at the lower part of the armature 1403 blocks the first through hole 1415, and the high-pressure air in the first cavity 1404 cannot flow from the first through hole 1415 to the second cavity 1414. The first cavity 1404 and the fifth cavity 1412 are interconnected through the air passage 1413, and the high-pressure air in the first cavity 1404 will enter the fifth cavity 1412 through the air passage 1413, forming a pressure on the upper plane of the second cylinder 1424; in the fourth cavity 1410, the high-pressure hydrogen forms an upwardly inclined pressure on the lower inclined surface in the middle of the needle valve rod 1411. This force will overcome the resultant force of the pressure of the high-pressure air on the upper plane of the second cylinder 1424 in the fifth cavity 1412 and the elastic force exerted by the first elastic structure 1406 on the needle valve rod 1411 at this time, and push the needle valve rod 1411 upward. At this time, the hydrogen in the fourth cavity 1410 is ejected from the hydrogen injection hole 1409. In this way, when the electromagnetic coil 1402 is de-energized, hydrogen is ejected and air ejection stops.

[0034] When the communication interface 1418 of the integrated hydrogen injector 14 receives the electrical signal for air injection sent from the engine ECU 4, the electromagnetic coil 1402 is in an energized state at this time. The armature 1403 is affected by the magnetic force of the electromagnetic coil 1402. At this time, the pressure of the air from the air inlet 1419 on the armature 1403 is less than the magnetic force of the electromagnetic coil 1402 on the armature 1403, and the armature 1403 moves in the direction of the electromagnetic coil 1402. At this time, the high-pressure air in the first cavity 1404 flows through the first through hole 1415 to the second cavity 1414, then through the second through hole 1405 to the third cavity 1407, and finally is ejected from the air injection hole 1408; and at this time, the high-pressure air in the second cavity 1414 and the fifth cavity 1412 form a common downward pressure on the needle valve rod 1411. At this time, the first elastic structure 1406 is separated from the needle valve rod 1411 and there is no force between them. The downward pressure formed by the high-pressure air is greater than the pressure of the hydrogen in the fourth cavity 1410 on the lower inclined surface of the needle valve rod 1411, and the needle valve rod 1411 is pushed downward. At this time, the bottom end of the needle valve rod 1411 will block the hydrogen injection hole 1409, and hydrogen cannot be ejected from the hydrogen injection hole 1409. In this way, when the electromagnetic coil 1402 is energized, air is ejected and hydrogen ejection stops.

[0035] The integrated hydrogen injector 14 integrates air injection and hydrogen injection to achieve alternating injection of air and hydrogen, strengthen the mixing degree of hydrogen and air in the intake manifold, improve the combustion efficiency. At the same time, the full mixing of air and hydrogen can inhibit the occurrence of abnormal combustion such as flashback and improve the reliability of the engine.

[0036] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0037] The above-described embodiments merely represent one implementation manner of the present invention, and the description is relatively specific and detailed. However, it should not be construed as a limitation on the scope of the patent for the present invention. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present invention, several modifications and improvements can still be made, and these all belong to the protection scope of the present invention. Therefore, the protection scope of the patent for the present invention shall be subject to the appended claims.

Claims

1. A lightweight supercharged hydrogen internal combustion engine, characterized in that, Comprising: An engine, a turbocharger, a brake air storage assembly, an engine ECU, an exhaust gas treatment device, and a hydrogen gas tank. The engine includes an engine body, an intake manifold, an intake manifold pressure sensor, an integrated hydrogen injector, and an exhaust manifold. The turbocharger includes an air filter, a pressure relief valve, an intercooler, a turbine and a compressor connected coaxially. The brake air storage assembly includes a pressure accumulator valve, a dryer, an air storage tank, and a pressure accumulator pipeline. The inlet of the turbine communicates with the engine body through the exhaust manifold, the exhaust port of the turbine communicates with the exhaust gas treatment device, the inlet of the compressor communicates with the air filter, the exhaust port of the compressor communicates with the engine body through the intake manifold. The intake manifold pressure sensor communicatingly connected to the engine ECU is provided on the intake manifold. The integrated hydrogen injector is provided on the intake manifold. The integrated hydrogen injector is connected to the air storage tank through a gas injection pipeline, and the integrated hydrogen injector is connected to the hydrogen gas tank through a hydrogen injection pipeline. The exhaust port of the compressor is connected to the inlet of the intercooler. A pressure accumulator pipeline is provided between the intercooler and the air storage tank. The pressure accumulator pipeline communicates with the inlet of the air storage tank through the pressure accumulator valve and the dryer in sequence.

2. The lightweight supercharged hydrogen internal combustion engine according to claim 1, characterized in that, The integrated hydrogen injector includes a nozzle housing. An air inlet is provided at one end of the nozzle housing. The air inlet communicates with the air storage tank through the gas injection pipeline.

3. The lightweight supercharged hydrogen internal combustion engine according to claim 2, characterized in that, A first cavity is provided on one side of the nozzle housing facing the air inlet. The first cavity communicates with the air inlet. A communication interface is provided at one end of the nozzle housing facing the air inlet. The communication interface is communicatively connected to the engine ECU. Circumferentially distributed electromagnetic coils are provided in the first cavity. The electromagnetic coils are electrically connected to the communication interface. A fixed bracket is provided in the first cavity. The fixed bracket connects an armature. The armature includes a first plate body, a column body, and a second plate body. The first plate body is connected to the second plate body through the column body. The column body is slidably connected to the fixed bracket. The first plate body is close to the electromagnetic coils. A hemispherical body is provided on one side of the second plate body facing away from the column body. A first through hole is opened at one end of the first cavity facing away from the air inlet. The hemispherical body corresponds to the position of the first through hole. An air inlet is provided on the side wall of the nozzle housing. The air inlet communicates with the hydrogen gas tank through the hydrogen injection pipeline. A fourth cavity is provided in the nozzle housing. The fourth cavity communicates with the air inlet. Hydrogen injection holes are provided on the nozzle housing. The fourth cavity communicates with the hydrogen injection holes.

4. The lightweight supercharged hydrogen internal combustion engine according to claim 3, characterized in that, A third elastic structure is provided in the first plate body. Opposite ends of the third elastic structure are respectively connected to the nozzle housing and the first plate body. A second elastic structure is sleeved outside the column body. The second elastic structure is located between the first plate body and the fixed bracket.

5. The lightweight supercharged hydrogen internal combustion engine according to claim 3, characterized in that A fifth cavity is arranged inside the nozzle housing. An air passage is formed between the fifth cavity and the first cavity. The nozzle housing is provided with a second cavity, which is close to one end of the first cavity facing away from the air inlet. The first cavity is communicated with the second cavity through the first through hole. A second through hole is formed on one side of the second cavity. A third cavity is arranged inside the nozzle housing. The second cavity is communicated with the third cavity through the second through hole. An air injection hole is arranged on the nozzle housing, and the third cavity is communicated with the air injection hole. A needle valve rod is arranged inside the nozzle housing. The needle valve rod includes a first cylinder, a second cylinder and a third cylinder which are connected in sequence. One end of the second cylinder facing the third cylinder is an inclined surface. The first cylinder is located in the fifth cavity, one end of the second cylinder facing the first cylinder is located in the fifth cavity, one end of the second cylinder facing the third cylinder is located in the fourth cavity, the third cylinder is located in the fourth cavity, and one end of the third cylinder close to the hydrogen injection hole is adapted to the hydrogen injection hole.

6. The lightweight supercharged hydrogen internal combustion engine according to claim 5, wherein, A first elastic structure is sleeved outside the first cylinder, and the first elastic structure is located in the fifth cavity.

7. The lightweight supercharged hydrogen internal combustion engine according to claim 1, characterized in that, The pressure accumulator valve is communicatively connected to the engine ECU.

8. The lightweight supercharged hydrogen internal combustion engine according to claim 1, characterized in that, A pressure sensor of the gas storage tank communicatively connected to the engine ECU is arranged on the gas storage tank.

9. The lightweight supercharged hydrogen internal combustion engine according to claim 1, wherein A pressure relief valve communicatively connected to the engine ECU is arranged in the turbocharger.

10. The lightweight supercharged hydrogen internal combustion engine according to claim 1, characterized in that, Both the pressure accumulator valve and the pressure relief valve are electronically controlled butterfly valves.

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