A lightweight supercharged hydrogen internal combustion engine

Abstract

The present invention discloses a lightweight, supercharged hydrogen internal combustion engine, belonging to the field of hydrogen engines. The lightweight, supercharged hydrogen internal combustion engine includes an engine body, a turbocharger, a brake air storage assembly, an engine ECU, and an exhaust gas treatment device. A turbocharger is used instead of an air compressor. Exhaust gas discharged from the engine drives the turbine to rotate, driving the compressor to inhale and compress air for use in the engine and braking system. An intercooler is provided at the outlet of the turbocharger. The outlet end of the intercooler communicates with the engine intake manifold, and the cooled high-pressure air is fed into the engine, thereby improving operating efficiency. A pressure accumulator line is provided between the intercooler and the intake manifold, and the pressure accumulator line communicates with an air storage tank. When the engine is operating normally, excess high-pressure air is stored in the air storage tank through the pressure accumulator line for use in the vehicle's braking system. Integrated hydrogen injection improves engine combustion efficiency. The present invention can improve the power and stability of the engine.

Description

Technical Field

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

[0002] Air brakes (pneumatic brake systems) are braking systems that utilize high-pressure air as a power source. They are currently widely used in commercial vehicles. Conventional air brake systems primarily consist of an air compressor, air reservoir, brake valve, brake chamber, air pressure gauge, air pump, pressure spring, safety valve, and brake lines. Their basic operating principle is that when the driver depresses the brake pedal, high-pressure air from the reservoir enters the wheel brake chamber through the brake valve, applying the brake. When the pedal is released, the brake valve closes the high-pressure air passage and simultaneously opens the brake valve to exhaust air to the atmosphere, releasing the brakes. Currently, most engines use an air compressor to deliver high-pressure air to the air reservoir for use in the braking system. The air compressor is connected to the engine crankshaft via a belt. The engine's operation drives the air compressor, compressing the air and delivering it through a pipe to the air reservoir. Because the air compressor requires engine power, some engine performance is sacrificed.

[0003] The existing supercharged internal combustion engine exhaust brake system can convert high-pressure exhaust gas energy into exhaust braking energy and collect high-pressure exhaust gas into a gas tank for use in the braking system. However, the high-temperature exhaust gas is not cooled and stored in the gas tank, which will bring heat load to the gas tank and pose certain storage risks. At the same time, for hydrogen internal combustion engines, 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] In view of the shortcomings of the prior art, the purpose of the present invention is to provide a lightweight supercharged hydrogen internal combustion engine, aiming to solve the problem in the prior art that the air compressor and heat load affect the power and stability of the engine.

[0005] In order to achieve the above object, the present invention is implemented through the following technical solution: a lightweight supercharged hydrogen internal combustion engine, comprising:

[0006] An engine, a turbocharger, a brake air storage assembly, an engine ECU, an exhaust gas treatment device, and a hydrogen 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 coaxially connected turbine, and an air compressor. 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, and the air inlet of the compressor communicates with the air filter. The exhaust port of the compressor is connected to the engine body through the intake manifold. The intake manifold is provided with the intake manifold pressure sensor that is communicatively connected to the engine ECU. The intake manifold is provided with an integrated hydrogen injector. The integrated hydrogen injector is connected to the gas storage tank via an injection pipeline. The integrated hydrogen injector is connected to the hydrogen tank via a hydrogen injection pipeline. The exhaust port of the compressor is connected to the inlet of the intercooler. A pressure accumulation pipeline is provided between the intercooler and the gas storage tank. The pressure accumulation pipeline is communicated with the air inlet of the gas storage tank through the pressure accumulation valve and the dryer in sequence.

[0007] Compared with the prior art, the present invention has the following advantages: exhaust gas discharged from the engine body enters the turbocharger through the exhaust manifold, driving the turbine to rotate at high speed, which in turn drives the coaxially connected compressor to rotate at high speed, inhaling a large amount of air. A pressure accumulator line is provided between the turbocharger and the intake manifold, and the pressure accumulator line passes through the pressure accumulator valve and the dryer in sequence, communicating with the air tank inlet. The intercooler is provided at the compressor outlet to reduce the temperature of the high-temperature, supercharged air, reduce the heat load imposed by the high-pressure air on the engine and the air tank, and increase the intake volume.

[0008] An intake manifold pressure sensor is installed on the intake manifold. During operation, when the intake manifold pressure reaches a predetermined value, the intake manifold pressure sensor feeds back the pressure information to the engine ECU. The engine ECU controls the pressure accumulator valve on the pressure accumulator line to open, and excess high-pressure air enters the dryer through the pressure accumulator valve. The dry high-pressure air is stored in the air tank for use by the braking system. Therefore, while eliminating the air compressor, the vehicle's braking system's need for high-pressure air is met, improving the engine's economy and reducing engine power loss. Furthermore, the exhaust gas treatment device installed at the turbine exhaust port can also reduce exhaust gas pollution to the atmosphere.

[0009] The integrated hydrogen injector integrates air injection and hydrogen injection to achieve alternating injection of air and hydrogen, thereby enhancing the mixing degree of hydrogen and air in the intake manifold and improving combustion efficiency. At the same time, the full mixing of air and hydrogen can suppress the occurrence of abnormal combustion such as backfire and improve engine reliability.

[0010] Furthermore, the integrated hydrogen injector includes a nozzle housing, an air inlet is provided at one end of the nozzle housing, and the air inlet is connected to the air storage tank through the injection pipeline.

[0011] Furthermore, a first cavity is provided in the nozzle housing on a side facing the air inlet, the first cavity is communicated 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 is connected to the armature, the armature includes a first plate, a column and a second plate, the first plate is connected to the second plate through the column, the column is slidably connected to the fixed bracket, the first plate is close to the electromagnetic coil, a hemisphere is provided on the side of the second plate facing away from the column, a first through hole is defined at one end of the first cavity facing away from the air inlet, the hemisphere 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 is communicated with the hydrogen tank through the hydrogen injection pipeline, a fourth cavity is provided in the nozzle housing, the fourth cavity is communicated with the air inlet, a hydrogen spray hole is provided on the nozzle housing, the fourth cavity is communicated with the hydrogen spray hole.

[0012] Furthermore, a third elastic structure is provided in the first plate body, and the opposite ends of the third elastic structure are respectively connected to the nozzle housing and the first plate body. A second elastic structure is provided outside the column, and the second elastic structure is located between the first plate body and the fixed bracket.

[0013] Furthermore, a fifth cavity is provided in the nozzle housing, an air passage is provided between the fifth cavity and the first cavity, a second cavity is provided in the nozzle housing, the second cavity is close to the end of the first cavity facing away from the air inlet, the first cavity is connected to the second cavity through the first through hole, a second through hole is provided on one side of the second cavity, a third cavity is provided in the nozzle housing, the second cavity is connected to the third cavity through the second through hole, an air spray hole is provided on the nozzle housing, the third cavity is connected to the air spray hole, a needle valve rod is provided in the nozzle housing, the needle valve rod includes a first cylinder, a second cylinder and a third cylinder connected in sequence, an end of the second cylinder facing the third cylinder is an inclined surface, the first cylinder is located in the fifth cavity, the end of the second cylinder facing the first cylinder is located in the fifth cavity, the 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 the end of the third cylinder close to the hydrogen spray hole is adapted to the hydrogen spray hole.

[0014] Furthermore, a first elastic structure is disposed outside the first column, and the first elastic structure is located in the fifth cavity.

[0015] Furthermore, the pressure accumulator valve is communicatively connected to the engine ECU.

[0016] Furthermore, the gas tank is provided with a gas tank pressure sensor which is communicatively connected to the engine ECU.

[0017] Furthermore, a pressure relief valve is provided in the turbocharger and is communicatively connected to the engine ECU.

[0018] Furthermore, the pressure accumulator valve and the pressure relief valve are both electrically controlled butterfly valves. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a structural block diagram of a lightweight supercharged hydrogen internal combustion engine in an embodiment of the present invention.

[0020] Figure 2 Schematic diagram of the integrated hydrogen injector structure of a lightweight supercharged hydrogen internal combustion engine in an embodiment of the present invention.

[0021] Figure 3 Schematic diagram of the operation of the electromagnetic coil in the integrated hydrogen injector of the lightweight supercharged hydrogen internal combustion engine in an embodiment of the present invention when it is energized.

[0022] Figure 4 Schematic diagram of the operation of the electromagnetic coil in the integrated hydrogen injector of the lightweight supercharged hydrogen internal combustion engine in an embodiment of the present invention when it is not energized.

[0023] The direction indicated by the arrow is the direction of the airflow / electrical signal;

[0024] 1. Engine; 11. Engine body; 12. Intake manifold; 13. Exhaust manifold; 14. Integrated hydrogen injector; 15. Intake manifold pressure sensor; 16. Hydrogen injection line; 2. Turbocharger; 21. Turbine; 22. Compressor; 23. Air filter; 24. Pressure relief valve; 25. Intercooler; 3. Brake air storage assembly; 31. Accumulator valve; 32. Dryer; 33. Air tank; 34. Accumulator line; 35. Air tank pressure sensor; 36. Injection line; 37. Air pressure regulating valve; 38. Hydrogen tank; 39. Hydrogen pressure regulating valve; 4. Engine ECU; 5. Exhaust gas treatment device.

[0025] 1401. Nozzle housing; 1402. Electromagnetic coil; 1403. Armature; 1404. First cavity; 1405. Second through hole; 1406. First elastic structure; 1407. Third cavity; 1408. Air nozzle hole; 1409. Hydrogen nozzle 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; 1421. Column; 1422. Second plate; 1423. First column; 1424. Second column; 1425. Third column; 1426. Hemisphere.

[0026] The following specific embodiments will further illustrate the present invention in conjunction with the above-mentioned drawings. DETAILED DESCRIPTION

[0027] To facilitate understanding of the present invention, the present invention will be described more fully below with reference to the accompanying drawings. The drawings illustrate several embodiments of the present invention. However, the present invention may be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided to provide a more thorough and comprehensive understanding of the present invention.

[0028] It should be noted that when an element is referred to as being "fixed to" another element, it may be directly on the other element or there may be an intermediate element. When an element is referred to as being "connected to" another element, it may be directly connected to the other element or there may be an intermediate element. The terms "vertical," "horizontal," "left," "right," and similar expressions used herein are for illustrative purposes only.

[0029] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one skilled in the art to which this invention pertains. The terms used in this specification of the present invention are for the purpose of describing specific embodiments only and are not intended to limit the present invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0030] See also Figure 1 The lightweight supercharged hydrogen internal combustion engine in an 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 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 tank 33, a pressure accumulator line 34, and an air tank pressure sensor 35. The inlet of the turbine 21 is communicated with the engine body 11 through the exhaust manifold 13, and the exhaust port of the turbine 21 is communicated with the exhaust gas treatment device 5 to reduce the pollution of exhaust emissions to the atmosphere. The air inlet of the compressor 22 is communicated with the air filter 23, and the exhaust port of the compressor 22 is communicated with the engine body 11 through the intake manifold 12. When the engine 1 is working, high-temperature and high-pressure exhaust gas enters the turbocharger 2 through the exhaust manifold 13, pushing the turbine 21 to rotate at high speed. The turbine 21 is coaxially connected to the compressor 22. The turbine 21 drives the compressor 22 to rotate at high speed to inhale a large amount of air. The air is filtered through the air filter 23 before entering the compressor 22 to ensure that it enters the The air of the engine 1 is clean and dust-free. An intercooler 25 is provided at the outlet of the compressor 22 for reducing the temperature of the supercharged air, reducing the heat load caused by the high-pressure air to the engine 1 and the air storage tank 33, and increasing the air intake. A pressure accumulation pipeline 34 is provided between the intercooler 25 and the air storage tank 33. The pressure accumulation pipeline 34 passes through the pressure accumulation valve 31 and the dryer 32 in sequence and communicates with the air inlet of the air storage tank 33. After being compressed by the compressor 22, the air forms high-pressure air. At this time, since the air volume is reduced and the temperature is increased, it needs to be cooled by the intercooler 25. The cooled high-pressure air is sent to the intake manifold 12 through a pipeline, providing 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.

[0031] The intake manifold 12 is provided with the intake manifold pressure sensor 15, which is a semiconductor piezoresistive pressure sensor. During operation, when the air pressure in the intake manifold 12 does not reach a set threshold, the pressure relief valve 24 and the pressure accumulator valve 31 are both in a closed state. The pressure accumulator valve 31 and the pressure relief valve 24 are both electrically controlled butterfly valves, and the air inhaled by the turbocharger 2 is only used for combustion in the engine 1. When the air pressure value of the intake manifold 12 reaches a set threshold, the intake manifold pressure sensor 15 transmits the pressure information to the engine ECU 4, and the engine ECU 4 controls the pressure accumulator valve 31 on the pressure accumulator line 34 to open. At this time, excess high-pressure air in the line will enter the pressure accumulator valve 31 through the pressure accumulator line 34 and then into the dryer 32. The dryer 32 removes moisture from 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 eliminating the air compressor device, the demand for high-pressure air of the automobile braking system is met, the economy of the engine 1 is improved, and the power loss of the engine 1 is reduced.

[0032] The gas tank 33 is provided with the gas tank pressure sensor 35, which is a semiconductor piezoresistive pressure sensor. When the air pressure in the gas tank 33 does not reach the set threshold, the pressure relief valve 24 remains closed and the pressure accumulator valve 31 remains open to inflate the gas tank 33. When the air pressure in the gas tank 33 reaches the set threshold, the gas tank pressure sensor 35 transmits the pressure information to the engine ECU 4, and the engine ECU 4 controls the pressure accumulator valve 31 on the pressure accumulator line 34 to close, and controls the turbocharger 24 to close. The pressure relief valve 24 in the turbine 2 is opened to regulate the intake amount of the turbine 21. The high-temperature and high-pressure exhaust gas discharged from the exhaust manifold 13 will not pass through the turbine 21, but will be directly discharged to the exhaust gas treatment device 5 from the pressure relief valve 24. This prevents the turbine 21 from keeping its speed unchanged when the pressure accumulator valve 31 is closed, causing the compressor 22 to inhale air and causing the air pressure in the intake manifold 12 to be too high. This effectively ensures the reliability of the engine 1 intake and exhaust systems and the brake air storage assembly 3. At this time, the air inhaled by the turbocharger 2 is only used for combustion of the engine 1.

[0033] When the amount of air 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 adjusts the pressure relief valve 24 according to the pressure information fed back by the air tank pressure sensor 35.

[0034] See also Figure 2The auxiliary air intake device in the embodiment of the present invention includes an integrated hydrogen injector 14, which includes: a nozzle housing 1401, an air inlet 1419 is provided at one end of the nozzle housing 1401, and the air inlet 1419 is connected to the air storage tank 33 through an air injection pipeline 36, and an air pressure regulating valve 37 is provided on the air injection pipeline 36. The air pressure regulating valve 37 is used to adjust the pressure of the air in the integrated hydrogen injector 14, and a first cavity 1404 is provided on the side of the nozzle housing 1401 facing the air inlet 1419. The first cavity 1404 is connected to the The air inlet 1419 is connected, and a communication interface 1418 is provided at one end of the nozzle housing 1401 facing the air inlet 1419, and the communication interface 1418 is connected to the engine ECU4 for communication. A circumferentially distributed electromagnetic coil 1402 is provided in the first cavity 1404, and the electromagnetic coil 1402 is electrically connected to the communication interface 1418. A fixed bracket is provided in the first cavity 1404, and the fixed bracket is connected to the armature 1403. The fixed bracket is used to fix and support the armature 1403 and limit the displacement distance. The armature 140 3 includes a first plate 1420, a second plate 1422 and a column 1421. The diameter of the first plate 1420 is larger than that of the second plate 1422. A third elastic structure 1417 is provided in the first plate 1420. The opposite ends of the third elastic structure 1417 are respectively connected to the nozzle housing 1401 and the first plate 1420, and are used to restore the position of the armature 1403 after the electromagnetic coil 1402 is powered off. The column 1421 is sleeved with a second elastic structure 1416. The second elastic structure 1416 is located on the first plate 142 0 and the fixed bracket, used to buffer the armature 1403, the first plate 1420 is connected to the second plate 1422 through the column 1421, the column 1421 is slidably connected to the fixed bracket, the first plate 1420 is adjacent to the electromagnetic coil 1402, and a hemisphere 1426 is provided on the side of the second plate 1422 facing away from the column 1421. A first through hole 1415 is defined 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 provided on the side wall of the nozzle housing 1401, and the air inlet is connected to the hydrogen tank 38 through the hydrogen injection pipeline 16. A hydrogen pressure regulating valve 39 is provided on the hydrogen injection pipeline 16, and the hydrogen pressure regulating valve 39 is used to adjust the pressure of the hydrogen in the integrated hydrogen injector 14. A fourth cavity 1410 is provided in the nozzle housing 1401, and the fourth cavity 1410 is connected to the air inlet. A hydrogen spray hole 1409 is provided on the nozzle housing 1401, and the fourth cavity 1410 is connected to the hydrogen spray hole 1409.A fifth cavity 1412 is provided in the nozzle housing 1401, and an air channel 1413 is provided between the fifth cavity 1412 and the first cavity 1404. A second cavity 1414 is provided in the nozzle housing 1401, and the second cavity 1414 is adjacent to the end of the first cavity 1404 facing away from the air inlet 1419. The first cavity 1404 is communicated with the second cavity 1414 through the first through hole 1415, and a second through hole 1405 is provided on one side of the second cavity 1414. A third cavity 1407 is provided in the nozzle housing 1401, and the second cavity 1414 is communicated with the third cavity 1407 through the second through hole 1405. An air spray hole 1408 is provided on the nozzle housing 1401, and the third cavity 1407 is communicated with the air spray hole 1408. A needle valve rod 1411 is provided in the nozzle housing 1401. The needle valve stem 1411 includes a first cylinder 1423, a second cylinder 1424 and a third cylinder 1425 connected in sequence. The 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, the end of the second cylinder 1424 facing the first cylinder 1423 is located in the fifth cavity 1412, the end of the second cylinder 1424 facing the third cylinder 1425 is located in the fourth cavity 1410, and the third cylinder 1425 is located in the fourth cavity 1410. The end of the third cylinder 1425 close to the hydrogen nozzle 1409 is adapted to the hydrogen nozzle 1409. A first elastic structure 1406 is provided on the outer surface of the first cylinder 1423. The first elastic structure 1406 is located in the fifth cavity 1412 and is used to buffer the needle valve stem 1411.

[0035] When the communication interface 1418 of the integrated hydrogen injector 14 receives the hydrogen injection electrical signal from the engine ECU4, the electromagnetic coil 1402 is in a non-energized state. 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. The armature 1403 moves downward, and the hemispherical structure at the lower part of the armature 1403 blocks the first through hole 1415. 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 connected to each other through the air channel 1413. When the first and second cylinders 1424 are connected, the high-pressure air in the first cavity 1404 enters the fifth cavity 1412 through the air passage 1413, exerting pressure on the upper surface of the second cylinder 1424. In the fourth cavity 1410, the high-pressure hydrogen exerts an upward pressure on the inclined surface of the lower middle portion of the needle valve stem 1411. This force overcomes the combined force of the high-pressure air pressure in the fifth cavity 1412 on the upper surface of the second cylinder 1424 and the elastic force exerted by the first elastic structure 1406 on the needle valve stem 1411, pushing the needle valve stem 1411 upward. At this time, the hydrogen in the fourth cavity 1410 is ejected from the hydrogen spray hole 1409. In this way, the electromagnetic coil 1402 is de-energized, hydrogen is ejected, and air is stopped.

[0036] When the communication interface 1418 of the integrated hydrogen injector 14 receives the injection electrical signal from the engine ECU 4, the electromagnetic coil 1402 is in the energized state, and the armature 1403 is subjected to the magnetic force of the electromagnetic coil 1402. At this time, the pressure of the air in the air inlet 1419 is less than the magnetic force of the electromagnetic coil 1402 on the armature 1403. The armature 1403 moves toward the electromagnetic coil 1402. At this time, the high-pressure air in the first cavity 1404 flows to the second cavity 1414 through the first through hole 1415, and then flows to the third cavity 1414 through the second through hole 1405. The hydrogen in the second chamber 1414 and the fifth chamber 1412 exert a combined downward pressure on the needle valve stem 1411. The first elastic structure 1406 and the needle valve stem 1411 are now separated, and there is no force acting on each other. The downward pressure exerted by the high-pressure air is greater than the pressure exerted by the hydrogen in the fourth chamber 1410 on the lower inclined surface of the needle valve stem 1411, pushing the needle valve stem 1411 downward. At this point, the bottom of the needle valve stem 1411 blocks the hydrogen nozzle 1409, preventing hydrogen from being ejected from the nozzle 1409. This energizes the electromagnetic coil 1402, ejecting air and stopping hydrogen ejection.

[0037] The integrated hydrogen injector 14 integrates air injection and hydrogen injection to achieve alternating injection of air and hydrogen, thereby enhancing the mixing degree of hydrogen and air in the intake manifold and improving combustion efficiency. At the same time, the full mixing of air and hydrogen can suppress the occurrence of abnormal combustion such as backfire and improve the reliability of the engine.

[0038] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0039] The above-described embodiment merely represents one embodiment of the present invention. While the description is relatively specific and detailed, it should not be construed as limiting the scope of the present invention. It should be noted that a person skilled in the art may make various modifications and improvements without departing from the spirit of the present invention, and these modifications and improvements fall within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be determined by the appended claims.

Claims

1. A lightweight supercharged hydrogen internal combustion engine, characterized in that: include: An engine, a turbocharger, a brake air storage assembly, an engine ECU, an exhaust gas treatment device, and a hydrogen 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 coaxially connected turbine, and an air compressor. 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, and the air inlet of the compressor communicates with the air filter. The exhaust port of the compressor is connected to the engine body through the intake manifold. The intake manifold is provided with the intake manifold pressure sensor that is communicatively connected to the engine ECU. The intake manifold is provided with an integrated hydrogen injector. The integrated hydrogen injector is connected to the gas storage tank via an injection pipeline. The integrated hydrogen injector is connected to the hydrogen tank via a hydrogen injection pipeline. The exhaust port of the compressor is connected to the inlet of the intercooler. A pressure accumulation pipeline is provided between the intercooler and the gas storage tank. The pressure accumulation pipeline is communicated with the air inlet of the gas storage tank through the pressure accumulation valve and the dryer in sequence; The integrated hydrogen injector comprises a nozzle housing, one end of which is provided with an air inlet, and the air inlet is connected to the air storage tank through the injection pipeline; A first cavity is provided in the nozzle housing on a side facing the air inlet, the first cavity being in communication with the air inlet. A communication interface is provided at one end of the nozzle housing facing the air inlet, the communication interface being communicatively connected to the engine ECU. Circumferentially distributed electromagnetic coils are provided in the first cavity, the electromagnetic coils being electrically connected to the communication interface. A fixing bracket is provided in the first cavity, the fixing bracket being connected to an armature, the armature comprising a first plate, a column, and a second plate. The first plate is connected to the second plate via the column, the column being slidably connected to the fixing bracket. The first plate is adjacent to the electromagnetic coil. A hemisphere is provided on a side of the second plate facing away from the column. A first through hole is defined at one end of the first cavity facing away from the air inlet, the hemisphere corresponding in position to the first through hole. An air inlet is provided on a sidewall of the nozzle housing, the air inlet being in communication with the hydrogen tank via the hydrogen injection pipeline. A fourth cavity is provided in the nozzle housing, the fourth cavity being in communication with the air inlet. A hydrogen spray hole is provided on the nozzle housing, the fourth cavity being in communication with the hydrogen spray hole. A third elastic structure is provided in the first plate body, and opposite ends of the third elastic structure are respectively connected to the nozzle housing and the first plate body; a second elastic structure is provided outside the column body, and the second elastic structure is located between the first plate body and the fixing bracket; A fifth cavity is provided in the nozzle housing, an air passage is provided between the fifth cavity and the first cavity, a second cavity is provided in the nozzle housing, the second cavity is close to the end of the first cavity facing away from the air inlet, the first cavity is connected to the second cavity through the first through hole, and a second through hole is provided on one side of the second cavity, a third cavity is provided in the nozzle housing, the second cavity is connected to the third cavity through the second through hole, an air spray hole is provided on the nozzle housing, the third cavity is connected to the air spray hole, and a needle valve rod is provided in the nozzle housing, the needle valve rod includes a first cylinder, a second cylinder and a third cylinder connected in sequence, the end of the second cylinder facing the third cylinder is an inclined surface, the first cylinder is located in the fifth cavity, the end of the second cylinder facing the first cylinder is located in the fifth cavity, the 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. The end of the third cylinder close to the hydrogen spray hole is adapted to the hydrogen spray hole.

2. The lightweight supercharged hydrogen internal combustion engine according to claim 1, characterized in that: A first elastic structure is disposed outside the first column, and the first elastic structure is located in the fifth cavity.

3. 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.

4. The lightweight supercharged hydrogen internal combustion engine according to claim 1, characterized in that: The gas tank is provided with a gas tank pressure sensor which is communicatively connected with the engine ECU.

5. The lightweight supercharged hydrogen internal combustion engine according to claim 1, characterized in that: The turbocharger is provided with a pressure relief valve which is in communication with the engine ECU.

6. The lightweight supercharged hydrogen internal combustion engine according to claim 1, characterized in that: The pressure accumulator valve and the pressure relief valve are both electrically controlled butterfly valves.

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