Aviation hydrogen fuel internal combustion engine system

Abstract

The invention discloses an aviation hydrogen fuel internal combustion engine system, and relates to the technical field of hydrogen fuel internal combustion engines, the aviation hydrogen fuel internal combustion engine system comprises an internal combustion engine main body, a control system, a hydrogen supply module and a lubricating oil water removal and oil storage module, the hydrogen cylinder is connected with the fuel nozzle through the hydrogen supply pipeline; the lubricating oil water removal and oil storage module comprises a lubricating oil pipeline, one end of the lubricating oil pipeline is communicated with an internal combustion engine oil collecting tray of the internal combustion engine body, the other end of the lubricating oil pipeline is connected with a lubricating oil inlet in the internal combustion engine body, and a water removal and oil storage device is arranged on the lubricating oil pipeline. The water removal and oil storage device is used for removing water in lubricating oil and storing the lubricating oil, and the internal combustion engine body, the hydrogen supply module and the lubricating oil water removal and oil storage module are all electrically connected with the control system. According to the invention, moisture in lubricating oil can be effectively removed.

Description

Technical Field

[0001] The present invention relates to the technical field of hydrogen fuel internal combustion engines, and in particular to an aviation hydrogen fuel internal combustion engine system. Background Art

[0002] An aviation hydrogen internal combustion engine is an aviation internal combustion engine that uses hydrogen as fuel. Compared with traditional diesel and gasoline internal combustion engines, it does not produce pollutants such as carbon dioxide, particulate matter and hydrocarbons. The only product after complete combustion of hydrogen is water.

[0003] Existing aviation hydrogen internal combustion engines are all adaptively developed based on the structure of traditional automobile internal combustion engines. The gas supply system, supercharging system, ignition system and control system are adjusted to make traditional automobile internal combustion engines suitable for hydrogen fuel. However, the hydrogen internal combustion engines developed in this way can only be used in the automotive field, not in the aviation field. This is due to the characteristics of hydrogen fuel. Hydrogen as a fuel is significantly different from traditional gasoline. The calorific value of hydrogen is 1.4×108J / kg, and the calorific value of gasoline is 4.6×107J / kg; the density of hydrogen is 0.0899g / L, and the density of gasoline is 725g / L; hydrogen has a small molecular weight, but a large amount of heat per unit mass. The flammable range is much larger than other fuels, and the combustion speed is also astonishingly fast. The minimum ignition energy is less than 1 / 10 of methane and gasoline, and the volume energy density of hydrogen is 10.8mJ / m 3 , less than methane (33.0mJ / m 3 ) and has a lower energy density than gasoline and diesel gases. Its quenching distance during combustion is short (0.64mm), one-third that of gasoline, resulting in more complete combustion. These differences between hydrogen fuel and traditional fossil fuels make it unsuitable to simply modify an automotive or aircraft internal combustion engine to adapt it to an aviation hydrogen internal combustion engine. This places new demands on the structure of aviation hydrogen internal combustion engines.

[0004] The main difficulty in converting existing internal combustion engines to aviation hydrogen internal combustion engines in the existing technology is that hydrogen, as a green energy source, produces only water and no carbon dioxide when completely burned, compared with traditional fuels. The water produced after combustion will enter the lubrication system due to reasons such as wall wetting. The long-term startup of the aviation hydrogen internal combustion engine will cause the oil to increase in moisture, which will reduce the service life of the internal combustion engine and the use effect of the lubricating oil.

[0005] Therefore, there is an urgent need in the art for a new aviation hydrogen fuel internal combustion engine system to solve the above problems. Summary of the Invention

[0006] The purpose of the present invention is to provide an aviation hydrogen fuel internal combustion engine system to solve the problems existing in the above-mentioned prior art. It can deliver hydrogen fuel to the internal combustion engine body and remove moisture from the lubricating oil in the internal combustion engine body.

[0007] To achieve the above object, the present invention provides the following solutions:

[0008] The present invention discloses an aviation hydrogen fuel internal combustion engine system, comprising an internal combustion engine body, a control system, a hydrogen supply module and a lubricating oil dehydration and storage module, wherein the hydrogen supply module comprises a hydrogen cylinder and a hydrogen supply pipeline, the internal combustion engine body is provided with a fuel nozzle, and the hydrogen cylinder is connected to the fuel nozzle through the hydrogen supply pipeline; the lubricating oil dehydration and storage module comprises a lubricating oil pipeline, one end of the lubricating oil pipeline is connected to the internal combustion engine oil collecting pan of the internal combustion engine body, and the other end of the lubricating oil pipeline is connected to the lubricating oil inlet on the internal combustion engine body, the lubricating oil pipeline is provided with a dehydration and storage device, the dehydration and storage device is used to remove moisture from the lubricating oil and store the lubricating oil, and the internal combustion engine body, the hydrogen supply module and the lubricating oil dehydration and storage module are all electrically connected to the control system.

[0009] Preferably, the dewatering oil storage device comprises a dewatering oil tank, wherein a drying rod is provided inside the dewatering oil tank, and the drying rod can remove moisture from the lubricating oil;

[0010] A lubricating oil water content sensor is installed in the dehydrator oil tank, and the lubricating oil water content sensor is electrically connected to the control system.

[0011] Preferably, a lubricating oil cooler is further provided on the lubricating oil pipeline, and the lubricating oil cooler is used to cool the lubricating oil.

[0012] Preferably, a high-pressure filter, a pressure reducing valve, a low-pressure filter and a hydrogen rail are sequentially provided on the hydrogen supply pipeline along the direction from the hydrogen cylinder to the internal combustion engine body, wherein the hydrogen rail outlet is respectively connected to each of the fuel nozzles, and a rail pressure sensor and a rail temperature sensor are provided in the hydrogen rail, and the rail pressure sensor and the rail temperature sensor are both electrically connected to the control system.

[0013] Preferably, there are two fuel nozzles, which are an in-cylinder direct injection nozzle and an intake manifold nozzle respectively. The in-cylinder direct injection nozzle and the intake manifold nozzle are both fixed on the internal combustion engine cylinder head of the internal combustion engine body. The nozzle end of the in-cylinder direct injection nozzle is arranged toward the inside of the internal combustion engine cylinder block of the internal combustion engine body, and the nozzle end of the intake manifold nozzle is arranged toward the internal combustion engine intake manifold of the internal combustion engine body.

[0014] Preferably, the internal combustion engine body is connected to a supercharging module;

[0015] The supercharging module includes an air filter, a supercharger body and an intercooler, wherein the supercharger body is a variable geometry worm gear supercharger, the air inlet of the air filter is connected to the air intake manifold, the air filter is connected to the supercharged air inlet of the supercharger body through the first air outlet pipe, the supercharged air outlet of the supercharger body is connected to the internal combustion engine intake duct of the internal combustion engine body through the supercharged air outlet pipe, the intercooler is installed on the supercharged air outlet pipe, and the internal combustion engine outlet duct of the internal combustion engine body is connected to the supercharged exhaust gas inlet of the supercharger body through the supercharger exhaust gas inlet pipe.

[0016] Preferably, the internal combustion engine body is connected to a crankcase ventilation module;

[0017] The crankcase ventilation module includes an oil-water separator, the internal combustion engine crankcase of the internal combustion engine main body is connected to the air inlet of the oil-water separator through the separator air inlet pipe, the oil separated by the oil-water separator is connected to the internal combustion engine crankcase through the separator drain pipe, the first air outlet of the oil-water separator is connected to the internal combustion engine intake duct through the separator first air outlet pipe, the separator first air outlet pipe is provided with a one-way valve, the second air outlet of the oil-water separator is connected to the first air outlet pipe through the separator second air outlet pipe, and the air filter is connected to the internal combustion engine crankcase through the air second outlet pipe;

[0018] The oil-water separator is provided with a separator hydrogen concentration sensor, and the oil-water separator and the separator hydrogen concentration sensor are both electrically connected to the control system.

[0019] Preferably, the lower surface of the internal combustion engine cylinder head in the internal combustion engine body is an arc surface, and the upper end of the internal combustion engine piston in the internal combustion engine body is provided with a guide groove.

[0020] Preferably, a valve protection layer is provided on the internal combustion engine valve in the internal combustion engine body, and the valve protection layer is electroplated copper, electroplated molybdenum, electroplated aluminum or Dacromet coating layer;

[0021] The internal combustion engine spark plug in the internal combustion engine body is a cold type spark plug, and the spark plug gap of the internal combustion engine spark plug is 0.5 mm.

[0022] Preferably, a safety detection module is provided on one side of the hydrogen supply pipeline;

[0023] The safety detection module includes several fire extinguisher bodies, several safety detection temperature sensors and several hydrogen leakage sensors. The fire extinguisher bodies, the safety detection temperature sensors and the hydrogen leakage sensors are all electrically connected to the control system. The fire extinguisher nozzles of the fire extinguisher bodies, the safety detection temperature sensors and the hydrogen leakage sensors are all located on one side of the hydrogen supply pipeline.

[0024] Compared with the prior art, the present invention has achieved the following technical effects:

[0025] The present invention provides hydrogen as fuel to the internal combustion engine body through a hydrogen supply pipeline, and is provided with a lubricating oil dehydration and storage module. The dehydration and storage device on the lubricating oil pipeline is used to remove moisture from the lubricating oil and store the lubricating oil. The lubricating oil after dehydration is then transported back to the internal combustion engine body, thereby ensuring the use effect of the lubricating oil and increasing the service life of the internal combustion engine body. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0027] Figure 1 This is a schematic structural diagram of a hydrogen supply module in an aviation hydrogen fuel internal combustion engine system according to an embodiment of the present invention;

[0028] Figure 2 This is a schematic structural diagram of a lubricating oil dewatering and oil storage module in an aviation hydrogen fuel internal combustion engine system according to an embodiment of the present invention;

[0029] Figure 3 This is a schematic structural diagram of a boost module in an aviation hydrogen fuel internal combustion engine system according to an embodiment of the present invention;

[0030] Figure 4 This is a schematic structural diagram of a crankcase ventilation module in an aviation hydrogen fuel internal combustion engine system according to an embodiment of the present invention;

[0031] Figure 5 This is a schematic diagram of the structure of the combustion chamber of the internal combustion engine main body in the aviation hydrogen fuel internal combustion engine system according to an embodiment of the present invention;

[0032] Figure 6 This is a schematic structural diagram of a safety detection module in an aviation hydrogen fuel internal combustion engine system according to an embodiment of the present invention;

[0033] In the figure: 1-internal combustion engine body; 101-internal combustion engine cylinder block; 102-internal combustion engine cylinder head; 1021-internal combustion engine intake duct; 1022-internal combustion engine exhaust duct; 103-in-cylinder direct injection nozzle; 104-intake duct nozzle; 105-internal combustion engine valve; 106-internal combustion engine spark plug; 107-internal combustion engine piston; 1071-guide groove; 108-internal combustion engine oil collection pan; 109-internal combustion engine crankcase; 2-hydrogen cylinder; 3-hydrogen supply pipeline; 301-high-pressure filter; 302-pressure reducing valve; 303-low-pressure filter; 304-hydrogen gas rail; 4-lubricating oil pipeline; 401-water removal machine oil tank; 402-lubricating oil water content sensor ;403-lubricating oil cooler; 5-oil-water separator; 501-separator drain pipe; 502-separator air inlet pipe; 503-separator first air outlet pipe; 5031-one-way valve; 504-separator second air outlet pipe; 505-separator hydrogen concentration sensor; 6-control system; 7-air filter; 701-air first air outlet pipe; 702-air second air outlet pipe; 8-supercharger body; 801-supercharger exhaust gas inlet pipe; 802-supercharged air outlet pipe; 803-supercharged exhaust gas outlet pipe; 9-intercooler; 10-fire extinguisher body; 11-fire extinguisher nozzle; 12-safety detection temperature sensor; 13-hydrogen leakage sensor. DETAILED DESCRIPTION

[0034] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0035] The purpose of the present invention is to provide an aviation hydrogen fuel internal combustion engine system to solve the problems existing in the above-mentioned prior art. It can deliver hydrogen fuel to the internal combustion engine body and remove moisture from the lubricating oil in the internal combustion engine body.

[0036] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0037] like Figures 1-6As shown, this embodiment provides an aviation hydrogen fuel internal combustion engine system, comprising an internal combustion engine body 1, a control system 6, a hydrogen supply module, and a lubricating oil dewatering and storage module. The hydrogen supply module includes a hydrogen cylinder 2 and a hydrogen supply pipeline 3. The hydrogen cylinder 2 is a common commercially available gas cylinder for storing high-pressure hydrogen. The internal combustion engine body 1 is provided with a plurality of fuel injectors, and the hydrogen cylinder 2 is connected to all of the fuel injectors via the hydrogen supply pipeline 3, thereby providing hydrogen fuel to the fuel injectors. The lubricating oil dewatering and storage module includes a lubricating oil pipeline 4. One end of the lubricating oil pipeline 4 is connected to the internal combustion engine oil pan 108 of the internal combustion engine body 1, and the other end of the lubricating oil pipeline 4 is connected to the lubricating oil inlet on the internal combustion engine body 1. To ensure the delivery power of the lubricating oil, a lubricating oil delivery pump may be provided on the lubricating oil pipeline 4. The lubricating oil pipeline 4 is provided with a dewatering and storage device for removing water from the lubricating oil and storing the lubricating oil. The internal combustion engine body 1, the hydrogen supply module and the lubricating oil dehydration and storage module are all electrically connected to the control system 6. The staff can remotely monitor each module through the control system 6. The control system 6 is an existing internal combustion engine control module, including but not limited to the existing electronic control unit (ECU).

[0038] In actual use, the hydrogen supply module allows hydrogen from hydrogen cylinder 2 to be delivered as fuel to the fuel injector. During operation, lubricating oil collected in the internal combustion engine oil pan 108 is pumped by the lubricating oil delivery pump on the lubricating oil pipeline 4 to the dewatering and storage device for dehydration, drying, and storage. The device then returns to the internal combustion engine 1 for lubrication. During this process, the dewatering and storage device can be used to promptly remove moisture from the lubricating oil, preventing excessive moisture from emulsifying the lubricating oil, which could affect its performance and ensure proper operation of the internal combustion engine 1.

[0039] In this embodiment, the dewatering and oil storage device includes a dewatering oil tank 401, which contains a drying rod. The drying rod removes moisture from the lubricating oil. Specifically, the drying rod is made of materials such as magnesium chloride, aluminum chloride, or activated alumina. These materials absorb moisture from the oil through chemical reactions and do not react with other substances in the lubricating oil, thereby ensuring that the water content in the lubricating oil does not exceed the design requirements.

[0040] In addition, a lubricating oil moisture sensor 402 is installed at the bottom of the dehydrator oil tank 401. This sensor can be an existing oil moisture sensor and is used to detect the moisture content in the lubricating oil. Furthermore, the lubricating oil moisture sensor 402 is electrically connected to the control system 6, enabling real-time transmission of its detected data to the control system 6.

[0041] In this embodiment, due to the high combustion temperature of hydrogen, the oil temperature of the aviation hydrogen internal combustion engine will be higher than that of traditional energy internal combustion engines. To maintain the good lubricating properties of the oil, a lubricating oil cooler 403 is also provided on the lubricating oil pipeline 4. Lubricating oil cooler 403 is used to cool the lubricating oil. Lubricating oil cooler 403 can adopt an existing air-cooled cooler or liquid-cooled cooler to ensure that the lubricating oil temperature does not exceed the limit.

[0042] In this embodiment, a high-pressure filter 301, a pressure reducing valve 302, a low-pressure filter 303 and a hydrogen rail 304 are sequentially provided on the hydrogen supply pipeline 3 along the direction from the hydrogen cylinder 2 to the internal combustion engine body 1. The hydrogen pressure (15-75 MPa) at the high-pressure filter 301 is greater than the hydrogen pressure (0-15 MPa) at the low-pressure filter 303. The outlet of the hydrogen rail 304 is respectively connected to each fuel nozzle. The hydrogen rail 304 is a prior art and its function is to transmit hydrogen to each fuel nozzle.

[0043] In actual use, hydrogen is stored in a high-pressure hydrogen cylinder 2, flows through the hydrogen supply pipeline 3 through the high-pressure filter 301 for preliminary filtration, then flows through the pressure reducing valve 302 to reduce the pressure to an appropriate level, and then flows through the low-pressure filter 303 for further filtration, and then flows through the hydrogen rail 304 for storage, and finally delivered to each fuel nozzle by the hydrogen rail 304.

[0044] A rail pressure sensor and a rail temperature sensor are provided within the hydrogen rail 304 to monitor the temperature and pressure of the hydrogen within the rail 304 in real time. Both the rail pressure sensor and the rail temperature sensor are electrically connected to the control system 6 . The detection data from these sensors can be transmitted to the control system 6 in real time for analysis, thereby adjusting the amount of hydrogen injected into the internal combustion engine 1 for combustion.

[0045] In this embodiment, if Figure 1 As shown, there are two fuel injection nozzles, namely an in-cylinder direct injection nozzle 103 and an intake manifold nozzle 104. The in-cylinder direct injection nozzle 103 and the intake manifold nozzle 104 are both fixed to the internal combustion engine cylinder head 102 of the internal combustion engine body 1. The difference between the two is that the nozzle end of the in-cylinder direct injection nozzle 103 is arranged toward the interior of the internal combustion engine cylinder block 101 of the internal combustion engine body 1 and can directly inject hydrogen fuel into the internal combustion engine cylinder block 101, while the nozzle end of the intake manifold nozzle 104 is arranged toward the internal combustion engine intake manifold 1021 of the internal combustion engine body 1 and can directly inject hydrogen fuel into the internal combustion engine intake manifold 1021.

[0046] When the internal combustion engine body 1 is in a low load state, the intake nozzle 104 arranged in the intake duct 1021 of the internal combustion engine supplies hydrogen, which has high thermal efficiency and NO XThe advantages of low emissions, and when the pressure of the hydrogen cylinder 2 is insufficient, the hydrogen in the hydrogen cylinder 2 can be used to the maximum extent (because when the pressure of the hydrogen cylinder 2 is lower than the internal pressure of the internal combustion engine cylinder 101, the hydrogen cannot be directly passed into the internal combustion engine cylinder 101); when the internal combustion engine body 1 is in a high load state, hydrogen is supplied by the in-cylinder direct injection nozzle 103 on the internal combustion engine cylinder head 102, which has the advantages of high output power and not prone to backfire.

[0047] In this embodiment, the internal combustion engine body 1 is connected to a supercharging module.

[0048] Due to the characteristics of hydrogen flames such as fast propagation speed, high calorific value and low specific heat, the heat release during the combustion of hydrogen-air mixture is concentrated and the temperature is high. The high combustion temperature will cause the originally inactive nitrogen to react with oxygen, generating a high concentration of NO X According to relevant research, if the surface equivalence ratio is controlled below 0.6 and enters lean-burn mode, NO can be greatly reduced. X The emission of the internal combustion engine is reduced, and the premature combustion and backfire are suppressed. Therefore, the lean-burn condition is the best way to reduce the 1NO X However, the lean-burn condition will significantly reduce the exhaust function, which is not conducive to the work of the traditional supercharger. The insufficient work of the traditional supercharger will reduce the density and quality of the air entering the internal combustion engine body 1, thereby affecting the aviation hydrogen internal combustion engine to enter the lean-burn condition.

[0049] To this end, the boost module in this embodiment is as follows Figure 3 As shown, the supercharging module includes an air filter 7, a supercharger body 8, and an intercooler 9. It should be noted that the supercharger body 8 is a variable geometry turbocharger (VGT). The air inlet of the air filter 7 is connected to the air intake manifold (i.e., the air source), and the first air outlet of the air filter 7 is connected to the supercharged air inlet of the supercharger body 8 via the first air outlet pipe 701. In other words, the gas passing through the air filter 7 will be supercharged at the supercharger body 8. The supercharged air outlet of the supercharger body 8 is connected to the internal combustion engine main body 1 through the supercharged air outlet pipe 802, and the supercharged fresh air is delivered to the internal combustion engine main body 1. The intercooler 9 is installed on the supercharged air outlet pipe 802. The intercooler 9 is a prior art device and its function is to cool the supercharged air. The internal combustion engine outlet 1022 of the internal combustion engine body 1 is connected to the pressurized exhaust gas inlet of the supercharger body 8 through the supercharger exhaust gas inlet pipe 801, so as to drive the supercharger body 8 to operate, and the exhaust gas after entering the supercharger body 8 will be discharged through the pressurized exhaust gas outlet pipe 803. This is a common connection method of existing exhaust gas worm turbochargers, so it will not be elaborated.

[0050] When the internal combustion engine body 1 is in a low-speed and low-load operating condition, the exhaust function is relatively small. In order to make the turbine in the supercharger body 8 fully utilize the smaller exhaust function, the control system 6 adjusts the variable baffle around the turbine blades in the variable geometry worm turbocharger, and reduces the flow cross-sectional area flowing to the exhaust impeller end by changing the angular position of the guide vane (this operation is the normal working mode of the variable geometry worm turbocharger, so its specific structure and working principle will not be described in detail), thereby accelerating the flow rate of the exhaust fluid and increasing the pressure, thereby increasing the speed of the supercharger body 8 under the low-load operating condition of the internal combustion engine body 1, increasing the intake pressure of the internal combustion engine body 1 under the low-load state, and increasing the intake flow rate of the internal combustion engine body 1 under the low-load state, thereby causing the internal combustion engine body 1 to enter the lean-burn state as early as possible under the low-load state, thereby significantly reducing NO X When the internal combustion engine body 1 is operating at high speed and high load, the exhaust function is relatively large. To prevent the supercharger body 8 from overspeeding, the control system 6 adjusts the variable baffles around the turbine blades in the variable geometry worm turbocharger. By changing the angular position of the guide vanes, the flow cross-sectional area to the exhaust impeller end is increased, thereby reducing the flow rate of the exhaust fluid. This in turn controls the speed of the supercharger body 8 under the high load conditions of the aviation hydrogen fuel internal combustion engine, preventing the pressure within the supercharger body 8 from exceeding the allowable boost pressure. This also helps improve the economic efficiency of the internal combustion engine body 1 under high load conditions.

[0051] In this embodiment, the internal combustion engine body 1 is connected to a crankcase ventilation module.

[0052] Hydrogen has a combustible volume ratio of 4% to 75%, a much wider flammable range than other fuels, and a faster combustion rate. Even in a very lean mixture, hydrogen can ignite and burn quickly and completely. During operation, due to factors such as a poor seal in the combustion chamber (the cavity between the engine block 101, the upper end of the engine piston 107, and the engine head 102), some unburned hydrogen can enter the engine crankcase 109. Consequently, the hydrogen accumulated in the crankcase 109 is highly susceptible to deflagration.

[0053] like Figure 4 As shown, to prevent hydrogen gas in the engine crankcase 109 from reaching a detonation concentration, the crankcase ventilation module includes an oil-water separator 5. The engine crankcase 109 of the engine body 1 is connected to the air inlet of the oil-water separator 5 via a separator inlet pipe 502. The mixed gas in the engine crankcase 109 enters the oil-water separator 5 through the separator inlet pipe 502. The oil separated by the oil-water separator 5 is connected to the engine crankcase 109 via a separator drain pipe 501, where it flows back into the engine crankcase 109.

[0054] The first outlet of the oil-water separator 5 is connected to the internal combustion engine intake duct 1021 via the separator's first outlet pipe 503. This first outlet pipe 503 first merges with the supercharged outlet pipe 802 before connecting to the internal combustion engine intake duct 1021. A one-way valve 5031 is installed on the separator's first outlet pipe 503, ensuring that the gas separated from the oil-water separator 5 can flow only in one direction, toward the internal combustion engine body 1, and not in the reverse direction. The second outlet of the oil-water separator 5 is connected to the first air outlet pipe 701 via the separator's second outlet pipe 504. The gas then flows into the internal combustion engine body 1 through the first air outlet pipe 701, the supercharger body 8, and the supercharged outlet pipe 802. Because the first air outlet pipe 701 is positioned before the supercharger body 8, the internal pressure of the first air outlet pipe 701 is negative, allowing the gas in the second separator outlet pipe 504 to flow directly into the first air outlet pipe 701 due to the negative pressure. The boost outlet pipe 802 is positioned after the supercharger body 8. Due to the operating conditions of the internal combustion engine body 1, the pressure within the boost outlet pipe 802 may be either negative or positive. Therefore, a one-way valve 5031 is installed on the first separator outlet pipe 503 leading to the boost outlet pipe 802 to prevent backflow of gas when the pressure within the boost outlet pipe 802 is positive, thereby ensuring the flow of gas.

[0055] Furthermore, air filter 7 is connected to engine crankcase 109 via second air outlet pipe 702, ensuring that fresh air entering engine crankcase 109 is free of impurities after being filtered by air filter 7, thereby protecting the lubricating oil from contamination. Furthermore, the inlet end of second air outlet pipe 702 is connected to the inlet end of first air outlet pipe 701, and the inlet end of second air outlet pipe 702 is closer to air filter 7 than the outlet end of separator first outlet pipe 503. This prevents the hydrogen mixture discharged from separator first outlet pipe 503 from flowing back into engine crankcase 109 via second air outlet pipe 702.

[0056] The oil-water separator 5 is equipped with a separator hydrogen concentration sensor 505. An existing active oil-water separator 5 can be used, and its power can be adjusted. The oil-water separator 5 and the separator hydrogen concentration sensor 505 are both electrically connected to and monitored by the control system 6. In actual operation, the hydrogen concentration in the engine crankcase 109, as detected by the separator hydrogen concentration sensor 505, is used to control the ventilation volume of the active oil-gas separator in real time, thereby ensuring that the hydrogen concentration in the engine crankcase 109 does not exceed a set value.

[0057] When the air pressure in the boost outlet pipe 802 is positive, the internal combustion engine body 1 will be in a high-load working condition. At this time, the amount of hydrogen leakage in the internal combustion engine crankcase 109 will also increase. In order to ensure that the hydrogen concentration in the internal combustion engine crankcase 109 does not exceed the explosion concentration, the control system 6 will control the oil-gas separator to increase the operating power and thereby increase the ventilation volume of the internal combustion engine crankcase 109, so as to dilute the leaked hydrogen in the internal combustion engine crankcase 109 and discharge it in time.

[0058] In this embodiment, since hydrogen diffuses fastest in air, its diffusion coefficient is 0.61 cm 2 / s (1atm, 20°C). If leaked into the air, it would diffuse 1.6 times faster than gasoline, quickly spreading and reaching a combustion concentration. However, in the internal combustion engine body 1, the rotor speed is much faster (1000-3000 rpm). Even at a speed of 1000 rpm, one revolution takes only 0.06 seconds. In comparison, the diffusion rate of hydrogen is very slow. The diffusion and mixing caused by the concentration difference of hydrogen injected into the internal combustion engine cylinder 101 is almost negligible. The mixing of hydrogen and air in the internal combustion engine cylinder 101 is mainly achieved by the injected airflow.

[0059] Therefore, in order to make the hydrogen and air mix more evenly, Figure 5 As shown, the lower surface of the internal combustion engine cylinder head 102 in the internal combustion engine body 1 is an arc surface, and the corners in the combustion chamber are set as arc transitions to avoid the generation of sharp points that cause heat accumulation and premature combustion of the hydrogen mixture.

[0060] The upper end of the internal combustion engine piston 107 in the internal combustion engine body 1 is provided with a guide groove 1071. Figure 5 The structure shown is a wave-like structure, which can make the fresh air form turbulent gas with high tumble flow at the guide groove 1071.

[0061] The basic function of the internal combustion engine intake duct 1021 is to provide fresh air to the internal combustion engine cylinder 101. The function of the internal combustion engine outlet duct 1022 is to discharge the exhaust gas after combustion in the internal combustion engine cylinder 101. At the same time, during the intake process, the movement of the air and hydrogen mixture in the internal combustion engine cylinder 101 is strengthened, which can improve the uniformity of the mixture and increase the turbulent kinetic energy of the mixture in the internal combustion engine cylinder 101, thereby meeting the requirements of stable and rapid combustion. The internal combustion engine intake duct 1021 and the internal combustion engine outlet duct 1022 in this embodiment both adopt widened air ducts. The cross-sectional area of the widened air duct is twice that of gasoline engines of the same power. The cross-sectional area of the widened air duct of a 2-liter displacement is approximately 70 cm 2The reason for setting up a widened air passage is that compared with gasoline combustion, hydrogen combustion requires more air to react with it, and with the help of the arc structure on the lower surface of the internal combustion engine cylinder head 102 and the guide groove 1071, when fresh air enters the combustion chamber through the internal combustion engine intake passage 1021, it can effectively form high-speed turbulent gas, which helps to evenly mix the hydrogen injected into the combustion chamber with the fresh air.

[0062] In this embodiment, a valve protection layer is provided on the internal combustion engine valve 105 in the internal combustion engine body 1. The valve protection layer is electroplated copper, electroplated molybdenum, electroplated aluminum or Dacromet coating, which can effectively avoid hydrogen embrittlement.

[0063] The internal combustion engine spark plug 106 in the internal combustion engine body 1 is a cold type spark plug, and the spark plug gap of the internal combustion engine spark plug 106 (i.e., the distance between the center electrode and the ground electrode) is 0.5 mm, which can avoid premature ignition of the mixture caused by heat accumulation and creepage of the internal combustion engine spark plug 106.

[0064] The injection process of the direct injection nozzle 103 in the internal combustion engine cylinder body 101 can adopt single or multiple injections according to the engine operating conditions. Hydrogen is injected into the cylinder after the internal combustion engine valve 105 of the internal combustion engine intake duct 1021 is closed, fundamentally eliminating the backflow of hydrogen to the internal combustion engine intake duct 1021 and preventing backfire.

[0065] The inner wall surface of the internal combustion engine cylinder block 101 is treated with a special molybdenum spraying or nickel-based corrosion-resistant alloy process, which can effectively improve the material's hydrogen embrittlement resistance.

[0066] In this embodiment, hydrogen has a wide flammable range due to its combustible volume ratio (V / V) ranging from 4% to 75%. Furthermore, its minimum ignition energy (0.02 mJ) is much lower than gasoline's (0.25 mJ). Furthermore, its combustion temperature is high, its flame is short, and its light blue color (not red or orange) makes it difficult to observe. Therefore, if hydrogen leaks during use, it poses a high risk of deflagration. To address this, a safety detection module is installed on one side of the hydrogen supply line 3.

[0067] like Figure 6 As shown, the safety detection module includes several fire extinguisher bodies 10, several safety detection temperature sensors 12 and several hydrogen leakage sensors 13. The fire extinguisher bodies 10, the safety detection temperature sensors 12 and the hydrogen leakage sensors 13 are all electrically connected to the control system 6. The fire extinguisher nozzle 11 of the fire extinguisher body 10, the safety detection temperature sensor 12 and the hydrogen leakage sensor 13 are all located on one side of the hydrogen supply pipeline 3.

[0068] The number and location of hydrogen leak sensors 13 can be adjusted based on installation requirements. They are typically installed on one side of the hydrogen supply line 3, near the hydrogen cylinder 2 and other pipe connections. When the hydrogen leak sensor 13 detects an excessive hydrogen concentration, it sends a detection signal to the control system 6 as an alarm, prompting the driver to inspect and repair relevant components. It is important to note that the hydrogen leak sensor 13 should be positioned away from the outlet of the supercharged exhaust gas outlet pipe 803, as unburned hydrogen may be discharged from this location, potentially causing the hydrogen leak sensor 13 to falsely alarm.

[0069] The number and location of the safety temperature sensors 12 and fire extinguisher nozzles 11 can be adjusted based on installation requirements. They are typically installed around the hydrogen supply line 3 and high-temperature components. When the safety temperature sensor 12 detects an ambient temperature exceeding a set value, the control system 6 determines that a hydrogen leak or combustion has occurred and automatically activates the fire extinguisher 10 to extinguish the fire. The fire extinguisher 10 preferentially uses a dry powder fire extinguisher. To prevent the safety temperature sensor 12 from misidentifying and automatically extinguishing a fire due to high-temperature components during engine operation, the alarm value for the safety temperature sensor 12 is set to 1000°C, given that the combustion temperature of hydrogen in air is 1430°C.

[0070] In the description of the present invention, it should be understood that the terms "longitudinal", "transverse", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" 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 do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", "third" and the like are used for descriptive purposes only and cannot be understood as indicating or implying relative importance. Thus, features defined as "first", "second", etc. may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0071] In the description of the present invention, unless otherwise specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed, detachable, or integral connections; they may refer to mechanical or electrical connections; they may refer to direct connections or indirect connections through an intermediate medium; and they may refer to internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in this application.

[0072] If the present invention discloses or involves components or structural parts that are fixedly connected to each other, then, unless otherwise stated, the fixed connection can be understood as: a detachable fixed connection (for example, connection using bolts or screws), and can also be understood as: a non-detachable fixed connection (for example, riveting, welding). Of course, the mutual fixed connection can also be replaced by an integrated structure (for example, manufactured by integrated molding using a casting process) (except where it is obviously impossible to use an integrated molding process).

[0073] In addition, unless otherwise stated, the terms used in any technical solution disclosed in the present invention to express positional relationships or shapes include states or shapes that are approximate, similar, or close thereto.

[0074] Any component provided by the present invention may be assembled from multiple separate components, or may be a separate component manufactured by an integral molding process.

[0075] It should be noted that the structures, proportions, sizes, etc. depicted in the drawings of this specification are only used to match the contents disclosed in the specification so that people familiar with this technology can understand and read them. They are not used to limit the conditions under which the present invention can be implemented. Therefore, they have no substantive technical significance. Any modification of the structure, change in the proportional relationship or adjustment of the size should still fall within the scope of the technical content disclosed in the present invention without affecting the efficacy and purpose that can be achieved by the present invention.

[0076] It should also be noted that in the embodiments of the present application, the same figure mark represents the same component or the same part.

[0077] Adaptive changes based on actual needs are all within the scope of protection of the present invention.

[0078] The present invention uses specific examples to illustrate the principles and implementation methods of the present invention. The above examples are only intended to help understand the method and core concept of the present invention. At the same time, those skilled in the art will find that the specific implementation methods and application scopes may vary based on the concept of the present invention. In summary, the contents of this specification should not be construed as limiting the present invention.

Claims

1. An aviation hydrogen fuel internal combustion engine system, characterized by: The invention comprises an internal combustion engine body (1), a control system (6), a hydrogen supply module and a lubricating oil dewatering and storage module, wherein the hydrogen supply module comprises a hydrogen bottle (2) and a hydrogen supply pipeline (3), the internal combustion engine body (1) is provided with a fuel nozzle, and the hydrogen bottle (2) is connected to the fuel nozzle through the hydrogen supply pipeline (3); the lubricating oil dewatering and storage module comprises a lubricating oil pipeline (4), one end of the lubricating oil pipeline (4) is connected to the internal combustion engine oil collecting pan (108) of the internal combustion engine body (1), and the other end of the lubricating oil pipeline (4) is connected to the lubricating oil inlet on the internal combustion engine body (1), the lubricating oil pipeline (4) is provided with a dewatering and storage device, and the dewatering and storage device is used to remove water from the lubricating oil and store the lubricating oil, and the internal combustion engine body (1), the hydrogen supply module and the lubricating oil dewatering and storage module are all electrically connected to the control system (6).

2. The aviation hydrogen fuel internal combustion engine system according to claim 1, characterized in that: The dewatering and oil storage device comprises a dewatering oil tank (401), wherein a drying rod is provided inside the dewatering oil tank (401), and the drying rod is capable of removing moisture from the lubricating oil; A lubricating oil water content sensor (402) is installed in the dehydrator oil tank (401), and the lubricating oil water content sensor (402) is electrically connected to the control system (6).

3. The aviation hydrogen fuel internal combustion engine system according to claim 1, characterized in that: The lubricating oil pipeline (4) is further provided with a lubricating oil cooler (403), and the lubricating oil cooler (403) is used to cool the lubricating oil.

4. The aviation hydrogen fuel internal combustion engine system according to claim 1, characterized in that: The hydrogen supply pipeline (3) is provided with a high-pressure filter (301), a pressure reducing valve (302), a low-pressure filter (303) and a hydrogen rail (304) in sequence along the direction from the hydrogen cylinder (2) to the internal combustion engine body (1), wherein the gas outlet of the hydrogen rail (304) is respectively connected to each of the fuel nozzles, and a rail pressure sensor and a rail temperature sensor are provided in the hydrogen rail (304), and the rail pressure sensor and the rail temperature sensor are both electrically connected to the control system (6).

5. The aviation hydrogen fuel internal combustion engine system according to claim 1, characterized in that: There are two fuel nozzles, which are respectively an in-cylinder direct injection nozzle (103) and an intake nozzle (104). Both the in-cylinder direct injection nozzle (103) and the intake nozzle (104) are fixed on the internal combustion engine cylinder head (102) of the internal combustion engine body (1). The nozzle end of the in-cylinder direct injection nozzle (103) is arranged toward the interior of the internal combustion engine cylinder block (101) of the internal combustion engine body (1), and the nozzle end of the intake nozzle (104) is arranged toward the internal combustion engine intake duct (1021) of the internal combustion engine body (1).

6. The aviation hydrogen fuel internal combustion engine system according to claim 1, characterized in that: The internal combustion engine body (1) is connected to a supercharging module; The supercharging module comprises an air filter (7), a supercharger body (8) and an intercooler (9), wherein the supercharger body (8) is a variable geometry worm gear supercharger, the air inlet of the air filter (7) is connected to the air intake manifold, the air filter (7) is connected to the supercharged air inlet of the supercharger body (8) through the first air outlet pipe (701), the supercharged air outlet of the supercharger body (8) is connected to the internal combustion engine intake duct (1021) of the internal combustion engine body (1) through the supercharged air outlet pipe (802), the intercooler (9) is installed on the supercharged air outlet pipe (802), and the internal combustion engine outlet duct (1022) of the internal combustion engine body (1) is connected to the supercharged exhaust gas inlet of the supercharger body (8) through the supercharger exhaust gas inlet pipe (801).

7. The aviation hydrogen fuel internal combustion engine system according to claim 6, characterized in that: The internal combustion engine body (1) is connected to a crankcase ventilation module; The crankcase ventilation module comprises an oil-water separator (5), the internal combustion engine crankcase (109) of the internal combustion engine main body (1) is connected to the air inlet of the oil-water separator (5) through a separator air inlet pipe (502), the oil separated by the oil-water separator (5) is connected to the internal combustion engine crankcase (109) through a separator sewage pipe (501), the first air outlet of the oil-water separator (5) is connected to the internal combustion engine intake passage (1021) through a separator first air outlet pipe (503), a one-way valve (5031) is provided on the separator first air outlet pipe (503), the second air outlet of the oil-water separator (5) is connected to the first air outlet pipe (701) through a separator second air outlet pipe (504), and the air filter (7) is connected to the internal combustion engine crankcase (109) through the second air outlet pipe (702); The oil-water separator (5) is provided with a separator hydrogen concentration sensor (505), and the oil-water separator (5) and the separator hydrogen concentration sensor (505) are both electrically connected to the control system (6).

8. The aviation hydrogen fuel internal combustion engine system according to claim 1, characterized in that: The lower surface of the internal combustion engine cylinder head (102) in the internal combustion engine body (1) is an arc surface, and the upper end of the internal combustion engine piston (107) in the internal combustion engine body (1) is provided with a guide groove (1071).

9. The aviation hydrogen fuel internal combustion engine system according to claim 1, characterized in that: A valve protection layer is provided on the internal combustion engine valve (105) in the internal combustion engine body (1), and the valve protection layer is an electroplated copper, electroplated molybdenum, electroplated aluminum or Dacromet coating layer; The internal combustion engine spark plug (106) in the internal combustion engine body (1) is a cold type spark plug, and the spark plug gap of the internal combustion engine spark plug (106) is 0.5 mm.

10. The aviation hydrogen fuel internal combustion engine system according to claim 1, characterized in that: A safety detection module is provided on one side of the hydrogen supply pipeline (3); The safety detection module comprises a plurality of fire extinguisher bodies (10), a plurality of safety detection temperature sensors (12) and a plurality of hydrogen leakage sensors (13); the fire extinguisher bodies (10), the safety detection temperature sensors (12) and the hydrogen leakage sensors (13) are all electrically connected to the control system; and the fire extinguisher nozzle (11) of the fire extinguisher body (10), the safety detection temperature sensors (12) and the hydrogen leakage sensors (13) are all located on one side of the hydrogen supply pipeline (3).

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