Hydrogen internal combustion automobile engine

Abstract

The invention relates to the technical field of internal combustion engines, in particular to a hydrogen internal combustion automobile engine which comprises an air cylinder body, an air cylinder cover and a crank connecting rod mechanism. An exhaust hole is formed in one side of the cylinder body, the cylinder body is cast by adopting a nickel-based high-temperature alloy to form an in-line four-cylinder structure, and a plasma-sprayed ZrO2-Y2O3 composite ceramic layer is arranged on the surface of the cylinder wall; the valve timing mechanism comprises an overhead camshaft and a valve, and is equipped with a continuous variable valve timing system; the hydrogen injection system comprises a high-pressure hydrogen pipe, a multi-stage pressure reduction electromagnetic valve and an injection head, and the injection pressure range of the injection head is 5-35 MPa; the turbocharging system comprises a radial flow type turbine, an air inlet header pipe, an air inlet manifold and an electronic waste gas bypass valve, the nickel-based high-temperature alloy air cylinder body is combined with the plasma spraying ZrO2-Y2O3 composite ceramic layer, the temperature can be resisted to 1100 DEG C, the hydrogen embrittlement rate is reduced by 70%, the design of the hemispherical-pit composite combustion chamber and the circumferential turbulence groove is matched, and the performance of the engine is improved. The lean burn limit is expanded to lambda = 1.3, and the heat efficiency is improved to 45%.

Description

Technical Field

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

[0002] As a zero-carbon emission power technology, hydrogen internal combustion engines generate kinetic energy through the combustion of a mixture of hydrogen and air, and are considered an ideal alternative to traditional fuel engines. However, existing hydrogen internal combustion engines face numerous technical bottlenecks: First, hydrogen's rapid combustion velocity and high propensity to detonate make it difficult to achieve stable air-fuel ratio control (λ fluctuation ±5%) with conventional combustion chamber designs, resulting in thermal efficiencies generally below 38%. Second, hydrogen's strong permeability accelerates hydrogen embrittlement corrosion of cylinder block materials. Cast iron or aluminum alloy cylinder blocks are prone to cracking under high explosion pressures (>12 MPa), resulting in a lifespan of less than 50,000 hours for moving parts such as connecting rods. Third, vibration and emissions are significant issues. Dynamic imbalance in the crankshaft system causes vibration acceleration exceeding 0.8g, and conventional catalysts have a conversion efficiency of less than 85% for unburned hydrogen (UHC) and nitrogen oxides (NOx), making it difficult to meet stringent emissions regulations. Furthermore, the cooling system cannot accurately control the temperature difference between the cylinder block and cylinder head (>50°C), exacerbating thermal stress damage and further limiting reliability. Therefore, hydrogen internal combustion vehicle engines have been proposed to address these issues. Summary of the Invention

[0003] The object of the present invention is to provide a hydrogen internal combustion automobile engine to solve the problems raised in the above background technology.

[0004] To achieve the above object, the present invention provides the following technical solutions:

[0005] Hydrogen internal combustion automobile engine, including cylinder block, cylinder head, crank-connecting rod mechanism, valve train, hydrogen injection system, turbocharging system, cooling system, lubrication system, ignition system and ECU control unit;

[0006] An exhaust hole is provided on one side of the cylinder block. The cylinder block is cast with a nickel-based high-temperature alloy to form an inline four-cylinder structure, and a plasma-sprayed ZrO2-Y2O3 composite ceramic layer is provided on the cylinder wall surface.

[0007] The valve train includes an overhead camshaft and valves and is equipped with a continuously variable valve timing system;

[0008] The hydrogen injection system includes a high-pressure hydrogen pipe, a multi-stage pressure-reducing solenoid valve and an injection head, and the injection pressure range of the injection head is 5-35MPa;

[0009] The turbocharger system includes a radial turbine, an intake manifold, an intake manifold, and an electronic wastegate valve, and the turbine end is made of Inconel 718 alloy;

[0010] The ECU control unit coordinates air-fuel ratio control, ignition timing and valve timing in real time.

[0011] Preferably, the center distance between adjacent cylinders in the inline four-cylinder structure of the cylinder body is 1.2-1.5 times the cylinder diameter D, the intake flow channel of the cylinder body adopts an asymmetric Venturi structure, and the throat cross-sectional area A_t / A_in=0.6-0.7; the exhaust flow channel of the cylinder body is a tapered flow channel with a helix angle of 35°±2° and a surface roughness Ra≤0.4μm.

[0012] Preferably, the cylinder head is connected to the cylinder body by high-strength bolts, a hemispherical combustion chamber is integrated inside the cylinder head, and an injection head of a hydrogen injection system and a spark plug of an ignition system are arranged on the top of the combustion chamber.

[0013] Preferably, the combustion chamber is a hemispherical-pit composite structure, wherein the curvature radius of the main combustion zone of the combustion chamber is R=0.7D (D is the cylinder diameter), the combustion chamber has 10 turbulence generating grooves evenly distributed circumferentially, and the depth of the grooves is 1.2mm±0.1mm, the top pre-combustion chamber volume of the combustion chamber accounts for 6%, and a wide-range oxygen sensor is also provided in the combustion chamber, and the wide-range oxygen sensor monitors the air-fuel ratio in real time and controls the λ value within the range of 1.1-1.3, and the control frequency is ≥100Hz.

[0014] Preferably, the crank-connecting rod mechanism comprises a crankshaft, a connecting rod, a piston and a flywheel, wherein the connecting rod is made of Ti-6Al-4V titanium alloy by isothermal forging.

[0015] Preferably, the cross-section of the connecting rod is an I-shaped gradient structure, the cross-section height of the small end of the connecting rod is H1 = 0.25D, the large end H2 = 0.35D, the transition zone curvature radius R = 3D, and the surface of the connecting rod is treated with micro-arc oxidation to form a 30-50μm Al2O3 ceramic layer.

[0016] Preferably, the injection head of the hydrogen injection system adopts a three-layer composite structure: the outer layer is a 0.3mm silicon nitride ceramic protective layer, the middle layer is a molybdenum alloy guide plate with 40 micropores with a diameter of 0.3mm, and the inner layer is a 0.2mm polyetheretherketone insulation layer.

[0017] Preferably, the ignition system includes: a distributor, a cylinder distribution wire, an ignition coil and a spark plug, wherein the distributor is positioned using a Hall effect sensor, the resistance value of the cylinder distribution wire is 2-5kΩ, the output voltage of the ignition coil is 40-100kV, and the spark plug electrode gap is 0.8-1.0mm.

[0018] Preferably, the cooling system adopts a three-stage temperature control strategy: level one (water temperature <80°C): only the cylinder water jacket circulates; level two (80-100°C): the cylinder head cooling pipe is opened; level three (>100°C): the additional electric water pump is started and the flow rate is increased to 120 of the rated value.

[0019] Preferably, the flywheel is integrated with a dynamic balance control system, performing the following steps:

[0020] (1) Signal acquisition:

[0021] The crankshaft speed n (rpm) is obtained in real time through the Hall sensor;

[0022] The radial vibration acceleration time domain signal a(t) is collected by a triaxial accelerometer installed on the flywheel housing and decomposed into a(t) = k1sin(2πft) + k2cos(2πft) by fast Fourier transform (FFT), where f = n / 60 (Hz) is the fundamental frequency of vibration and k1 and k2 (dimensionless) are harmonic coefficients.

[0023] (2) Calculation of unbalance:

[0024] Crankshaft moment of inertia, where m (kg) is the crankshaft design mass and r (m) is the crank radius;

[0025] Calculating angular velocity

[0026] Vibration acceleration effective value Sampling period T = 10 / f(s);

[0027] Unbalanced torque

[0028] (3) Counterweight adjustment:

[0029] Calculate the counterweight mass increment Where L = 0.8r (m) is the correction arm length, R = 0.15m is the radius of the flywheel counterweight groove track, and N = 8 is the number of counterweight blocks;

[0030] Calculate the phase adjustment angle

[0031] (4) Execution control:

[0032] The servo motor drives the counterweight to move along the circumference of the flywheel by a displacement s = R·Δθ (m), with a control accuracy of ≤0.5°.

[0033] Compared with the prior art, the present invention has the following beneficial effects:

[0034] First, a nickel-based high-temperature alloy cylinder block combined with a plasma-sprayed ZrO2-Y2O3 composite ceramic layer offers a temperature resistance of up to 1100°C and reduces the hydrogen embrittlement rate by 70%. Combined with a hemispherical-dimpled composite combustion chamber and circumferential turbulent grooves, the lean-burn limit is extended to λ=1.3, improving thermal efficiency to 45%. A wide-range oxygen sensor and ECU closed-loop control minimize air-fuel ratio fluctuations to ≤±2%. Secondly, the Ti-6Al-4V titanium alloy connecting rod in the crankshaft-connecting rod mechanism undergoes micro-arc oxidation to form a 30-50μm Al2O3 ceramic layer with a tensile strength of 1100MPa. Combined with a flywheel dynamic balancing system (servo motor accuracy of 0.5° and FFT real-time harmonic analysis), vibration acceleration is reduced to 0.3g, extending the lifespan to 100,000 hours. Finally, an intelligent three-stage temperature control strategy minimizes the cylinder head temperature difference to ≤20°C, providing an efficient and reliable power solution for hydrogen vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 Schematic diagram of the overall structure of the present invention;

[0036] Figure 2 Schematic diagram of the internal structure of the present invention;

[0037] Figure 3 This is a schematic diagram of the installation structure of the ignition system of the present invention;

[0038] Figure 4 For the present invention Figure 2 Top view of .

[0039] In the figure: 1. Cylinder block; 2. Cylinder head; 3. Crank-connecting rod mechanism; 31. Crankshaft; 32. Connecting rod; 33. Piston; 34. Flywheel; 4. Ignition system; 41. Distributor; 42. Distributor line; 43. Ignition coil; 44. Spark plug; 5. Cooling system; 6. Lubrication system; 7. Turbocharging system; 71. Turbine; 72. Intake manifold; 73. Intake manifold; 8. Hydrogen injection system; 81. High-pressure hydrogen pipe; 82. Solenoid valve; 83. Injection head; 9. Valve mechanism; 91. Camshaft; 92. Valve; 10. Exhaust hole. DETAILED DESCRIPTION

[0040] See also Figure 1-4 , the present invention provides a technical solution:

[0041] A hydrogen internal combustion automobile engine comprises a cylinder block 1, a cylinder head 2, a crank-connecting rod mechanism 3, a valve mechanism 9, a hydrogen injection system 8, a turbocharging system 7, a cooling system 5, a lubrication system 6, an ignition system 4 and an ECU control unit. An exhaust port 10 is provided on one side of the cylinder block 1. The cylinder block 1 is cast from a nickel-based high-temperature alloy to form an inline four-cylinder structure, and a plasma-sprayed ZrO2-Y2O3 composite ceramic layer is provided on the cylinder wall surface. The valve mechanism 9 comprises an overhead camshaft 91 and valves 92, and is equipped with a continuously variable valve timing system. The hydrogen injection system 8 comprises a high-pressure hydrogen pipe 81, a multi-stage pressure-reducing solenoid valve 82 and an injector head 83. The injection pressure range of the injector head 83 is 5-35 MPa. The turbocharging system 7 comprises a radial turbine 71, an intake manifold 72, an intake manifold 73 and an electronic wastegate valve. The turbine end is made of Inconel. Made of 718 alloy; the ECU control unit coordinates air-fuel ratio control, ignition timing and valve timing in real time. Through the collaborative design of the integrated nickel-based high-temperature alloy cylinder block, continuously variable valve timing system and high-pressure hydrogen injection system, the engine's high-temperature resistance (tolerance to 1100°C), power output (power increased by 25%) and control precision (efficiency increased by 12%) are significantly improved.

[0042] In the inline four-cylinder structure of cylinder block 1, the center distance between adjacent cylinders is 1.2-1.5 times the cylinder diameter D. The intake flow channel of cylinder block 1 adopts an asymmetric Venturi structure, and the throat cross-sectional area A_t / A_in=0.6-0.7; the exhaust flow channel of cylinder block 1 is a tapered flow channel with a helix angle of 35°±2° and a surface roughness of Ra≤0.4μm. It adopts an asymmetric Venturi intake flow channel and a spiral tapered exhaust flow channel design to optimize the uniformity of the intake flow rate (filling efficiency is increased by 18%), reduce exhaust back pressure (pumping loss is reduced by 10%), and reduce flow separation.

[0043] The cylinder head 2 is connected to the cylinder block 1 by high-strength bolts. A hemispherical combustion chamber is integrated inside the cylinder head 2, and the injection head 83 of the hydrogen injection system 8 and the spark plug 44 of the ignition system 4 are arranged on the top of the combustion chamber. The integrated layout of the cylinder head and the combustion chamber is combined with the central spark plug and the circumferential injection head setting to shorten the flame propagation distance (the combustion duration is reduced by 25%), improve the sealing (the heat load is reduced by 30%) and the ignition stability.

[0044] The combustion chamber is a hemispherical-pit composite structure, in which the curvature radius of the main combustion zone of the combustion chamber is R=0.7D (D is the cylinder diameter), and there are 10 turbulence generating grooves evenly distributed around the circumference of the combustion chamber, and the depth of the grooves is 1.2mm±0.1mm. The volume of the pre-combustion chamber at the top of the combustion chamber accounts for 6%. A wide-range oxygen sensor is also provided in the combustion chamber, and the wide-range oxygen sensor monitors the air-fuel ratio in real time and controls the λ value within the range of 1.1-1.3, with a control frequency ≥100Hz. The hemispherical-pit composite combustion chamber structure extends the lean burn limit to λ=1.3 through turbulent grooves (turbulent kinetic energy increased by 50%) and pre-combustion chamber stratified combustion design, thereby improving thermal efficiency by 8%, and realizing closed-loop control of the air-fuel ratio (fluctuation ≤±2%) through the wide-range oxygen sensor.

[0045] The crank-connecting rod mechanism 3 includes a crankshaft 31, a connecting rod 32, a piston 33 and a flywheel 34, wherein the connecting rod 32 is made of Ti-6Al-4V titanium alloy by isothermal forging; the cross-section of the connecting rod 32 is an I-shaped gradient structure, the cross-section height H1 of the small end of the connecting rod 32 is 0.25D, the cross-section height H2 of the large end is 0.35D, the curvature radius R of the transition zone is 3D, and the surface of the connecting rod 32 is micro-arc oxidized to form a 30-50μm Al2O3 ceramic layer. The I-shaped gradient cross-section design of the Ti-6Al-4V titanium alloy connecting rod reduces the weight by 40% while maintaining a tensile strength of ≥1100MPa. Combined with the micro-arc oxidation ceramic layer (30-50μm), the hydrogen embrittlement resistance is improved by 50%.

[0046] The injection head 83 of the hydrogen injection system 8 adopts a three-layer composite structure: the outer layer is a 0.3mm silicon nitride ceramic protective layer, the middle layer is a molybdenum alloy guide plate with 40 micropores with a diameter of 0.3mm, and the inner layer is a 0.2mm polyetheretherketone insulation layer. The three-layer composite structure of the hydrogen injection head (silicon nitride ceramic layer + molybdenum alloy microporous guide plate + insulation layer) can achieve 35MPa high-pressure tolerance (lifespan of 5000 hours), spray cone angle error ≤1°, and block the risk of high-voltage leakage.

[0047] The ignition system 4 includes: a distributor 41, a cylinder distribution wire 42, an ignition coil 43 and a spark plug 44. The distributor 41 is positioned using a Hall effect sensor, the cylinder distribution wire 42 has a resistance of 2-5kΩ, the ignition coil 43 has an output voltage of 40-100kV, and the spark plug 44 has an electrode gap of 0.8-1.0mm. The high-energy ignition system (40-100kV output, cylinder distribution wire, spark plug) ensures a cold start success rate of 99%, an ignition signal error of ≤0.1°CA, and a spark plug life of 100,000 kilometers.

[0048] Cooling system 5 adopts a three-stage temperature control strategy: among them, the first stage (water temperature <80℃): only the cylinder water jacket circulates; the second stage (80-100℃): the cylinder head cooling duct is opened; the third stage (>100℃): the additional electric water pump is started and the flow rate is increased to 120% of the rated value. The three-stage temperature control strategy (staged control of cylinder block / cylinder head coolant flow) shortens the cold start warm-up time by 40%, maintains thermal balance (temperature fluctuation ±5℃), and increases the heat dissipation power by 120% when overloaded.

[0049] The flywheel 34 is integrated with a dynamic balance control system that performs the following steps:

[0050] (1) Signal acquisition:

[0051] The crankshaft speed n (rpm) is obtained in real time through the Hall sensor;

[0052] The radial vibration acceleration time domain signal a(t) is collected by a triaxial accelerometer installed on the flywheel housing and decomposed into a(t) = k1sin(2πft) + k2cos(2πft) by fast Fourier transform (FFT), where f = n / 60 (Hz) is the fundamental frequency of vibration and k1 and k2 (dimensionless) are harmonic coefficients.

[0053] (2) Calculation of unbalance:

[0054] Crankshaft moment of inertia, where m (kg) is the crankshaft design mass and r (m) is the crank radius;

[0055] Calculating angular velocity

[0056] Vibration acceleration effective value Sampling period T = 10 / f(s);

[0057] Unbalanced torque

[0058] (3) Counterweight adjustment:

[0059] Calculate the counterweight mass increment Where L = 0.8r (m) is the correction arm length, R = 0.15m is the radius of the flywheel counterweight groove track, and N = 8 is the number of counterweight blocks;

[0060] Calculate the phase adjustment angle

[0061] (4) Execution control:

[0062] The servo motor drives the counterweight to move along the circumference of the flywheel by a displacement s = R·Δθ (m), with a control accuracy of ≤ 0.5°;

[0063] The flywheel dynamic balance control system reduces vibration acceleration from 0.8g to 0.3g through real-time FFT harmonic analysis and servo motor adjustment (accuracy 0.5°), improving NVH performance by 60% and achieving a response time of ≤10ms.

[0064] Working process: When the system starts, the ECU control unit performs self-tests on the cylinder block 1, the high-pressure hydrogen pipe 81 and solenoid valve 82 of the hydrogen injection system 8, and the distributor 41 and ignition coil 43 of the ignition system 4; during the cold start phase, the cylinder water jacket of the cooling system 5 is circulated first, the oil pump of the lubrication system 6 builds up oil pressure, and the hydrogen injection head 83 uses the pre-injection mode (injection amount +30%) to cooperate with the spark plug 44 for high-energy ignition (150mJ); during the intake stroke, the turbine 71 of the turbocharger system 7 is The exhaust gas from the exhaust port 10 drives the intake manifold 72 and the intake manifold 73 to introduce the pressurized air (150-250 kPa) into the cylinder block 1. The camshaft 91 of the valve train 9 controls the lift of the valve 92, and the synchronous injection head 83 completes 20-30% fuel premixing. During the compression stroke, the piston 33 of the crankshaft-connecting rod mechanism 3 moves upward to compress the mixture. The dynamic balance control system of the flywheel 34 monitors the speed of the crankshaft 31 through a Hall sensor, and the three-axis accelerometer collects vibration signals. At the same time, the hydrogen injection The injector head 83 completes the remaining fuel injection, and the wide-band oxygen sensor feeds back the air-fuel ratio to the ECU in real time. During the combustion stroke, the cylinder line 42 of the ignition system 4 transmits high voltage to the spark plug 44, igniting the mixture through pre-ignition (2ms pilot arc) and main ignition (5ms high-energy discharge). The connecting rod 32 transfers the kinetic energy of the piston 33 to the crankshaft 31. The knock sensor triggers the ECU to dynamically adjust the ignition advance angle. During the exhaust stroke, the exhaust gas pushes the turbine 71 through the exhaust port 10 to continuously increase the pressure, and the thermal management During this stage, the electronic thermostat of the cooling system 5 is controlled in stages according to the water temperature: in the first stage (<80°C), only the cylinder water jacket circulates; in the second stage (80-100°C), the cylinder head cooling duct is opened; and in the third stage (>100°C), an additional electric water pump is activated. The filter of the lubrication system 6 filters the engine oil, and the piston cooling nozzle sprays oil mist to cool the piston 33. All components work together in the process, achieving a thermal efficiency of 45%, a vibration reduction of 60%, a 40% reduction in the time from cold start to steady state, and a 2-fold extension in the service life of key components.

[0065] This article uses specific examples to illustrate the principles and implementation methods of the present invention. The above examples are only used to help understand the method of the present invention and its core ideas. The above is only a preferred implementation method of the present invention. It should be pointed out that due to the limitations of textual expression, there are objectively infinite specific structures. For ordinary technicians in this technical field, without departing from the principles of the present invention, they can make several improvements, modifications or changes, and can also combine the above technical features in an appropriate manner; these improvements, modifications, changes or combinations, or the direct application of the inventive concept and technical solution to other occasions without improvement, should be regarded as the scope of protection of the present invention.

Claims

1. A hydrogen internal combustion automobile engine, characterized in that: It includes a cylinder block (1), a cylinder head (2), a crank-connecting rod mechanism (3), a valve train (9), a hydrogen injection system (8), a turbocharger system (7), a cooling system (5), a lubrication system (6), an ignition system (4) and an ECU control unit; An exhaust hole (10) is provided on one side of the cylinder body (1); the cylinder body (1) is cast using a nickel-based high-temperature alloy to form an inline four-cylinder structure; and a plasma-sprayed ZrO2-Y2O3 composite ceramic layer is provided on the cylinder wall surface; The valve train (9) comprises an overhead camshaft (91) and valves (92), and is equipped with a continuously variable valve timing system; The hydrogen injection system (8) comprises a high-pressure hydrogen pipe (81), a multi-stage pressure-reducing solenoid valve (82) and an injection head (83), wherein the injection pressure range of the injection head (83) is 5-35 MPa; The turbocharger system (7) comprises a radial turbine (71), an intake manifold (72), an intake manifold (73) and an electronic wastegate valve, and the turbine end is made of Inconel 718 alloy; The ECU control unit coordinates air-fuel ratio control, ignition timing and valve timing in real time.

2. The hydrogen internal combustion automobile engine according to claim 1, characterized in that: The center distance between adjacent cylinders in the inline four-cylinder structure of the cylinder block (1) is 1.2-1.5 times the cylinder diameter D. The intake flow channel of the cylinder block (1) adopts an asymmetric Venturi structure, and the throat cross-sectional area A_t / A_in=0.6-0.7; the exhaust flow channel of the cylinder block (1) is a tapered flow channel with a helical angle of 35°±2° and a surface roughness Ra≤0.4μm.

3. The hydrogen internal combustion automobile engine according to claim 1, characterized in that: The cylinder head (2) is connected to the cylinder body (1) via high-strength bolts. A hemispherical combustion chamber is integrated inside the cylinder head (2), and an injection head (83) of a hydrogen injection system (8) and a spark plug (44) of an ignition system (4) are arranged on the top of the combustion chamber.

4. The hydrogen internal combustion automobile engine according to claim 3, characterized in that: The combustion chamber is a hemispherical-pit composite structure, wherein the curvature radius of the main combustion zone of the combustion chamber is R=0.7D (D is the cylinder diameter), the combustion chamber has 10 turbulence generating grooves evenly distributed circumferentially, and the depth of the grooves is 1.2mm±0.1mm, the top pre-combustion chamber volume of the combustion chamber accounts for 6%, and a wide-range oxygen sensor is also provided in the combustion chamber, and the wide-range oxygen sensor monitors the air-fuel ratio in real time and controls the λ value within the range of 1.1-1.3, and the control frequency is ≥100Hz.

5. The hydrogen internal combustion automobile engine according to claim 1, characterized in that: The crank-connecting rod mechanism (3) comprises a crankshaft (31), a connecting rod (32), a piston (33) and a flywheel (34), wherein the connecting rod (32) is made of Ti-6Al-4V titanium alloy through isothermal forging.

6. The hydrogen internal combustion automobile engine according to claim 5, characterized in that: The cross section of the connecting rod (32) is an I-shaped gradient structure, the cross section height H1 of the small end of the connecting rod (32) is 0.25D, the cross section height H2 of the large end is 0.35D, the curvature radius R of the transition zone is 3D, and the surface of the connecting rod (32) is treated by micro-arc oxidation to form an Al2O3 ceramic layer of 30-50μm.

7. The hydrogen internal combustion automobile engine according to claim 1, characterized in that: The injection head (83) of the hydrogen injection system (8) adopts a three-layer composite structure: the outer layer is a 0.3mm silicon nitride ceramic protective layer, the middle layer is a molybdenum alloy guide plate with 40 micropores with a diameter of 0.3mm, and the inner layer is a 0.2mm polyetheretherketone insulation layer.

8. The hydrogen internal combustion automobile engine according to claim 1, characterized in that: The ignition system (4) comprises: a distributor (41), a cylinder distribution wire (42), an ignition coil (43) and a spark plug (44), wherein the distributor (41) is positioned by a Hall effect sensor, the resistance value of the cylinder distribution wire (42) is 2-5 kΩ, the output voltage of the ignition coil (43) is 40-100 kV, and the electrode gap of the spark plug (44) is 0.8-1.0 mm.

9. The hydrogen internal combustion automobile engine according to claim 1, characterized in that: The cooling system (5) adopts a three-stage temperature control strategy: the first stage (water temperature <80°C): only the cylinder water jacket circulates; the second stage (80-100°C): the cylinder head cooling pipe is opened; the third stage (>100°C): the additional electric water pump is started and the flow rate is increased to 120 of the rated value.

10. The hydrogen internal combustion automobile engine according to claim 5, characterized in that: The flywheel (34) is integrated with a dynamic balance control system, which performs the following steps: (1) Signal acquisition: The crankshaft speed n (rpm) is obtained in real time through the Hall sensor; The radial vibration acceleration time domain signal a(t) is collected by a triaxial accelerometer installed on the flywheel housing and decomposed into a(t) = k1sin(2πft) + k2cos(2πft) by fast Fourier transform (FFT), where f = n / 60 (Hz) is the fundamental frequency of vibration and k1 and k2 (dimensionless) are harmonic coefficients. (2) Calculation of unbalance: Crankshaft moment of inertia, where m (kg) is the crankshaft design mass and r (m) is the crank radius; Calculating angular velocity Vibration acceleration effective value Sampling period T = 10 / f(s); Unbalanced torque (3) Counterweight adjustment: Calculate the counterweight mass increment Where L = 0.8r (m) is the correction arm length, R = 0.15m is the radius of the flywheel counterweight groove track, and N = 8 is the number of counterweight blocks; Calculate the phase adjustment angle (4) Execution control: The servo motor drives the counterweight to move along the circumference of the flywheel by a displacement s = R·Δθ (m), with a control accuracy of ≤0.5°.

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