Horizontally opposed hydrogen fuel piston type aviation power device and aircraft

Abstract

The invention discloses a horizontally opposed hydrogen fuel piston type aviation power device and an aircraft, and relates to the technical field of aviation power equipment, the horizontally opposed hydrogen fuel piston type aviation power device comprises a crankcase, a crankshaft, a plurality of cylinders, a combustion chamber, pistons, a connecting rod, a hydrogen supply and injection system, an air supply system, an ignition system, an exhaust system and a control system. The multiple cylinders are symmetrically arranged on the two radial sides of the crankshaft, the pistons are slidably arranged in the cylinders, and one end face of each piston defines a combustion chamber. The connecting rod is connected with each piston and the crankshaft, reciprocating motion of the pistons is converted into rotating motion of the crankshaft, and one end of the crankshaft is a power output end; the hydrogen supply and injection system is used for supplying and injecting hydrogen to each combustion chamber, and the air supply system is used for supplying air to each combustion chamber; the ignition system is used for igniting hydrogen-air mixed gas in each combustion chamber, and each combustion chamber is correspondingly provided with at least one spark plug. According to the invention, the wind resistance can be reduced, the driving comfort of a driver is improved, and the emission of harmful gas is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aviation power equipment, in particular to a horizontally opposed hydrogen fuel piston type aviation power device. BACKGROUND

[0002] The common piston engine is mainly divided into in-line (L) type and V type in structure. Because of the asymmetric layout of connecting rod and piston, the engine has poor running stability. In addition, under the condition that the engine cylinder diameter and stroke are the same, the height of the L type engine is the largest, and although the height of the V type engine is reduced compared with the L type, the reduction range is limited, which still has a great influence on the pilot's field of view and wind resistance, especially for small aircraft with front single layout. SUMMARY

[0003] The purpose of the present application is to provide a horizontally opposed hydrogen fuel piston type aviation power device and an aircraft, so as to solve the problems existing in the prior art, reduce the wind resistance, improve the comfort of the pilot driving, and reduce the harmful gas emission.

[0004] To achieve the above purpose, the present application provides the following scheme:

[0005] The present application provides a horizontally opposed hydrogen fuel piston type aviation power device, comprising: a crankcase, a crankshaft, a plurality of cylinders, a combustion chamber, a piston, a connecting rod, a hydrogen supply and injection system, an air supply system, an ignition system, an exhaust system and a control system.

[0006] The crankshaft is rotatably arranged in the crankcase; the plurality of cylinders are symmetrically arranged on the two sides of the crankshaft in the radial direction; the combustion chamber is formed in each cylinder; the piston is slidably arranged in each cylinder, and one end face of the piston defines the combustion chamber; the connecting rod connects each piston and the crankshaft, and converts the reciprocating motion of the piston into the rotating motion of the crankshaft, and one end of the crankshaft is a power output end; the hydrogen supply and injection system is used for supplying and injecting hydrogen into each combustion chamber, and at least one hydrogen injector is arranged in each combustion chamber; the air supply system is used for supplying air to each combustion chamber; the ignition system is used for igniting the hydrogen-air mixture in each combustion chamber, and at least one spark plug is arranged in each combustion chamber; the exhaust system is used for exhausting the exhaust gas of each combustion chamber; and the control system is in communication connection with the hydrogen injector and the ignition system, and is used for controlling the hydrogen injection timing, the injection amount and the ignition timing.

[0007] Preferably, the control system comprises a main control system and a redundant backup control system, both of which are independently configured to control the hydrogen injector and the ignition system to work; and each of the cylinders is arranged with two hydrogen injectors and two spark plugs, one of which is controlled by the main control system to work, and the other is controlled by the backup control system to work.

[0008] Preferably, the air supply system comprises a turbocharger; the turbocharger comprises a turbocharger housing, a turbine, an impeller, a turbocharger shaft; the turbocharger housing comprises a volute, a pressure shell and an intermediate body arranged between the volute and the pressure shell; the turbine is arranged in the volute; the impeller is arranged in the pressure shell; the turbocharger shaft passes through the intermediate body, and both ends are connected with the turbine and the impeller respectively, and is rotatably supported in the intermediate body.

[0009] The pressure shell is provided with a pressure shell inlet and a pressure shell outlet, the pressure shell inlet is used to receive fresh air, and the pressure shell outlet is communicated to the air inlet or intake manifold of the combustion chamber; the volute is provided with a volute inlet and a volute outlet, the volute inlet is communicated to the exhaust system to receive exhaust gas to drive the turbine to rotate, and the turbine drives the impeller to rotate through the turbocharger shaft to pressurize the air entering the pressure shell inlet, the pressurized air is delivered to the combustion chamber through the pressure shell outlet, and the volute outlet is used to discharge exhaust gas.

[0010] Preferably, it further comprises a crankcase oil-gas separator, which comprises a housing, a separation element, a ventilation driving device and a hydrogen concentration sensor.

[0011] The inside of the housing is provided with a separation cavity and an air outlet cavity, and the housing is provided with an air inlet communicating with the separation cavity and an exhaust port communicating with the air outlet cavity, the air inlet is communicated to the inside of the crankcase; the separation element is arranged in the separation cavity and is used to guide and separate the crankcase blow-by gas entering from the air inlet; the ventilation driving device is connected to the housing and is used to drive the gas to flow from the separation cavity to the air outlet cavity and then to the exhaust port, the ventilation driving device is in communication connection with the control system; the hydrogen concentration sensor is arranged in the housing and is used to monitor the hydrogen concentration in the separation cavity and / or the air outlet cavity, the hydrogen concentration sensor is in communication connection with the control system; the control system is configured to control the operating state of the ventilation driving device based on the concentration information monitored by the hydrogen concentration sensor.

[0012] Preferably, the separating element comprises primary separating blades and secondary separating blades, the primary separating blades are arranged on the side of the secondary separating blades away from the air outlet cavity; the primary separating blades can centrifugally separate oil droplets in the mixed gas flowing into the air inlet, and the secondary separating blades can collisionally condense and separate oil droplets in the mixed gas flowing through the primary separating blades.

[0013] Preferably, the lubricating system comprises an oil tank, an oil level gauge, a drying rod and an oil moisture sensor.

[0014] Preferably, the upper end of the oil tank is open, and an upper cover is detachably connected to the upper end of the oil tank, the upper cover is provided with an oil filling port for supplementing oil into the oil tank, an oil return port for returning oil, an oil outlet port for guiding oil out of the oil tank, a detection port for the oil level gauge to extend into the oil tank, and an oil tank exhaust port for exhausting gas in the oil tank.

[0015] Preferably, the cylinder comprises a cylinder body and a cylinder liner arranged in the cylinder body, the cylinder liner comprises an upper half and a lower half, the wall thickness of the upper half is greater than that of the lower half, and the outer wall of the upper half is provided with a plurality of cooling channels for flowing cooling medium.

[0016] Preferably, the cooling channels are divided into cooling liquid channels for flowing cooling liquid and lubricating oil channels for flowing lubricating oil, and the cooling liquid channels are located above the lubricating oil channels; the inner bottom surface of the cooling liquid channels is arc-shaped, and the middle part of the inner bottom surface of the cooling liquid channels is curved towards the axis of the cylinder liner.

[0017] The application also provides an aircraft comprising the horizontal-opposed hydrogen fuel piston aircraft power device.

[0018] The application has the following technical effects compared with the prior art:

[0019] The horizontal-opposed hydrogen fuel piston aviation power device provided by the application combines the combustion system using hydrogen as fuel with the horizontal-opposed engine structure, and comprehensively plays the advantages of both, and achieves remarkable technical effects. Specifically, first, the horizontal-opposed cylinder layout makes the pistons on both sides reciprocate in opposite directions, and the inertial forces of the pistons can be offset, thereby greatly improving the running stability of the engine and reducing vibration, which is crucial for improving the ride comfort of the aircraft, the working reliability of the instrument equipment, and the service life of the aircraft structure. Secondly, this layout naturally has the advantages of flat structure and low center of gravity, and compared with the traditional in-line or V-shaped aviation engine, the overall height is greatly reduced, which can be more effectively integrated into the aerodynamic shape of the aircraft wing or fuselage, reduce the flight resistance, and at the same time provide a wider field of view for the pilot, especially for light aircraft or unmanned aerial vehicles with extremely high requirements for wind resistance and field of view. Thirdly, using hydrogen as clean energy realizes zero carbon emission in the combustion process, only generates water vapor and high-heat-value tail gas (which can be used to drive a turbocharger), and the environmental protection advantage is extremely prominent. At the same time, hydrogen has extremely high flame propagation speed and wide flammable range, so that the engine has the potential of high thermal efficiency and fast response speed.

[0020] In summary, the application successfully combines the mechanical advantages of low vibration, low center of gravity and compact structure of the horizontal-opposed engine with the clean energy advantages of high efficiency and zero carbon emission of hydrogen fuel, and provides a high-performance and environmentally friendly piston power solution especially suitable for the aviation field. BRIEF DESCRIPTION OF DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments. Obviously, the drawings in the following description only some embodiments of the application, and for those skilled in the art, other drawings can also be obtained without creative labor on the basis of these drawings.

[0022] Figure 1 The structure schematic diagram of the internal combustion engine in the horizontal-opposed hydrogen fuel piston aviation power device provided by the embodiment of the application is shown in the figure.

[0023] Figure 2a The structure schematic diagram of the turbocharger and the air path matched therewith is shown in the figure.

[0024] Figure 2b The structure schematic diagram of the turbocharger is shown in the figure.

[0025] Figure 3a The connection structure schematic diagram of the crankcase oil-gas separator, the turbocharger and the internal combustion engine is shown in the figure.

[0026] Figure 3bFig. 1 is a schematic view of the structure of a crankcase oil-air separator;

[0027] Figure 3c Fig. 1 is a schematic view of the structure of a crankcase oil-air separator; Figure 3b

[0028] Figure 3d Fig. 1 is a schematic view of the structure of a crankcase oil-air separator;

[0029] Figure 3e Fig. 1 is a schematic view of the structure of a crankcase oil-air separator;

[0030] Figure 4a Fig. 1 is a schematic view of the structure of a crankcase oil-air separator;

[0031] Figure 4b Fig. 1 is a schematic view of the structure of a crankcase oil-air separator; Figure 4a

[0032] Fig. 1 is a schematic view of the structure of a crankcase oil-air separator; Figure 4c

[0033] Fig. 1 is a schematic view of the structure of a crankcase oil-air separator; Figure 4d Figure 4a Fig. 1 is a schematic view of the structure of a crankcase oil-air separator;

[0034] Figure 4e Fig. 1 is a schematic view of the structure of a crankcase oil-air separator;

[0035] Fig. 1 is a schematic view of the structure of a crankcase oil-air separator; Figure 5a Fig. 1 is a schematic view of the structure of a crankcase oil-air separator;

[0036] Figure 5b Fig. 1 is a schematic view of the structure of a crankcase oil-air separator;

[0037] Fig. 1 is a schematic view of the structure of a crankcase oil-air separator; Figure 5c Fig. 1 is a schematic view of the structure of a crankcase oil-air separator;

[0038] Fig. 1 is a schematic view of the structure of a crankcase oil-air separator;

[0039] 202 - engine exhaust; 203 - supercharger exhaust; 204 - fresh air; 205 - supercharged intake; 206 - intercooler; 207 - turbocharger; 2071 - turbine end; 2072 - compressor end; 2073 - volute mounting face; 2074 - volute inlet; 2075 - volute outlet; 2076 - turbine; 2077 - volute; 2078 - supercharger shaft; 2079 - floating bearing; 20710 - intermediate body; 20711 - oil inlet; 20712 - volute outlet; 20713 - thrust bearing; 20714 - seal carrier; 20715 - impeller; 20716 - volute inlet; 20717 - volute; 20718 - signal tube; 20719 - actuator; 20720 - oil outlet.

[0040] 3- crankcase oil gas separator; 301- separation shell; 3011- separation cavity; 30111- primary cavity; 30112- secondary cavity; 30113- blowdown port; 3012- gas outlet cavity; 3013- gas inlet port; 3014- gas outlet port; 3015- buffer cavity; 3016- backflow cavity; 30161- oil outlet port; 302- separation vane assembly; 3021- primary separation vane; 3022- secondary separation vane; 303- driving mechanism; 3031- driving member; 3032- centrifugal vane; 304- monitoring component; 305- filtering component; 306- control component.

[0041] 401- oil level gauge; 402- protective cover; 403- upper cover; 404- V-shaped quick release clamp; 405- sealing washer; 406- drying rod; 407- oil baffle; 408- protective column; 409- oil tank body; 4010- return spring; 4011- oil moisture sensor; 4012- oil drain valve; 4013- oil filling port; 4014- oil inlet port; 4015- oil outlet port; 4016- detection port; 4017- oil tank gas outlet; 4018- oil cooler.

[0042] 501- cylinder liner; 5011- cooling liquid channel; 5012- lubricating oil channel; 5013- sealing ring; 502- piston; 5021- bowl-shaped chamber; 5022- ring groove; 5023- cooling oil channel; 5024- spoiler protrusion; 5025- skirt. DETAILED DESCRIPTION

[0043] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the protection scope of the present application.

[0044] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the present application will be further described in detail below with reference to the drawings and specific embodiments.

[0045] The embodiments of the present application will be described below with reference to the drawings. Figures 1 to 5c

[0046] Embodiment one

[0047] ​The embodiment of the present application provides a kind of horizontally opposed hydrogen fuel piston type aviation power device, comprising: crankcase 101, crankshaft 104, multiple cylinders, combustion chamber, piston 502, connecting rod 108, hydrogen supply and injection system, air supply system, ignition system, exhaust system and control system.Crankcase 101, crankshaft 104, multiple cylinders, combustion chamber, piston 502, connecting rod 108 and ignition system constitute engine / internal combustion engine 100.

[0048] Wherein, crankshaft 104 is rotatably arranged in crankcase 101;Multiple cylinders are symmetrically arranged on the two sides of the radial direction of crankshaft 104;Combustion chamber is formed in each cylinder;Piston 502 is slidably arranged in each cylinder, and one end surface defines the combustion chamber;Connecting rod 108 connects each piston 502 and crankshaft 104, and converts the reciprocating motion of piston 502 into the rotary motion of crankshaft 104, and one end of crankshaft 104 is a power output end;Hydrogen supply and injection system is used to supply and inject hydrogen to each combustion chamber, and at least one hydrogen injector 106 is arranged in each combustion chamber;Air supply system is used to supply air to each combustion chamber;Ignition system is used to ignite hydrogen-air mixture in each combustion chamber, and at least one spark plug 107 is arranged in each combustion chamber;Exhaust system is used to exhaust the exhaust gas of each combustion chamber;Control system is in communication connection with hydrogen injector 106 and ignition system, and is used to control hydrogen injection timing, injection amount and ignition timing.

[0049] The horizontally opposed hydrogen fuel piston type aviation power device provided by the present application combines the combustion system using hydrogen as fuel with the horizontally opposed engine structure, and comprehensively plays the advantages of both, to achieve significant technical effects.Specifically, first, the horizontally opposed cylinder layout makes the two pistons 502 reciprocate in opposite directions, which can offset the inertia forces of each other, greatly improving the running stability of the engine and reducing the vibration, which is crucial for improving the ride comfort of the aircraft, the working reliability of the instrument equipment and the service life of the aircraft structure.Secondly, such layout naturally has the advantages of flat structure and low gravity center, compared with traditional inline or V-type aviation engine, the overall height is greatly reduced, which can be more effectively integrated into the aerodynamic shape of the aircraft wing or fuselage, reduce the flight resistance, at the same time provide wider view for the driver, especially suitable for light aircraft or unmanned aerial vehicle with high requirements for wind resistance and view.Furthermore, using hydrogen as clean energy realizes zero carbon emission in combustion process, only generates water vapor and high calorific value tail gas (can be used to drive turbocharger 207), and the environmental protection advantage is extremely prominent.At the same time, hydrogen has extremely high flame propagation speed and wide flammable range, so that the engine has the potential of high thermal efficiency and fast response.

[0050] In summary, the application successfully combines the mechanical advantages of low vibration, low gravity center and compact structure of the horizontally opposed engine with the clean energy advantages of high efficiency and zero carbon emission of hydrogen fuel, and provides a high-performance and environmentally friendly piston power solution particularly suitable for the aviation field.

[0051] In some embodiments, the control system includes a main control system and a redundant backup control system, both of which are independently configured to control the hydrogen injector 106 and the ignition system to work; and each cylinder is arranged with 2 hydrogen injectors 106 and 2 spark plugs 107, the main control system controls one hydrogen injector 106 and one spark plug 107 to work, and the backup control system controls the other hydrogen injector 106 and the other spark plug 107 to work.

[0052] This embodiment provides a main control system and a redundant backup control system, both of which can independently control the core execution components (hydrogen injector 106 and ignition system). When the main control system fails due to any unexpected situation (such as electromagnetic interference, component failure, etc.), the backup control system can immediately take over the work, ensuring that the engine will not lose power or stall, providing continuous and controllable power output for the aircraft and ensuring flight safety.

[0053] In addition, 2 hydrogen injectors 106 and 2 spark plugs 107 are arranged on each cylinder. This design constitutes a double insurance for ignition and fuel supply. Even if a single spark plug 107 or injector fails, the other standby unit can still work normally, ensuring that the cylinder can continue to ignite and burn normally, avoiding the situation that the cylinder stops working, the engine power decreases and vibrates violently due to the failure of a single component, greatly improving the working reliability and fault tolerance of the engine.

[0054] Embodiment two

[0055] As shown in Figure 2a and 2b The embodiment of the application provides another horizontally opposed hydrogen fuel piston aviation power device, which is different from the first embodiment. In the embodiment, the air supply system is improved. Specifically, the air supply system in the embodiment includes a turbocharger 207. The turbocharger 207 includes a supercharger shell, a turbine 2076, an impeller 20715, and a supercharger shaft 2078. The supercharger shell includes a volute 2077, a pressure shell 20717, and an intermediate body 20710 arranged between the volute 2077 and the pressure shell 20717. The turbine 2076 is arranged in the volute 2077. The impeller 20715 is arranged in the pressure shell 20717. The supercharger shaft 2078 penetrates the intermediate body 20710, and the two ends are connected with the turbine 2076 and the impeller 20715 respectively, and is rotatably supported in the intermediate body 20710.

[0056] The pressure shell 20717 is provided with a pressure shell inlet 20716 and a pressure shell outlet 20712, the pressure shell inlet 20716 is used to receive fresh air 204, and the pressure shell outlet 20712 is communicated to the air inlet or intake manifold of the combustion chamber; the volute 2077 is provided with a volute inlet 2074 and a volute outlet 2075, the volute inlet 2074 is communicated to the exhaust system to receive exhaust gas to drive the turbine 2076 to rotate, the turbine 2076 drives the impeller 20715 to rotate through the supercharger shaft 2078 to pressurize the air entering the pressure shell inlet 20716, and the pressurized air is delivered to the combustion chamber through the pressure shell outlet 20712, and the volute outlet 2075 is used to discharge exhaust gas.

[0057] With the increase of flight altitude, the air density decreases, and the intake amount of the traditional naturally aspirated engine will decrease sharply, resulting in a large decrease in power. The embodiment of the present application uses the exhaust gas energy of the engine to drive the turbine 2076 through the turbocharger 207, and drives the coaxial impeller 20715 to rotate at high speed, pre-compresses the fresh air 204 entering the engine, and increases the intake air density. This makes the engine still have sufficient air intake in the highland or high altitude thin atmosphere environment, effectively overcomes the power attenuation problem caused by the increase of altitude, and ensures that the aircraft has strong power output in the whole flight envelope. In addition, through the supercharging technology, the engine can suck more air under the same displacement, thereby allowing more hydrogen to be injected for combustion, greatly improving the climb power and torque of the engine. This means that a smaller, smaller and lighter engine can be used to obtain the same power output, which is of great significance to aircrafts pursuing weight reduction and space layout optimization. Furthermore, the turbocharger 207 is an energy recovery device. It uses the exhaust gas energy that would otherwise be wasted in the exhaust system to do work (compress the intake air), rather than consuming additional engine effective work (like a mechanical supercharger). This recycling of exhaust gas energy improves the overall thermal efficiency of the engine and is more in line with the development direction of green aviation.

[0058] In some examples, the material and process of the turbine 2076 are also improved, and titanium alloy is preferentially selected and sand blasting process is used to improve the strength and corrosion resistance of the turbine 2076, so as to avoid corrosion failure of the turbine 2076 due to high-temperature and high-pressure exhaust gas with high water content, thereby improving the reliability and durability of the turbine 2076. In the embodiment, the material and strength of the volute 2077 and the pressure shell 20717 are improved on the basis of meeting the supercharging performance, the volute 2077 preferentially selects cast steel material, and the pressure shell 20717 preferentially selects high-strength aluminum alloy, so that the fragments caused by blade failure can not penetrate the shell, and the volute 2077 and the pressure shell 20717 can meet the containment requirements of airworthiness regulations.

[0059] In the embodiment, the supercharger shaft 2078 is rotatably arranged in the intermediate body 20710 through the floating bearing 2079. Lubricating oil can form pressure oil films on both sides of the floating bearing 2079, so that the floating bearing 2079 is "suspended" between the intermediate body 20710 and the supercharger shaft 2078 instead of being in direct rigid contact, thereby significantly reducing friction and wear and being able to adapt to high-speed working conditions.

[0060] In the embodiment, the intermediate body 20710 is provided with an oil inlet 20711 and an oil outlet 20720. The oil inlet 20711 is used to add lubricating oil, and the oil outlet 20720 is used to discharge lubricating oil. The lubricating oil can be used to lubricate and cool the bearing.

[0061] In the embodiment, the intermediate body 20710 can also be provided with a cooling mechanism for cooling. The cooling mechanism can include a cooling channel arranged on the intermediate body 20710, and cooling liquid can be introduced into the cooling channel for cooling.

[0062] In the embodiment, the connection between the supercharger shaft 2078 and the pressure shell 20717 is provided with a sealing sleeve 20714 to achieve sealing. In addition, the end of the supercharger shaft 2078 close to the pressure shell 20717 is provided with a thrust bearing 20713 to limit the axial displacement of the supercharger shaft 2078.

[0063] In the embodiment, the volute 2077 is also provided with a waste gas bypass valve. The waste gas bypass valve can open or close the waste gas bypass passage on the volute 2077. When the waste gas bypass valve is opened, part of the exhaust gas of the engine does not drive the turbine 2076 to work, but is directly discharged from the waste gas bypass passage to the engine exhaust pipe. The greater the opening degree, the more waste gas is bypassed, thereby controlling the amount of gas flowing to the turbine 2076.

[0064] In the embodiment, a signal pipe 20718 is further included. One end of the signal pipe 20718 is in communication with the pressure shell 20717, and the other end is in communication with a control gas chamber of the waste gas bypass valve. The opening and closing of the waste gas bypass valve are controlled by the gas pressure in the pressure shell 20717. Specifically, a diaphragm is arranged in the control gas chamber. The diaphragm is connected to the waste gas bypass valve through a pull rod. When the gas pressure in the pressure shell 20717 exceeds a limit value, part of the high-pressure gas enters the control gas chamber through the signal pipe 20718 to drive the diaphragm to act, and the exhaust bypass valve is opened through the pull rod, thereby guiding part of the exhaust gas to directly enter the exhaust pipe, reducing the amount and pressure of the exhaust gas driving the turbine 2076 to rotate, and reducing the supercharging pressure. A return spring is further arranged in the control gas chamber. The return spring is used to push the diaphragm to reset. When the gas pressure in the pressure shell 20717 decreases to below the limit value, the return spring pushes the diaphragm to reset, and the exhaust bypass valve is closed through the pull rod.

[0065] Alternatively, in the present embodiment, the actuator 20719 of the exhaust gas bypass valve can also be an electric actuator controlled electronically.

[0066] Embodiment Three

[0067] As Figures 3a to 3e shown, the embodiment of the present application provides another kind of horizontally opposed hydrogen fuel piston type aviation power device, which is different from the above-mentioned embodiments, and the improvement of the parts of the crankcase 101, specifically, on the basis of the first and second embodiments, the third embodiment further comprises a crankcase oil-gas separator 3, comprising: a housing, a separation element, a ventilation driving device and a hydrogen concentration sensor.

[0068] The housing is internally provided with a separation cavity 3011 and an air outlet cavity 3012, and the housing is provided with an air inlet 3013 communicating with the separation cavity 3011 and an exhaust port 3014 communicating with the air outlet cavity 3012, the air inlet 3013 communicates with the inside of the crankcase 101; the separation element is arranged in the separation cavity 3011, for guiding and oil-gas separation of the crankcase 101 blow-by gas entering from the air inlet 3013; the ventilation driving device is connected to the housing, for driving the gas to flow from the separation cavity 3011 to the air outlet cavity 3012 and then to the exhaust port 3014, the ventilation driving device is in communication connection with the control system; the hydrogen concentration sensor is arranged in the housing, for monitoring the hydrogen concentration in the separation cavity 3011 and / or the air outlet cavity 3012, the hydrogen concentration sensor is in communication connection with the control system; the control system is configured to control the operating state of the ventilation driving device based on the concentration information monitored by the hydrogen concentration sensor.

[0069] The mixed gas in the crankcase 101 enters the separation cavity 3011 from the air inlet 3013, is first guided and separated from oil droplets under the action of the separation vane assembly 302, and then the separated gas enters the air outlet cavity 3012, under the driving of the driving mechanism 303, the gas collides with the inner wall of the separation shell 301 in the air outlet cavity 3012, so that the oil droplets are further condensed and separated, and the gas is discharged from the exhaust port 3014; in addition, the monitoring component 304 can monitor the hydrogen concentration inside the separation shell 301 and feed back to the control component 306 of the crankcase oil-gas separator 3 to control the action of the driving mechanism 303, and then adjust the ventilation efficiency and ventilation volume, so as to timely exhaust the mixed gas in the crankcase 101 from the crankcase 101, reduce the hydrogen concentration in the crankcase 101, and avoid reaching the explosion limit; wherein the monitoring component 304 directly monitors the hydrogen concentration in the oil-gas separator, compared with being installed on the crankcase 101 or the valve chamber cover of the internal combustion engine 100, it can accurately detect the hydrogen concentration in the crankcase 101, and accurately reflect whether the internal combustion engine 100 has a hydrogen leakage fault.

[0070] In some embodiments, the separation element comprises a primary separation vane 3021 and a secondary separation vane 3022, the primary separation vane 3021 is arranged on the side of the secondary separation vane 3022 away from the air outlet cavity 3012; the primary separation vane 3021 can centrifugally separate oil droplets in the mixed gas entering the air inlet 3013, and the secondary separation vane 3022 can collide and condense the oil droplets in the mixed gas flowing through the primary separation vane 3021.

[0071] By arranging the primary separation vane 3021 and the secondary separation vane 3022, the mixed gas entering the separation cavity 3011 can be subjected to oil-gas separation in stages, the larger oil droplets in the mixed gas are thrown to the inner wall of the separation shell 301 by centrifugal force through the primary separation vane 3021, thereby playing a primary separation role; the secondary separation vane 3022 captures the oil droplets in the mixed gas by collision, thereby performing secondary separation on the oil in the mixed gas.

[0072] In some examples, in an optional scheme of the present embodiment, a filter component 305 is arranged between the separation cavity 3011 and the air outlet cavity 3012, and the filter component 305 is arranged on the side of the secondary separation vane 3022 away from the primary separation vane 3021.

[0073] By arranging the filter component 305, the mixed gas flowing through the primary separation vane 3021 and the secondary separation vane 3022 can be further subjected to oil separation, thereby further improving the oil-gas separation efficiency; specifically, the filter component 305 can be a filter paper, which can filter oil droplets while allowing air to pass through.

[0074] In an optional scheme of the present embodiment, preferably, the separation cavity 3011 comprises a primary cavity 30111 and a secondary cavity 30112 in sequence along the direction close to the air outlet cavity 3012, and the air outlet cavity 3012 communicates with the secondary cavity 30112 through a buffer cavity 3015; the primary separation vane 3021 is arranged in the primary cavity 30111, and the separation cavity 3011 is provided with a dirt outlet 30113 at the bottom; the secondary separation vane 3022 is arranged in the secondary cavity 30112; and the filter component 305 is detachably arranged at the communication between the buffer cavity 3015 and the secondary cavity 30112.

[0075] The primary separation blade 3021 and the secondary separation blade 3022 are arranged in zones by arranging the primary cavity 30111 and the secondary cavity 30112, and the buffer cavity 3015 is arranged to facilitate the collection of the mixed gas flowing through the secondary cavity 30112 and the driving of the mixed gas into the air outlet cavity 3012 by the driving mechanism 303. The buffer cavity 3015 is surrounded by a partition plate, the upper side of the partition plate is connected to the air outlet cavity 3012, and the lower side of the partition plate is connected to the secondary cavity 30112. The filter part 305 is detachably arranged by a clamping connection, which facilitates the replacement of the filter part 305. The crankcase oil-gas separator 3 is usually arranged vertically during use, and the drain port 30113 is arranged at the bottom of the separation cavity 3011 to facilitate the flow of oil droplets from the drain port 30113 under the action of gravity.

[0076] In an optional embodiment of the present embodiment, the housing of the secondary cavity 30112 is detachably connected to the housing of the primary cavity 30111 and the housing of the air outlet cavity 3012.

[0077] The detachable connection facilitates overall installation and disassembly. Specifically, the detachable connection can be achieved by a threaded connection.

[0078] In an optional embodiment of the present embodiment, the primary separation blade 3021 is preferably a spiral blade, and the air inlet 3013 is a tangential air inlet. The spiral blade can guide the mixed gas flowing into the air inlet 3013 and separate the oil droplets from the inner wall of the separation shell 301 by centrifugal force.

[0079] The mixed gas from the crankcase flows into the separation cavity 3011 through the tangential air inlet of the air inlet 3013. The mixed gas flows at a high speed under the guidance of the spiral primary separation blade 3021. At this time, part of the large oil droplets will be in contact with the inner wall of the separation shell 301 under the action of centrifugal force, thereby playing a primary filtering role for the mixed gas. The primary separation blade 3021 can be fixed by welding the edge of the primary separation blade 3021 to the inner wall of the separation shell 301, thereby achieving the fixation of the primary separation blade 3021 in the separation cavity 3011.

[0080] In an optional embodiment of the present embodiment, the secondary separation blade 3022 preferably includes a plurality of inclined blades distributed in a circumferential direction. The inclined blades can collide with the mixed gas flowing through the primary separation blade 3021 to separate the oil droplets.

[0081] The mixed gas separated by the primary separation blade 3021 flows upwards through the secondary separation blade 3022, and at this time, the mixed gas still contains fine oil droplets, and the oil droplets are collided and condensed by the secondary separation blade 3022 to perform secondary separation. The secondary separation blade 3022 is arranged obliquely to facilitate the oil droplets to fall under the action of gravity. Specifically, the oblique blade can be arranged in a fan shape, the root can be fixedly connected to a connecting shaft, and the edge of the oblique blade can be welded and fixed to the inner wall of the separation shell 301 to realize the fixation of the secondary separation blade 3022 in the separation cavity 3011.

[0082] In an optional solution of the embodiment, preferably, the crankcase oil-gas separator 3 further comprises a backflow cavity 3016 arranged along the inner wall of the separation shell 301. The upper side of the backflow cavity 3016 is communicated with the gas outlet cavity 3012 through an oil outlet 30161, and the lower side of the backflow cavity 3016 is open and communicated with the separation cavity 3011. The gas in the gas outlet cavity 3012 can be collided and condensed to separate under the action of the driving mechanism 303 and the inner wall of the separation shell 301, and then backflow to the separation cavity 3011 through the backflow cavity 3016.

[0083] The mixed gas discharged by the driving mechanism 303 collides and contacts with the inner wall of the separation shell 301, and at this time, a small amount of oil droplets in the mixed gas that are not absorbed by the filter component 305 are condensed on the inner wall of the separation shell 301 and flow downwards under the action of gravity, flow to the separation cavity 3011 through the oil outlet 30161 of the backflow cavity 3016, and finally flow back to the crankcase through the blowdown port 30113. When the driving mechanism 303 is working, the upper part of the oil outlet 30161 is in a positive pressure state, the lower part of the oil outlet 30161 is in a negative pressure state, and the pressure difference between the two ends is also conducive to the discharge of the oil solution in the upper part of the oil outlet 30161 to the separation cavity 3011.

[0084] In an optional solution of the embodiment, preferably, the driving mechanism 303 comprises a driving member 3031 and a centrifugal blade 3032. The driving member 3031 is arranged outside the separation shell 301, and the centrifugal blade 3032 is arranged in the gas outlet cavity 3012. The driving end of the driving member 3031 extends into the gas outlet cavity 3012 and is in transmission connection with the centrifugal blade 3032. The gas inlet 3013 of the centrifugal blade 3032 is communicated with the buffer cavity 3015. The driving member 3031 can drive the centrifugal blade 3032 to rotate, so that the gas in the separation cavity 3011 is driven to enter the buffer cavity 3015 from the separation cavity 3011, enter the gas outlet cavity 3012, and be discharged through the gas outlet 3014.

[0085] The driving member 3031 is arranged as a driving motor, the centrifugal blade 3032, i.e. a centrifugal fan, is connected with the driving motor through a driving shaft, the driving motor is in communication connection with the control component 306, and the centrifugal blade 3032 is driven to suck the mixed gas from the separation cavity 3011 into the out-gas cavity 3012 through the buffer cavity 3015, and the mixed gas rotated and discharged through the centrifugal blade 3032 will collide with the inner wall. The driving motor is isolated from the centrifugal blade 3032 through a shell, so as to prevent the mixed gas from entering the inside of the driving motor and affecting the normal work of the driving motor, and in addition, the hydrogen in the mixed gas can be prevented from contacting the electrical parts in the driving motor and causing explosion accidents.

[0086] In the optional solution of the embodiment, preferably, the monitoring component 304 is arranged as a hydrogen concentration sensor for detecting the hydrogen concentration of the outflow gas in the crankcase. The hydrogen concentration sensor can be directly installed on the separation shell 301, and can also be adjusted to other positions according to the arrangement requirement, because the hydrogen distribution in the crankcase oil-gas separator 3 is uniform, and the installation position at different positions does not affect the detection of the hydrogen concentration.

[0087] The embodiment actively ventilates the crankcase through the centrifugal blade 3032 driven by the motor, and the rotating speed of the driving motor is controlled by the control component 306 of the internal combustion engine. The control component 306 detects the hydrogen concentration in the crankcase in real time through the hydrogen leakage sensor, adjusts the ventilation volume according to different hydrogen concentrations, and is not affected by the working condition of the internal combustion engine, so as to have higher practicability. In addition, the hydrogen concentration sensor is integrated on the crankcase oil-gas separator 3 in the embodiment, so as to accurately detect the hydrogen concentration in the crankcase of the internal combustion engine, and the detection precision is not affected by the installation position.

[0088] The working principle of the crankcase oil-gas separator 3 provided by the embodiment is as follows:

[0089] When the crankcase oil-gas separator 3 is working, the mixed gas from the crankcase, i.e. the internal combustion engine, flows into the primary cavity 30111 through the air inlet 3013, and makes high-speed spiral flow between the spiral primary separation blades 3021, at this time, part of the large oil droplets will be in contact with the shell of the primary cavity 30111 under the action of centrifugal force, thereby playing a primary filtering role on the mixed gas; the oil droplets separated by the primary separation will flow downward under the action of gravity, and flow back to the crankcase through the blowout port 30113; the mixed gas separated by the primary separation blades 3021 flows upward through the secondary cavity 30112, at this time, the mixed gas still contains fine oil droplets, and this part of the oil droplets will be condensed by the secondary separation blades 3022, and the oil droplets condensed on the secondary separation blades 3022 will flow downward under the action of gravity, and finally flow back to the crankcase through the primary separation blades 3021 and the blowout port 30113. The mixed gas separated by the secondary separation blades 3022 still contains fine oil droplets, at this time, the mixed gas flows upward through the filter component 305 for filtering, and the filtered mixed gas flows through the buffer cavity 3015 at the upper part of the filter component 305, and the buffer cavity 3015 has an opening at the upper part which communicates with the centrifugal blades 3032, and the centrifugal blades 3032 will suck the mixed gas into the opening when rotating, and then discharge after rotation, and the mixed gas discharged by the centrifugal blades 3032 will collide with the inner wall of the shell, at this time, the small amount of oil droplets in the mixed gas which are not absorbed by the filter component 305 will condense on the inner wall and flow downward under the action of gravity, and finally flow to the secondary cavity 30112 and the primary cavity 30111 through the oil outlet 30161, and finally flow back to the crankcase through the blowout port 30113.

[0090] The specifications of the primary separation blades 3021, the secondary separation blades 3022, the centrifugal blades 3032, the driving motor and the like provided in the embodiment can be designed and adjusted according to different requirements of the ventilation volume of the crankcase of the internal combustion engine and the oil-gas separation efficiency.

[0091] Example Four

[0092] As Figures 4a to 4eAs shown, the embodiment of the present application provides another kind of horizontally opposed hydrogen fuel piston type aviation power device, which is different from the above-mentioned embodiment in that, on the basis of the above-mentioned embodiment, the present embodiment further comprises a lubricating system capable of providing oil to the moving parts of the aviation engine, which comprises an oil tank body 409, an oil level gauge 401, a drying rod 406 and an oil moisture sensor 4011, the oil tank body 409 is used to contain oil, the lower end of the oil level gauge 401 extends into the oil tank body 409, the oil level gauge 401 is placed in a conduit, the oil level gauge 401 is used to check whether the oil capacity in the oil tank is within the standard range by extending into the oil tank body 409, the drying rod 406 is detachably installed in the oil tank body 409, thereby facilitating the replacement and daily inspection of the drying rod 406, the drying rod 406 is used to absorb the moisture in the oil in the oil tank body 409, so as to remove the moisture in the oil, the oil moisture sensor 4011 is installed in the oil tank body 409, and the oil moisture sensor 4011 is used to detect the water content in the oil in the oil tank body 409, the oil moisture sensor 4011 is used for signal connection with the control system, so as to send a signal to the control system and remind the driver to replace the oil or the drying rod 406 in time when the oil moisture sensor 4011 detects that the water content in the oil exceeds the standard, the drying rod 406 is made of hydrophilic and oleophobic materials (the working temperature of the drying rod 406 is-30℃-130℃, and the drying rod 406 is mainly composed of magnesium chloride, aluminum chloride, activated alumina, silicate or aluminosilicate and polytetrafluoroethylene), so as to effectively remove the moisture in the oil by chemical reaction between the drying rod 406 and the moisture in the oil, to actively remove the moisture in the oil, improve the water removal effect, and at the same time, remove the moisture in the oil during the operation of the engine, which is not affected by the working temperature of the engine and the oil, can maintain the good working condition of the oil at any time, prolong the service life of the oil, reduce the oil change period, and ensure the normal operation of the engine.

[0093] Specifically, the upper end of the oil tank body 409 is open, and the upper end of the oil tank body 409 is detachably connected with an upper cover 403, the upper cover 403 is provided with an oil filling port 4013 for supplementing oil into the oil tank body 409, an oil return port for returning oil, an oil outlet 4015 for leading out the oil in the oil tank body 409, a detection port 4016 for the oil level gauge 401 to extend into the oil tank body 409, and an oil tank exhaust port 4017 for discharging gas in the oil tank body 409.

[0094] In some examples, as a specific embodiment in the present embodiment, the oil inlet 4014 is obliquely arranged, thereby distinguishing the oil inlet 4014 from the oil outlet 4015, preventing confusion with the oil outlet 4015, and also preventing the engine oil from directly impacting the oil baffle 407 arranged in the oil tank body 409 when the engine oil enters the oil tank body 409 through the oil inlet 4014, thereby playing a certain buffering role. The lower end of the oil outlet 4015 extends to the inner bottom surface close to the oil tank body 409, so as to suck the engine oil inside the oil tank body 409.

[0095] As a specific embodiment in the present embodiment, the oil outlet 4015 of the water removal oil tank of the hydrogen fuel internal combustion engine and the inlet of the hydrogen fuel internal combustion engine are further provided with an oil cooler 4018, thereby being capable of cooling the engine oil discharged at the oil outlet 4015 of the water removal oil tank of the hydrogen fuel internal combustion engine, and then being introduced into the hydrogen fuel internal combustion engine, thereby ensuring normal use.

[0096] As a specific embodiment in the present embodiment, the oil tank body 409 is further provided with an oil baffle 407 and a protective column 408. The oil baffle 407 is a hollow cylindrical structure with an open upper end, and a limiting ring is arranged at the outer edge of the open upper end of the oil baffle 407. The limiting ring can be limited at the open upper end of the oil tank body 409, so as to limit the oil baffle 407 in the oil tank body 409. A plurality of outer oil passing holes are arranged on the oil baffle 407, so as to ensure that the engine oil can smoothly pass through the oil baffle 407 and enter the oil tank body 409. At the same time, the oil baffle 407 can provide buffering when the engine oil falls, reduce the flow rate of the engine oil, and prevent the engine oil entering the oil tank body 409 from splashing, so that the drying rod 406 can more fully absorb the moisture in the engine oil. A through hole is arranged at the middle part of the oil baffle 407, and the protective column 408 is installed in the through hole. The protective column 408 is a hollow cylindrical structure with an open upper end. A plurality of inner oil passing holes are arranged on the protective column 408, so as to ensure that the engine oil can smoothly enter the protective column 408 and contact the drying rod 406. The drying rod 406 is placed in the protective column 408. Through the arrangement of the protective column 408, the splashing engine oil can be prevented from impacting the drying rod 406 and causing damage to the drying rod 406. Then, through the cooperation of the oil baffle 407 and the protective column 408, two-stage blocking is realized to slow down the engine oil (the first-stage blocking is the oil baffle 407. When the engine oil enters the upper part of the oil baffle 407, it will flow to the lower part of the oil baffle 407 through the outer oil passing holes under the action of gravity to realize primary speed reduction. The second-stage blocking is the protective column 408. The engine oil entering the lower part of the oil baffle 407 will contact the drying rod 406 again through the inner oil passing holes on the protective column 408 to realize secondary speed reduction), so as to prevent the high-speed flowing engine oil entering the oil tank body 409 from eroding the drying rod 406 for a long time and causing damage to the drying rod 406. As a specific embodiment in the present embodiment, a sealing gasket 405 is arranged at the upper end of the limiting ring. The upper end surface of the sealing gasket 405 is used to contact the upper cover 403, so as to seal the connection between the upper cover 403 and the oil tank body 409. At the same time, a groove for cooperating with the oil baffle 407 is designed at the lower inner circle of the sealing gasket 405, so as to limit the outer circle of the oil baffle 407 in the radial and axial directions. Since the upper cover 403 and the oil tank body 409 are connected in a clamping manner, the sealing gasket 405 can be effectively compressed, the oil baffle 407 can be prevented from moving frequently under the impact of the engine oil during work, and the stability of the overall structure is improved.

[0097] As a specific embodiment in the present embodiment, the upper end of the protective column 408 is provided with a protective cover 402, and the upper cover 403 is provided with an engine oil filling port 4013 at the position corresponding to the drying rod 406. The protective cover 402 can pass through the engine oil filling port 4013 and be clamped at the open upper end of the protective column 408, so as to seal and compress the drying rod 406, and ensure that the drying rod 406 can normally adsorb the moisture in the engine oil.

[0098] As a specific embodiment in the present embodiment, the inner bottom surface of the protective column 408 is provided with a reset spring 4010. When the protective cover 402 is buckled on the upper end of the protective column 408, the drying rod 406 can compress the reset spring 4010, and then the drying rod 406 is pressed tightly in the protective column 408 through the cooperation of the reset spring 4010 and the protective cover 402, so as to prevent the drying rod 406 from moving. At the same time, when the drying rod 406 is replaced, the protective cover 402 can be directly screwed off. Under the action of the elastic restoring force, the reset spring 4010 pops out the drying rod 406, so that the upper end of the drying rod 406 extends out of the upper end of the protective column 408, thereby facilitating the taking of the drying rod 406.

[0099] As a specific embodiment in the present embodiment, the connection between the upper cover 403 and the oil storage tank body 409 is connected through a V-shaped quick release clamp 404, so that the upper cover 403 can be quickly pressed tightly at the upper end opening of the oil storage tank body 409, and the maintenance and disassembly are facilitated. When connecting the upper cover 403 and the oil storage tank body 409, when the V-shaped quick release clamp 404 is closed, the crimping plane on the outer periphery of the upper cover 403 and the oil storage tank body 409 will be pressed tightly against the sealing gasket 405 under the action of the V-shaped quick release clamp 404, so as to ensure the sealing property of the oil storage tank body 409.

[0100] As a specific embodiment in the present embodiment, the bottom of the oil storage tank body 409 is provided with a drain valve 4012 for discharging oil in the oil storage tank body 409. When it is necessary to replace the oil, the drain valve 4012 is opened, and then the oil in the oil storage tank body 409 is quickly discharged.

[0101] Through the above design, the present embodiment can actively and timely remove the water in the oil, and detect the water in the oil in real time, so as to ensure that the lubricating property of the oil meets the use requirements, and then ensure that the hydrogen fuel internal combustion engine does not fail due to excessive water in the oil during use.

[0102] The hydrogen fuel internal combustion engine does not fail due to excessive water in the oil during use. Through reasonable formula design of the drying rod 406, the water in the oil can be effectively removed for a long time, so as to avoid the risk that the emulsifying stabilizer in the oil fails due to long-term use. In addition, the drying rod 406 removes water by chemical reaction, and is not affected by the temperature of the oil, and is more suitable for the long-term cold start working condition of the hydrogen fuel internal combustion engine. In addition, the design of the V-shaped quick release clamp 404 makes the oil storage tank body 409 convenient to disassemble, maintain and replace, and reduces the use cost of the oil storage tank body 409.

[0103] Embodiment five

[0104] As Figures 5a to 5cAs shown, the embodiment of the present application provides another kind of horizontally opposed hydrogen fuel piston type aviation power device, which is different from the above-mentioned embodiment in that, on the basis of the above-mentioned embodiment, the cylinder assembly is improved in the embodiment, in which the cylinder comprises a cylinder body and a cylinder liner 501 arranged in the cylinder body, the cylinder liner 501 comprises an upper half and a lower half, the wall thickness of the upper half is greater than that of the lower half, and the outer wall of the upper half is provided with a plurality of cooling channels for flowing cooling medium; the outer wall of the piston 502 is provided with a plurality of ring grooves 5022 for mounting piston rings, and the plurality of piston rings are arranged in sequence along the length direction of the piston 502, and the piston rings are arranged close to the upper end of the piston 502, and the piston rings are divided into air rings and oil rings, and the oil rings are arranged below the air rings.

[0105] The cylinder liner 501 adopts a wet cylinder liner, which comprises an upper half and a lower half, the wall thickness of the upper half is greater than that of the lower half, the upper half is the beginning stage of the working stroke, the in-cylinder combustion temperature is high, and the explosion pressure is large, so the wall thickness of the upper half is appropriately increased, the lower half is the end stage of the working stroke, the in-cylinder combustion temperature is relatively low, and the explosion pressure is relatively small, so the wall thickness of the lower half is appropriately reduced, the outer wall of the upper half is provided with a plurality of cooling channels for flowing cooling medium, so as to directly cool the cylinder liner 501 by the cooling medium, reduce the temperature of the cylinder liner 501, and avoid excessive thermal load; the outer wall of the piston 502 is provided with a plurality of ring grooves 5022 for mounting piston rings, and the plurality of piston rings are arranged in sequence along the length direction of the piston 502, and the piston rings are arranged close to the upper end of the piston 502, the piston rings not only can seal and distribute oil, but also can help the piston 502 dissipate heat, and the piston rings are divided into air rings and oil rings, the air rings are arranged close to the upper end of the piston 502, and the oil rings are arranged below the air rings, by arranging the piston rings close to the top of the piston 502, the oil passage position is closer to the top of the piston 502, and the position of the air ring is also improved, which helps to dissipate more heat, through the above design, the influence of high temperature on the side wear of the cylinder liner 501 is reduced, the side wear of the cylinder liner 501 is reduced to a certain extent, which helps to improve the reliability and durability of the piston engine, reduce the maintenance cost, and promote the development of hydrogen fuel aviation engines.

[0106] Specifically, the cooling channels are divided into cooling liquid channels 5011 for flowing cooling liquid and lubricating oil channels 5012 for flowing lubricating oil, and the cooling liquid channels 5011 are located above the lubricating oil channels 5012, so as to directly cool the cylinder liner 501 by the cooling liquid and the lubricating oil, and a sealing ring 5013 is arranged at the lower end of the outer wall of the cylinder liner 501; the inner bottom surface of the cooling liquid channel 5011 is arc-shaped, and the middle part of the inner bottom surface of the cooling liquid channel 5011 is bent towards the axis of the cylinder liner 501, which can realize force dispersion and high-efficiency cooling by using cooling liquid.

[0107] Since selecting a reasonable coating can not only isolate the hydrogen from hydrogen embrittlement of the cylinder, but also improve the hardness and wear resistance of the inner wall of the cylinder liner 501, reduce the friction resistance, but also improve the oil distribution and retention, and improve the lubrication of the cylinder liner. Therefore, the inner wall of the cylinder liner 501 is provided with an abrasive coating, and the abrasive coating is preferably a metal molybdenum coating or a silicon nitride ceramic coating. The abrasive surface can be formed on the inner wall of the cylinder liner 501 by shot blasting or plasma plating process, and the abrasive surface can have a sponge-like effect to retain a small amount of oil and improve the lubrication of the cylinder liner.

[0108] The inner wall of the cylinder liner 501 is provided with a network in the area for contacting the piston ring, and the distribution range of the network is the entire piston ring contact area. During the processing, the network with a specific angle, a specific depth, a specific width and a specific pitch is processed by honing or laser etching, which further improves the lubrication performance.

[0109] Since hydrogen is easy to cause hydrogen embrittlement of metal materials, the material of the cylinder liner 501 should first select a material with low sensitivity to hydrogen embrittlement, so that the cylinder liner 501 is made of low-carbon steel material, such as low-carbon steel containing chromium, titanium, vanadium and other elements. High-sensitivity materials such as high-carbon steel should be avoided. Compared with a steel piston, an aluminum material not only reduces the weight of the piston, but also has good hydrogen embrittlement resistance. By reducing the weight of the piston, the problem of increased side wear caused by weight can be reduced. At the same time, aluminum has better thermal conductivity, which can further reduce the thermal load of the parts and avoid deformation and poor strength and wear resistance caused by excessive thermal load.

[0110] The gas ring is two, and the two gas rings are respectively a first gas ring and a second gas ring, the first gas ring is located above the second gas ring, and the first gas ring can dissipate about 40% of heat, the oil ring is one, and the second gas ring is located above the oil ring. The first gas ring is a trapezoidal ring, which has good sealing performance and thermal conductivity, can adapt to high temperature and high pressure working environment, and can inhibit the accumulation of carbon deposition. The second gas ring is a twisted ring or a conical ring to enhance the effect of downward oil scraping and upward oil distribution. The oil ring is a combined oil ring, which can improve the oil scraping capacity and reduce the entry of lubricating oil into the combustion chamber, thereby avoiding the formation of carbon deposition. Those skilled in the art can also make adaptive adjustments to the shape of the above piston ring according to actual needs.

[0111] In the design process of the present embodiment, the cross-sectional area of the oil passage can also be increased, thereby increasing the flow of lubricating oil.

[0112] In some examples, for the design of the skirt 5025 of the piston 502, appropriately increasing the area of the skirt 5025 of the piston 502 at the positions corresponding to the main thrust surface and the secondary thrust surface can make the piston 502 have better guidance and smaller contact pressure, which is beneficial to the movement of the piston 502 and the reduction of wear, and appropriately reducing the area of the skirt 5025 of the piston 502 in the remaining two directions is beneficial to the reduction of the weight of the piston 502, thereby reducing the side wear problem.

[0113] The surface of the skirt 5025 of the piston 502 is provided with a lubricating coating, which is preferably a graphite coating or a coating of other materials, thereby reducing friction, storing lubricating oil in the internal gap, preventing dry friction, and reducing the wear of the cylinder liner 501.

[0114] The surface of each piston ring is provided with a wear-resistant coating, which is preferably a metal molybdenum coating or a silicon nitride ceramic coating, which can improve the surface hardness of the piston ring, reduce the friction coefficient, thereby improving the wear resistance and reducing the wear of the cylinder liner 501.

[0115] The top of the piston 502 is provided with a bowl-shaped chamber 5021, and the inside of the piston 502 is provided with a cooling oil channel 5023, and the cooling oil channel 5023 is provided with a turbulence protrusion 5024, thereby making the heat exchange more sufficient.

[0116] The inner wall of the cylinder liner 501 is sprayed with lubricating oil, which can avoid the insufficient lubrication caused by the horizontal opposition of the cylinder liner 501, and can also implement key cooling for weak lubrication parts, such as the upper half of the cylinder liner 501.

[0117] Embodiment six

[0118] The application also provides an aircraft comprising the horizontal-opposed hydrogen-fuel piston-type aviation power device according to any one of the above embodiments.

[0119] The embodiment has all the advantages of the above embodiments, and will not be described here.

[0120] The principles and implementation manners of the application are described by using specific examples in the application, and the above embodiment is only used to help understand the method and core idea of the application; meanwhile, for those skilled in the art, according to the idea of the application, the specific implementation manner and application range will be changed. In summary, the content of the specification should not be understood as a limitation of the application.

Claims

1. A horizontally opposed hydrogen fuel piston-type aircraft propulsion system, characterized in that: include: Crankcase; The crankshaft is rotatably disposed within the crankcase; Multiple cylinders are symmetrically arranged on both sides of the crankshaft in the radial direction; A combustion chamber is formed within each of the cylinders; A piston is slidably disposed within each of the cylinders, one end face of which defines the combustion chamber; A connecting rod connects each piston to the crankshaft, converting the reciprocating motion of the piston into the rotational motion of the crankshaft, one end of which is the power output end; A hydrogen supply and injection system is used to supply and inject hydrogen into each of the combustion chambers, and each combustion chamber is provided with at least one hydrogen injector. An air supply system for supplying air to each of the combustion chambers; An ignition system is used to ignite the hydrogen-air mixture in each of the combustion chambers, and each combustion chamber is provided with at least one spark plug; An exhaust system for discharging exhaust gases from each of the combustion chambers; The control system is communicatively connected to the hydrogen injector and ignition system, and is used to control the hydrogen injection timing, injection quantity and ignition timing.

2. The horizontally opposed hydrogen fuel piston aero-engine according to claim 1, characterized in that: The control system includes a main control system and a redundant backup control system. Both the main control system and the backup control system are independently configured to control the operation of the hydrogen injectors and the ignition system. Each cylinder is equipped with two hydrogen injectors and two spark plugs. The main control system controls one of the hydrogen injectors and one spark plug to operate, while the backup control system controls the other hydrogen injector and the other spark plug to operate.

3. The horizontally opposed hydrogen fuel piston aero-engine according to claim 1, characterized in that: The air supply system includes a turbocharger; the turbocharger includes: The turbocharger housing includes a volute housing, a pressure housing, and an intermediate body disposed between the volute housing and the pressure housing; A turbine is disposed within the vortex housing; An impeller is disposed within the pressure shell; The turbocharger shaft passes through the intermediate body, with its two ends connected to the turbine and impeller respectively, and is rotatably supported within the intermediate body; The compressor housing has a compressor housing inlet and a compressor housing outlet. The compressor housing inlet is used to receive fresh air, and the compressor housing outlet is connected to the air inlet of the combustion chamber or the intake manifold. The volute housing has a volute housing inlet and a volute housing outlet. The volute housing inlet is connected to the exhaust system to receive exhaust gas to drive the turbine to rotate. The turbine drives the impeller to rotate through the turbocharger shaft to pressurize the air entering the compressor housing inlet. The pressurized air is delivered to the combustion chamber through the compressor housing outlet, and the volute housing outlet is used to discharge exhaust gas.

4. The horizontally opposed hydrogen fuel piston-type aircraft propulsion system according to claim 1, characterized in that: It also includes a crankcase oil-gas separator, which comprises: The housing has a separation chamber and an exhaust chamber inside, and the housing has an air inlet communicating with the separation chamber and an exhaust port communicating with the exhaust chamber. The air inlet is connected to the inside of the crankcase. A separation element is disposed in the separation chamber for guiding and separating the crankcase blow-by gas entering from the air inlet; A ventilation drive device, connected to the housing, is used to drive gas from the separation chamber through the outlet chamber to the exhaust port for discharge. The ventilation drive device is communicatively connected to the control system. A hydrogen concentration sensor is disposed inside the housing to monitor the hydrogen concentration in the separation chamber and / or the outlet chamber. The hydrogen concentration sensor is communicatively connected to the control system. The control system is configured to control the operating status of the ventilation drive device based on the concentration information monitored by the hydrogen concentration sensor.

5. The horizontally opposed hydrogen fuel piston aero-engine according to claim 4, characterized in that: The separation element includes a primary separation blade and a secondary separation blade, wherein the primary separation blade is disposed on the side of the secondary separation blade opposite to the outlet chamber; The primary separation blades can centrifugally separate oil droplets in the mixed gas introduced through the air inlet, and the secondary separation blades can collide and condense oil droplets in the mixed gas flowing through the primary separation blades.

6. The horizontally opposed hydrogen fuel piston aero-engine according to claim 1, characterized in that: It also includes a lubrication system capable of supplying oil to the moving parts of the aircraft engine, comprising: Oil storage tank body; An oil dipstick, the lower end of which extends into the oil tank to detect the oil level; A drying rod, detachably installed inside the oil storage tank, is made of a hydrophilic and oleophobic material and is used to absorb moisture from the engine oil. An oil moisture sensor is installed inside the oil tank to detect the water content in the oil and is connected to the control system signal.

7. The horizontally opposed hydrogen fuel piston aero-engine according to claim 6, characterized in that: The upper end of the oil storage tank is open, and a top cover can be detachably connected to the upper end of the oil storage tank. The top cover has an oil filling port for adding oil to the oil storage tank, an oil return port for returning oil, an oil outlet for draining oil from the oil storage tank, a detection port for inserting the dipstick into the oil storage tank, and an oil tank exhaust port for venting gas from the oil storage tank.

8. The horizontally opposed hydrogen fuel piston aero-engine according to claim 1, characterized in that: The cylinder includes a cylinder body and a cylinder liner disposed within the cylinder body. The cylinder liner includes an upper half and a lower half. The wall thickness of the upper half is greater than that of the lower half, and the outer wall of the upper half is provided with several cooling channels for the flow of cooling medium. The outer wall of the piston is provided with multiple annular grooves for installing piston rings. The piston rings are arranged sequentially along the length of the piston and are located near the upper end of the piston. The piston rings are divided into compression rings and oil rings, with the oil rings located below the compression rings.

9. The horizontally opposed hydrogen fuel piston aero-engine according to claim 8, characterized in that: The cooling channel is divided into a coolant channel for circulating coolant and a lubricating oil channel for circulating lubricating oil, with the coolant channel located above the lubricating oil channel; the inner bottom surface of the coolant channel is arc-shaped, and the middle of the inner bottom surface of the coolant channel bends towards the cylinder liner axis.

10. An aircraft, characterized in that: Includes the horizontally opposed hydrogen fuel piston-type aircraft propulsion system as described in any one of claims 1 to 9.

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