An apparatus and method for improving combustion and charge efficiency in a hydrogen injection engine

Abstract

This invention relates to the field of engine technology and discloses a device and method for improving the combustion and charging efficiency of a hydrogen injection engine. The device includes an intake duct and a control unit. A bottom ring is fixedly connected to the outlet end of the intake duct, and an intake valve is installed on the top of the bottom ring. An intake throat is provided inside the intake duct, and an adaptive shunting turbulence injection module is arranged on the outer side of the intake duct upstream of the intake throat. The adaptive shunting turbulence injection module includes multiple nozzles, which are fixedly inserted through the outer wall of the intake duct and communicate with the interior of the intake duct. A vortex guide vane is fixedly connected inside the nozzle. A pneumatic ignition locking structure is provided on the bottom ring, and the pneumatic ignition locking structure includes a film gas groove formed inside the bottom ring, which is connected to a thin conduit. This invention establishes a high-speed film cooling and ignition locking mechanism in the bottom ring through a stable pressure gas source, and combines this with the control unit to regulate the injection mode to suppress pre-ignition and backfire, thereby improving charging efficiency.

Description

Technical Field

[0001] This invention relates to the field of engine technology, specifically to an apparatus and method for improving the combustion and charging efficiency of a hydrogen injection engine. Background Technology

[0002] Hydrogen, as a clean and carbon-free fuel, is increasingly widely used in the field of internal combustion engines. However, hydrogen has physical characteristics such as fast laminar flame propagation speed and low ignition energy, which leads to frequent abnormal combustion problems such as pre-ignition and backfire in intake manifold hydrogen engines during operation.

[0003] Existing intake manifold hydrogen injection technology, due to limitations in structural design and control logic, struggles to prevent abnormal combustion at its source. On one hand, traditional injection arrangements easily lead to significant hydrogen stagnation at the intake throat. When high-concentration hydrogen comes into contact with the hot valve stem rings, it can easily trigger pre-ignition. Furthermore, during the valve overlap period—when the intake valve is open and the exhaust valve is not yet fully closed—the high-temperature exhaust gas or flame inside the cylinder lacks an effective physical barrier, making it prone to backfire into the intake manifold. Existing conventional suppression methods often have limited effectiveness in handling transient conditions.

[0004] On the other hand, when an engine pursues high-load charging efficiency, traditional hydrogen injection methods can cause multiple streams of hydrogen to accumulate inside the intake manifold, leading to gas blockage. This blockage not only reduces the amount of fresh air entering the engine but also decreases the uniformity of the air-fuel mixture. To compensate for the decrease in charging efficiency, current technologies can only passively rely on excessively high boost pressure to force air intake, resulting in poor adaptability of the system under different speeds and load conditions.

[0005] Meanwhile, existing hydrogen engine control strategies are not perfect, failing to achieve deep and coordinated regulation of injection timing, backfire prevention structures, and mixing turbulence modules. Due to the lack of a unified closed-loop control mechanism, the system cannot dynamically adjust the operating state of each actuator based on real-time engine speed, load, and valve position parameters. Measures to prevent pre-ignition and improve intake efficiency are independent of each other, resulting in the overall safety and reliability of the system not being effectively guaranteed. Summary of the Invention

[0006] To address the shortcomings of existing technologies, this invention provides an apparatus and method for improving the combustion and charging efficiency of hydrogen injection engines. It solves the problems that existing intake manifold hydrogen injection technologies cannot effectively block backfire and pre-ignition at the source, are prone to gas blockage when increasing intake volume, and lack a dynamic control strategy for component coordination, resulting in poor adaptability and safety of the engine under different operating conditions.

[0007] To achieve the above objectives, the present invention provides the following technical solution:

[0008] The first aspect of the present invention provides a device for improving the combustion and charging efficiency of a hydrogen injection engine, including an air intake duct and a control unit. The air intake duct has a bottom ring fixedly connected to its outlet end, an air intake valve is installed on the top of the bottom ring, an air intake throat is provided inside the air intake duct, and an adaptive shunting turbulence injection module is provided on the outer side of the air intake duct upstream of the air intake throat.

[0009] The adaptive shunting turbulence injection module includes multiple nozzles, which are fixedly installed through the outer wall of the air intake and communicate with the interior of the air intake. A vortex guide vane is fixedly connected inside the nozzle.

[0010] The bottom ring is provided with a pneumatic fire-locking structure, which includes an air film groove formed inside the bottom ring. The air film groove is connected to a thin conduit, which is connected to a pressure-stabilized air source. The control unit is electrically connected to the nozzle and the pressure-stabilized air source, respectively.

[0011] Preferably, the adaptive shunting turbulence injection module is fixedly installed in the range of 15mm to 30mm upstream of the air intake throat, the central axis of the nozzle is at a downward angle of 30 to 45 degrees with the main axis of the air intake, and the injection port of the nozzle faces the inner wall of the air intake.

[0012] Preferably, the vortex guide vane is integrally formed with the nozzle, and the helix angle of the vortex guide vane is 25 degrees to 35 degrees.

[0013] Preferably, the air film groove is formed in the area near the intake valve cone surface on the upper end face of the bottom ring, the air film groove is an annular slit structure, the width of the air film groove is 0.3mm to 0.8mm, and the depth of the air film groove is 0.2mm to 0.5mm.

[0014] Preferably, the control unit is used to control the pressure-stabilized gas source to continuously output gas with a pressure of 0.3MPa to 0.5MPa to the gas film tank, and to form an annular gas film with a flow velocity greater than 30m / s on the upper surface of the bottom ring.

[0015] Preferably, the control unit is electrically connected to a sensor for collecting engine speed parameters and load parameters. When the speed parameter is greater than 2500 r / min and the load parameter is greater than 35% of the rated load, the control unit controls the multiple nozzles to open synchronously.

[0016] Preferably, when the rotational speed parameter is between 800 r / min and 2500 r / min, and the load parameter is not greater than 35% of the rated load, the control unit controls the plurality of nozzles to perform asymmetrical sequential spraying, and the spray phase angle difference between adjacent open nozzles is set to 60 degrees.

[0017] Preferably, the plurality of nozzles are arranged side by side on the air intake, and each of the plurality of nozzles is electrically connected to the control unit via an independent drive circuit.

[0018] Preferably, the control unit is also electrically connected to a valve position sensor. The control unit is used to lock the injection window according to the signal collected by the valve position sensor, control the injection start point of the nozzle to be 15 degrees crankshaft angle after the intake valve is opened, and avoid the time period when the intake valve and exhaust valve are opened at the same time.

[0019] A second aspect of the present invention provides a method for improving the combustion and charging efficiency of a hydrogen injection engine, applied to the aforementioned apparatus, comprising the following steps:

[0020] The engine is started and the control unit is initialized. The regulated air source supplies air to the film gas tank and establishes a stable film gas on the bottom ring surface.

[0021] After establishing the stable air film, the control unit acquires the engine speed parameters and load parameters, and the control unit locks the injection window according to the signal from the valve position sensor, controlling the injection start point of multiple nozzles to be 15 degrees of crankshaft rotation after the intake valve opens;

[0022] Within the locked injection window, the control unit automatically switches the injection mode according to the rotation speed parameter and the load parameter. When the rotation speed parameter is greater than 2500 r / min and the load parameter is greater than 35% of the rated load, the control unit controls the multiple nozzles to open synchronously. When the rotation speed parameter is between 800 r / min and 2500 r / min and the load parameter is not greater than 35% of the rated load, the control unit controls the multiple nozzles to perform asymmetrical sequential injection, and the injection phase angle difference between adjacent open nozzles is set to 60 degrees.

[0023] After the engine receives a shutdown command during the injection mode operation, the control unit first cuts off the injection action of the multiple nozzles and controls the pressure-stabilized air source to continue supplying air to the air film trough for 3 to 5 seconds, and then shuts off the pressure-stabilized air source.

[0024] The above solution achieves the following beneficial technical effects:

[0025] This application establishes a high-speed gas film on the bottom ring surface by tilting the nozzle upstream of the intake throat and continuously introducing a pressure-stabilized gas through a film gas groove on the bottom ring. This physically isolates the hydrogen from direct contact with the high-temperature bottom ring. At the same time, the control unit precisely locks the injection start point of the nozzle at a specific crankshaft angle after the intake valve opens. Through the coordinated pneumatic isolation and injection timing, premature ignition of hydrogen in the intake manifold is prevented, thereby reducing the risk of backfire and pre-ignition in the hydrogen engine.

[0026] This application adopts an adaptive shunt structure containing multiple independent nozzles and internal vortex guide vanes. The control unit can dynamically adjust the injection strategy according to the engine speed and load. Under high load conditions, synchronous injection is performed to ensure fuel supply. Under medium and low load conditions, it switches to asymmetric sequential injection and sets the staggered injection phase difference between adjacent nozzles. This prevents light hydrogen from accumulating in large quantities in the intake manifold and crowding the airflow cross section, ensuring smooth intake of fresh air. This eliminates the gas blockage phenomenon in the intake manifold and improves the engine's charging efficiency.

[0027] This application utilizes a control unit to uniformly coordinate the nozzle's operating window, the supply status of the regulated air source, and the intake airflow field. It deeply integrates the underlying air film isolation structure with the upper-level adaptive shunt control strategy, enabling the engine to maintain dynamic balance of internal airflow and stable fuel combustion throughout the entire process, including engine start-up, various operating condition switching, and engine shutdown purging. Ultimately, it achieves comprehensive optimization of suppressing abnormal combustion and improving intake efficiency at the overall engine level. Attached Figure Description

[0028] Figure 1 This is a front view of the device for improving the combustion and charging efficiency of a hydrogen injection engine according to the present invention;

[0029] Figure 2 This is a side view of the device for improving the combustion and charging efficiency of a hydrogen injection engine according to the present invention;

[0030] Figure 3 This is a schematic diagram of the pneumatic fire-locking structure of the present invention;

[0031] Figure 4 This is a cross-sectional view of the pneumatic fire-locking structure of the present invention;

[0032] Figure 5 This is a schematic diagram of the nozzle of the present invention.

[0033] Among them, 1. intake duct; 2. intake throat; 3. nozzle; 4. intake valve; 5. bottom ring; 6. fine duct; 7. air film groove; 8. vortex guide vane. Detailed Implementation

[0034] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0035] Please see the appendix Figure 1 -Appendix Figure 5 This invention provides a device for improving the combustion and charging efficiency of a hydrogen injection engine, including an intake duct 1 and a control unit. The outlet end of the intake duct 1 is fixedly connected to a bottom ring 5, and an intake valve 4 is installed on the top of the bottom ring 5. An intake throat 2 is provided inside the intake duct 1, and an adaptive shunting turbulence injection module is provided on the outside of the intake duct 1 upstream of the intake throat 2.

[0036] The adaptive shunting turbulence injection module includes multiple nozzles 3. The nozzles 3 are fixedly installed on the outer wall of the air intake 1 and communicate with the inside of the air intake 1. A vortex guide vane 8 is fixedly connected inside the nozzle 3.

[0037] The bottom ring 5 is provided with a pneumatic fire-locking structure, which includes an air film groove 7 opened inside the bottom ring 5. The air film groove 7 is connected to a thin conduit 6, which is connected to a pressure-stabilized air source. The control unit is electrically connected to the nozzle 3 and the pressure-stabilized air source respectively.

[0038] Specifically, intake manifold 1 serves as the main channel for air to enter the cylinder. The bottom ring 5 and intake valve 4 work together to control the flow of gas. Since hydrogen is easily ignited by the high temperature of the bottom ring 5, the pressure-stabilized gas source delivers gas into the film gas groove 7 through the thin conduit 6. This creates a high-speed protective film in the area where the bottom ring 5 and the intake valve 4 cone surfaces meet. This high-speed protective film forms a pneumatic firewall, preventing the flame in the cylinder from backflowing into intake manifold 1. At the same time, the high-speed protective film can forcibly remove the heat from the bottom ring 5 and reduce the hot spot temperature on the surface of the bottom ring 5. In conjunction with the control unit, the opening sequence of multiple nozzles 3 and the gas supply status of the pressure-stabilized gas source are controlled, isolating pure hydrogen from direct contact with the high-temperature bottom ring 5. This suppresses pre-ignition or backfire of hydrogen inside intake manifold 1, ensuring the stable and safe operation of the engine.

[0039] Please see the appendix Figure 1 and attached Figure 2 The adaptive shunting turbulence injection module is fixedly installed in the range of 15mm to 30mm upstream of the intake throat 2. The central axis of the nozzle 3 is at a downward angle of 30 to 45 degrees with the main axis of the intake duct 1, and the injection port of the nozzle 3 faces the inner wall of the intake duct 1.

[0040] Specifically, the adaptive shunting turbulence injection module is positioned 15mm to 30mm upstream of the intake throat 2, which is a rear-mounted arrangement. This rear-mounted arrangement reduces the amount of hydrogen stagnation at the intake throat 2. At the same time, the central axis of the nozzle 3 is set at a downward angle of 30 to 45 degrees with the main axis of the intake duct 1, and the nozzle 3 is oriented towards the inner wall of the intake duct 1. The oblique injection posture promotes the hydrogen gas to be fully mixed with the mainstream air inside the intake duct 1. The mixed gas then flows downward to contact the bottom ring 5, avoiding the direct impact of high-concentration pure hydrogen gas on the high-temperature bottom ring 5 and the resulting pre-ignition caused by the heating of the bottom ring 5. This further reduces the risk of abnormal combustion. As a preferred arrangement, the adaptive shunting turbulence injection module is positioned 22mm upstream of the intake throat 2, and the central axis of the nozzle 3 is at a downward angle of 38 degrees with the main axis of the intake duct 1.

[0041] Please see the appendix Figure 5 The vortex guide vane 8 and the nozzle 3 are integrally formed, and the spiral angle of the vortex guide vane 8 is 25 degrees to 35 degrees.

[0042] Specifically, the vortex guide vane 8 is installed inside the nozzle 3 and processed using an integrated molding process, ensuring the structural stability of the vortex guide vane 8 when facing high-pressure hydrogen impact. The set helix angle of 25 to 35 degrees constitutes an active vortex generation structure. This structure means that there is no need to install an independent part to generate vortices inside the air intake duct 1. Instead, it relies on the spiral physical channel inside the vortex guide vane 8, which allows the straight-flowing pressurized hydrogen to change its direction of motion and transform into a high-speed rotating turbulent flow the moment it exits the nozzle 3. By actively generating rotational kinetic energy through the spiral channel of the injection source, the turbulent hydrogen can actively penetrate and diffuse into the surrounding air after being injected into the air intake duct 1. This accelerates the micro-mixing process of hydrogen with the air entering the air intake duct 1 and improves the uniformity of the mixed gas. It avoids the hidden danger of abnormal combustion caused by excessively high local hydrogen concentration inside the air intake duct 1. As a preferred setting, the helix angle of the vortex guide vane 8 is set to 30 degrees.

[0043] Please see the appendix Figure 3 and attached Figure 4 The air film groove 7 is located on the upper end face of the bottom ring 5 in the area near the cone surface of the intake valve 4. The air film groove 7 is an annular slit structure with a width of 0.3mm to 0.8mm and a depth of 0.2mm to 0.5mm.

[0044] Specifically, the film gas groove 7 is arranged in the area of ​​the bottom ring 5 near the conical surface of the intake valve 4, covering the part of the entire device with the highest temperature and most prone to hydrogen pre-ignition. The set width of 0.3mm to 0.8mm and depth of 0.2mm to 0.5mm form a tiny throttling channel structure, and the annular gap of the film gas groove 7 is kept uniformly distributed. When the pressure-stabilized gas flows through the tiny throttling channel structure, it will be compressed and accelerated, thereby ensuring that the pressure-stabilized gas can be uniformly ejected from the film gas groove 7. Without occupying the main flow section of the intake duct 1, a circumferentially continuous and dense airflow protection layer is constructed on the surface of the bottom ring 5. As a preferred setting, the film gas groove 7 adopts a size structure with a width of 0.5mm and a depth of 0.3mm, so that the thickness of the established airflow protection layer is between 0.1mm and 0.2mm.

[0045] Please see the appendix Figure 4 The control unit is used to control the pressure-stabilized gas source to continuously output gas with a pressure of 0.3MPa to 0.5MPa to the gas film tank 7, and to form an annular gas film with a flow rate greater than 30m / s on the upper surface of the bottom ring 5.

[0046] Specifically, the control unit regulates the pressure-stabilized gas source to continuously output clean gas at a pressure of 0.3MPa to 0.5MPa. After the gas with a certain pressure rushes out of the gas film groove 7, it will generate a high-speed gas film with a flow rate greater than 30m / s. Since the laminar flame propagation speed of hydrogen is very fast, setting a high-speed gas film with a flow rate greater than 30m / s can form a dynamic pneumatic firewall at the physical level. The high-speed flowing gas film not only blocks the path of the flame in the cylinder to return along the gap of the intake valve 4, but also forcibly cools the bottom ring 5 and removes excess heat, thereby eliminating the physical conditions for pre-ignition induced by high temperature on the surface of the bottom ring 5. As a preferred parameter setting method, the pressure-stabilized gas source outputs gas at a pressure of 0.4MPa and forms an annular gas film with a flow rate of 32m / s on the upper surface of the bottom ring 5, ultimately reducing the average temperature of the bottom ring 5 from 220℃ to 175℃.

[0047] Please see the appendix Figure 1 The control unit is electrically connected to sensors for collecting engine speed and load parameters. When the speed parameter is greater than 2500 r / min and the load parameter is greater than 35% of the rated load, the control unit controls multiple nozzles 3 to open synchronously.

[0048] Specifically, when the engine is operating at high speed and high load, it needs to inhale a large amount of mixed gas to meet the power demand. After the control unit obtains data from the sensor that the speed parameter is greater than 2500 r / min and the load parameter is greater than 35% of the rated load, the control unit sends an activation signal to all drive circuits simultaneously, causing multiple nozzles 3 to open at the same time and perform high-flow hydrogen injection. The high-flow hydrogen generates strong turbulence under the action of the vortex guide vane 8, which promotes a large amount of hydrogen to mix with air quickly and evenly, avoiding the problem of excessive hydrogen concentration in local areas. At the same time, it increases the overall intake volume and improves the charging efficiency of the engine during high-load operation.

[0049] Please see the appendix Figure 1 When the speed parameter is between 800 r / min and 2500 r / min and the load parameter is not greater than 35% of the rated load, the control unit controls multiple nozzles 3 to perform asymmetrical sequential spraying, and the spray phase angle difference between adjacent open nozzles 3 is set to 60 degrees.

[0050] Specifically, when the engine is operating at low to medium speeds and under low to medium loads, the airflow velocity inside the intake manifold 1 is relatively slow. When the control unit determines that the speed parameter is between 800 r / min and 2500 r / min and the load parameter is not greater than 35% of the rated load, the control unit commands multiple nozzles 3 to perform injection actions in a staggered sequence. It also forces a 60-degree injection phase angle difference between adjacent open nozzles 3 to form an asymmetrical sequential injection. The asymmetrical sequential injection means breaking the temporal and spatial symmetry distribution when multiple nozzles 3 are injected synchronously, so that multiple streams of hydrogen are distributed in a stepped staggered state inside the intake manifold 1. The staggered injection method effectively avoids the phenomenon of local superposition and accumulation of multiple streams of hydrogen inside the intake manifold 1, eliminates the gas blockage problem, and forms a layered gas mixture inside the intake manifold 1. This ensures that there is a suitable hydrogen concentration for ignition near the spark plug, while maintaining a low hydrogen concentration on the back of the intake valve 4, preventing the hot spot from igniting the gas mixture and achieving basic backfire suppression.

[0051] Please see the appendix Figure 1 Multiple nozzles 3 are arranged side by side on the air intake duct 1, and each nozzle 3 is electrically connected to the control unit through an independent drive circuit.

[0052] Specifically, multiple nozzles 3 are arranged side-by-side on the outer wall of the intake duct 1, ensuring that hydrogen can widely and evenly cover different cross-sectional areas of the intake duct 1. Each nozzle 3 is equipped with a dedicated drive circuit and is electrically connected to the control unit, enabling the control unit to independently adjust the injection timing, injection quantity, and phase angle of each nozzle 3. The independent circuit configuration at the hardware level provides a reliable control basis for the subsequent execution of synchronous injection mode and asymmetric sequential injection mode, ensuring the accuracy and timeliness of the action of each nozzle 3. As a specific hardware selection setting method, the diameter of each nozzle 3 is set to 4mm to 6mm and the working injection pressure of each nozzle 3 is maintained in the range of 1MPa to 1.2MPa.

[0053] Please see the appendix Figure 1 and attached Figure 3 The control unit is also electrically connected to a valve position sensor. The control unit is used to lock the injection window based on the signal collected by the valve position sensor, control the injection start point of the nozzle 3 to be 15 degrees of crankshaft rotation after the intake valve 4 is opened, and avoid the time period when the intake valve 4 and the exhaust valve are opened at the same time.

[0054] Specifically, during the end of the exhaust stroke and the beginning of the intake stroke, there is a valve overlap period when the intake valve 4 and the exhaust valve open simultaneously. During this valve overlap period, some high-temperature exhaust gas may flow back into the intake manifold 1, posing a safety risk. The control unit uses the valve position sensor to accurately monitor the movement trajectory of the intake valve 4 and forcibly locks the injection window of the nozzle 3, so that the injection starting point of the nozzle 3 is located at a crankshaft angle of 15 degrees after the intake valve 4 opens. This avoids the maximum risk range of high-temperature exhaust gas backflow during the valve overlap period, eliminating the hidden danger of backfire caused by hydrogen meeting the backflowing high-temperature exhaust gas. This ensures that the hydrogen injected into the intake manifold 1 is in a safe temperature environment. As a specific numerical setting method, the maximum risk range of high-temperature exhaust gas backflow is within the time period from a crankshaft angle of 10 degrees before the intake valve 4 opens to a crankshaft angle of 5 degrees after the exhaust valve closes.

[0055] Please see the appendix Figure 1 -Appendix Figure 5 This invention provides a method for improving the combustion and charging efficiency of a hydrogen injection engine, comprising the following steps:

[0056] The engine is started and the control unit is initialized. The regulated air source supplies air to the air film groove 7 and establishes a stable air film on the surface of the bottom ring 5.

[0057] After a stable air film is established, the control unit acquires the engine speed and load parameters, and locks the injection window according to the signal from the valve position sensor, controlling the injection start point of multiple nozzles 3 to be 15 degrees of crankshaft rotation after the intake valve 4 is opened;

[0058] Within the locked injection window, the control unit automatically switches the injection mode according to the speed and load parameters. When the speed parameter is greater than 2500 r / min and the load parameter is greater than 35% of the rated load, the control unit controls multiple nozzles 3 to open synchronously. When the speed parameter is between 800 r / min and 2500 r / min and the load parameter is not greater than 35% of the rated load, the control unit controls multiple nozzles 3 to perform asymmetrical sequential injection. The injection phase angle difference between adjacent open nozzles 3 is set to 60 degrees.

[0059] After receiving a shutdown command while the engine is operating in injection mode, the control unit first cuts off the injection action of multiple nozzles 3, and controls the regulated air source to continue supplying air to the air film trough 7 for 3 to 5 seconds, and then shuts off the regulated air source.

[0060] Specifically, the above workflow forms a closed-loop control system covering all operating conditions. In the initial stage of engine startup, a high-speed and stable gas film is established on the surface of the bottom ring 5 to pre-build a backfire prevention and cooling protection barrier. Subsequently, the control unit continuously monitors the changes in engine operating conditions and dynamically corrects the injection mode in real time. It automatically adjusts the action patterns of multiple nozzles 3 according to different operating conditions. When a shutdown command is received, the dangerous hydrogen supply is forcibly disconnected first, while the pressure-stabilized gas source is maintained to continuously purge for 3 to 5 seconds. The high-speed clean gas continuously input is used to clean the hydrogen remaining inside the intake manifold 1 and further cool the bottom ring 5 to prevent residual heat re-ignition after shutdown. This achieves a high degree of coordination between hardware structure and software control logic and ensures system safety.

[0061] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A device for improving the combustion and charging efficiency of a hydrogen injection engine, comprising an intake manifold (1) and a control unit, characterized in that, The air outlet of the air intake (1) is fixedly connected to a bottom ring (5), and an air intake door (4) is installed on the top of the bottom ring (5). An air intake throat (2) is provided inside the air intake (1), and an adaptive shunting turbulence injection module is provided on the outside of the air intake (1) upstream of the air intake throat (2). The adaptive shunting turbulence injection module includes multiple nozzles (3), the nozzles (3) are fixedly installed on the outer wall of the air intake (1) and communicate with the inside of the air intake (1), and a vortex guide vane (8) is fixedly connected inside the nozzle (3). The bottom ring (5) is provided with a pneumatic fire-locking structure, which includes an air film groove (7) opened inside the bottom ring (5). The air film groove (7) is connected to a thin conduit (6), and the thin conduit (6) is connected to a pressure-stabilized gas source. The control unit is electrically connected to the nozzle (3) and the pressure-stabilized gas source respectively.

2. The apparatus for improving the combustion and charging efficiency of a hydrogen injection engine according to claim 1, characterized in that, The adaptive shunting turbulence injection module is fixedly installed in the range of 15mm to 30mm upstream of the air intake throat (2). The central axis of the nozzle (3) is at a downward angle of 30 to 45 degrees with the main axis of the air intake (1). The injection port of the nozzle (3) faces the inner wall of the air intake (1).

3. The apparatus for improving the combustion and charging efficiency of a hydrogen injection engine according to claim 2, characterized in that, The vortex guide vane (8) is integrally formed with the nozzle (3), and the helix angle of the vortex guide vane (8) is 25 degrees to 35 degrees.

4. The apparatus for improving the combustion and charging efficiency of a hydrogen injection engine according to claim 3, characterized in that, The air film groove (7) is located on the upper surface of the bottom ring (5) in the area near the conical surface of the air intake valve (4). The air film groove (7) is an annular slit structure. The width of the air film groove (7) is 0.3 mm to 0.8 mm, and the depth of the air film groove (7) is 0.2 mm to 0.5 mm.

5. The apparatus for improving the combustion and charging efficiency of a hydrogen injection engine according to claim 4, characterized in that, The control unit is used to control the pressure-stabilized gas source to continuously output gas with a pressure of 0.3MPa to 0.5MPa to the gas film tank (7), and to form an annular gas film with a flow rate greater than 30m / s on the upper surface of the bottom ring (5).

6. The apparatus for improving the combustion and charging efficiency of a hydrogen injection engine according to claim 1, characterized in that, The control unit is electrically connected to a sensor for collecting engine speed parameters and load parameters. When the speed parameter is greater than 2500 r / min and the load parameter is greater than 35% of the rated load, the control unit controls the multiple nozzles (3) to open synchronously.

7. The apparatus for improving the combustion and charging efficiency of a hydrogen injection engine according to claim 6, characterized in that, When the rotational speed parameter is between 800 r / min and 2500 r / min, and the load parameter is not greater than 35% of the rated load, the control unit controls the multiple nozzles (3) to perform asymmetrical sequential spraying, and the spray phase angle difference between adjacent open nozzles (3) is set to 60 degrees.

8. The apparatus for improving the combustion and charging efficiency of a hydrogen injection engine according to claim 7, characterized in that, Multiple nozzles (3) are arranged side by side on the air intake (1), and each of the multiple nozzles (3) is electrically connected to the control unit through an independent drive circuit.

9. The apparatus for improving the combustion and charging efficiency of a hydrogen injection engine according to claim 8, characterized in that, The control unit is also electrically connected to a valve position sensor. The control unit is used to lock the injection window according to the signal collected by the valve position sensor, control the injection start point of the nozzle (3) to be 15 degrees of crankshaft rotation after the intake valve (4) is opened, and avoid the time period when the intake valve (4) and the exhaust valve are opened at the same time.

10. A method for improving the combustion and charging efficiency of a hydrogen injection engine, characterized in that, An apparatus for improving the combustion and charging efficiency of a hydrogen injection engine as described in any one of claims 1-9, comprising the following steps: The engine is started and the control unit is initialized. The regulated air source supplies air to the air film groove (7) and establishes a stable air film on the surface of the bottom ring (5). After the stable air film is established, the control unit obtains the engine speed parameters and load parameters, and the control unit locks the injection window according to the signal of the valve position sensor, and controls the injection start point of multiple nozzles (3) to be 15 degrees crankshaft angle after the intake valve (4) is opened; Within the locked injection window, the control unit automatically switches the injection mode according to the rotation speed parameter and the load parameter. When the rotation speed parameter is greater than 2500 r / min and the load parameter is greater than 35% of the rated load, the control unit controls the multiple nozzles (3) to open synchronously. When the rotation speed parameter is between 800 r / min and 2500 r / min and the load parameter is not greater than 35% of the rated load, the control unit controls the multiple nozzles (3) to perform asymmetrical sequential injection. The injection phase angle difference between adjacent open nozzles (3) is set to 60 degrees. After the engine receives a shutdown command during the injection mode operation, the control unit first cuts off the injection action of the multiple nozzles (3) and controls the pressure stabilizing gas source to continue supplying gas to the gas film trough (7) for 3 to 5 seconds, and then shuts off the pressure stabilizing gas source.

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