Hydrogen internal combustion engine with air intake passage anti-backfire function

Abstract

The application discloses a hydrogen internal combustion engine with air inlet channel anti-backfire function and relates to the technical field of hydrogen internal combustion engines.The hydrogen internal combustion engine comprises a body, an air inlet mechanism, a hydrogen injector, a tail gas recycling mechanism and an exhaust mechanism, one side of the body is provided with the air inlet mechanism, the other side of the body is provided with the exhaust mechanism, the body is in pipeline communication with the air inlet mechanism and the exhaust mechanism respectively, the hydrogen injector is inserted into the air inlet mechanism, the air inlet mechanism and the tail gas recycling mechanism are fastened and connected, the tail gas recycling mechanism and the exhaust mechanism are fastened and connected, and the tail gas recycling mechanism and the exhaust mechanism are in pipeline communication.In the application, the mixed gas in the pipeline inside the cooling chamber is cooled by the cooling assembly, so that the mixed gas cannot reach the combustion condition of hydrogen and cannot be combusted in the air inlet manifold, thereby preventing backfire of the air inlet pipe, and the high-temperature tail gas is used for preheating the air just entering, so that the air and the hydrogen are rapidly mixed and the mixing is more uniform.

Description

Technical Field

[0001] This invention relates to the field of hydrogen internal combustion engine technology, specifically a hydrogen internal combustion engine with an intake manifold backfire prevention function. Background Technology

[0002] Hydrogen fuel, with its unique advantages in both energy and environmental protection, and its excellent performance in vehicles, is considered the most promising dominant fuel for future vehicle engines. However, due to the significant differences in the physicochemical properties of hydrogen fuel compared to petroleum fuels, hydrogen internal combustion engines employing intake manifold low-pressure hydrogen injection systems are more prone to pre-ignition and backfire. Pre-ignition easily leads to increased temperature and overheating at the intake valves, causing backfire in the intake manifold. Furthermore, during the intake process, before the intake valves close, the flame inside the cylinder propagates to the intake manifold and ignites the hydrogen-air mixture within. When backfire occurs in a hydrogen engine, normal operation is disrupted, power is reduced, fuel economy deteriorates, and in severe cases, the engine stalls.

[0003] Currently, there are still the following problems with using hydrogen internal combustion engines on ships: the temperature at sea often changes, and sometimes the temperature is very low, so the temperature of the air entering through the intake pipe is also very low. The lower temperature air needs more time to mix evenly with the hydrogen. In addition, the speed required for the ship to move will change, and the mechanical energy that the hydrogen internal combustion engine needs to convert will also change. At this time, the required amount of air and hydrogen will also change. Summary of the Invention

[0004] The purpose of this invention is to provide a hydrogen internal combustion engine with an intake backfire prevention function to solve the problems raised in the prior art.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] A hydrogen internal combustion engine with an intake backfire prevention function is disclosed. The hydrogen internal combustion engine includes an engine body, an intake mechanism, a hydrogen injector, an exhaust gas reuse mechanism, and an exhaust mechanism. The intake mechanism is located on one side of the engine body, and the exhaust mechanism is located on the other side of the engine body. The engine body is connected to the intake mechanism and the exhaust mechanism through pipes. The hydrogen injector is inserted into the intake mechanism. The intake mechanism and the exhaust gas reuse mechanism are tightly connected. The exhaust gas reuse mechanism and the exhaust mechanism are also tightly connected. The exhaust gas reuse mechanism and the exhaust mechanism are connected through pipes.

[0007] Combustion-supporting air enters through the intake mechanism, while hydrogen is injected into the intake mechanism from the hydrogen injector. The hydrogen mixes with the air to form a gas mixture, which is then connected to the engine body and the intake mechanism via pipes. This mixture enters the engine body and undergoes combustion. The internal structure of the engine body converts the heat energy of combustion into mechanical energy, which is then applied to the ship. The remaining exhaust gas is discharged from the engine body to the exhaust system, and then enters the exhaust gas reuse system. Because the exhaust gas has some heat, the exhaust gas reuse system preheats the air entering the intake mechanism, improving the mixing efficiency of the air and hydrogen later. The cooled exhaust gas then passes through the exhaust gas reuse system to cool the gas mixture area in the intake mechanism, thus lowering the temperature of the mixture area and preventing backfire.

[0008] Furthermore, the engine block includes a combustion chamber, piston, connecting rod, crankshaft, valve control assembly, engine housing, and ignition mechanism. The engine housing contains several combustion chambers. The combustion chambers and piston are slidably connected. The piston and connecting rod are hinged. The connecting rod and crankshaft are hinged. The crankshaft and engine housing are rotatably connected. The crankshaft and valve control assembly abut against each other. The valve control assembly and engine housing are rotatably connected. The valve control assembly and intake mechanism abut against each other. The combustion chambers and intake mechanism are connected by pipes.

[0009] The housing protects the other internal structures and is connected to the combustion chamber and intake mechanism via pipes. The air-fuel mixture enters the combustion chamber from the intake mechanism. The piston compresses the air-fuel mixture in the combustion chamber, and the ignition mechanism generates an electric spark to start the combustion of the air-fuel mixture and cause the piston to slide in the opposite direction. The high-temperature and high-pressure gas generated by the combustion of the air-fuel mixture pushes the piston downward, which drives the crankshaft to rotate through the connecting rod, thereby converting thermal energy into mechanical energy and outputting it to external equipment. Through the connection between the crankshaft and the valve control assembly, and the connection between the valve control assembly and the intake mechanism, the piston movement simultaneously drives the opening and closing of valves in the intake and exhaust mechanisms.

[0010] Furthermore, the intake mechanism includes an intake main pipe, an intake manifold, and an intake valve. The intake main pipe is connected to several sets of intake manifold pipes. The intake manifold is inserted into the engine housing and is connected to the combustion chamber pipe. The intake valve is located at the outlet end of the intake manifold and is slidably connected to the intake manifold. The intake main pipe is securely connected to the exhaust gas reuse mechanism. The intake manifold is securely connected to the exhaust gas reuse mechanism. The inlet end of the intake manifold is securely connected to the hydrogen injector.

[0011] Air enters through the intake manifold, preheats it, and then distributes it to each combustion chamber via the intake manifold. After entering the intake manifold, the piston moves downward, creating a low-pressure environment in the combustion chamber and opening the intake valve. Air from the intake manifold flows into the combustion chamber. Just before the intake valve closes, the hydrogen injector injects hydrogen, which mixes with the air to form a mixture. This mixture then enters the combustion chamber along with the air. In the area where the mixture is formed, the exhaust gas reuse mechanism cools the temperature to prevent backfire. After the intake valve closes, the combustion chamber is filled with the mixture. Through piston compression and the ignition mechanism, the mixture is ignited.

[0012] Furthermore, the exhaust gas reuse mechanism includes a preheating component and a cooling component, the preheating component and the cooling component are connected by pipes, the preheating component and the exhaust mechanism are connected by pipes, the preheating component is sleeved outside the intake main pipe, and the cooling component is sleeved outside the intake manifold.

[0013] High-temperature exhaust gas enters the preheating component and preheats the air that just enters the intake manifold. Because the higher the temperature, the more violent the molecular motion, the higher the air temperature, the faster and more uniform the mixture can be mixed with hydrogen in the later stages. After the high-temperature exhaust gas is preheated, the temperature drops to form low-temperature exhaust gas. The low-temperature exhaust gas is delivered to the cooling component and cools the pipe area of ​​the mixed gas, so that the temperature of the mixed gas is lowered and does not reach the temperature of hydrogen combustion, thereby preventing backfire in the intake manifold.

[0014] Furthermore, the preheating assembly includes an exhaust gas inlet pipe, a preheating cylinder, an exhaust pipe, an outlet valve, and a baffle assembly. The exhaust gas inlet pipe is connected to the exhaust mechanism pipe, and the exhaust gas inlet pipe is connected to the preheating cylinder pipe. Below the preheating cylinder, along the exhaust gas conveying direction, there are an exhaust gas inlet pipe and several sets of exhaust pipes arranged sequentially. The preheating cylinder is connected to several sets of exhaust pipes. There are several sets of outlet valves, and the outlet valves are located at the inlet end of the exhaust pipes. The preheating cylinder is connected to several sets of baffle assemblies, and the several sets of baffle assemblies are respectively placed between two sets of exhaust pipes. The preheating cylinder is sleeved outside the main intake pipe.

[0015] Through the connection between the exhaust gas inlet pipe and the exhaust mechanism, high-temperature exhaust gas enters the exhaust gas inlet pipe from the exhaust mechanism and is then transported to the preheating cylinder. Since the preheating cylinder is fitted outside the main intake pipe, the high-temperature exhaust gas inside the preheating cylinder can heat the air inside the main intake pipe when the air flows through the main intake pipe. Because the higher the temperature, the more violent the molecular motion, the faster and more uniform the air can mix with hydrogen in the later stages when the air temperature is higher. Since the mechanical energy required to be transferred by the hydrogen internal combustion engine varies with the ship's speed, the amount of air and hydrogen to be burned also varies. When the temperature of the high-temperature exhaust gas in the preheating cylinder remains constant, if the amount of air entering changes, it is necessary to change the heat transferred by the high-temperature exhaust gas to the air. Therefore, several sets of exhaust pipes are set up to change the length of each heat exchange pipe section, thereby changing the heat transferred by the high-temperature exhaust gas to the air. The baffle assembly is used to block the heat exchange pipes in the preheating cylinder, thereby changing the length of the heat exchange pipes.

[0016] Furthermore, the preheating cylinder is equipped with a preheating pipeline, which is spiral in shape. The preheating pipeline is rotatably connected to several sets of baffle assemblies, and several sets of air outlet pipes are respectively located below the preheating pipeline.

[0017] Because the required mechanical energy transferred by the hydrogen internal combustion engine varies with different ship speeds, the amount of air and hydrogen to be burned also varies. When the temperature of the high-temperature exhaust gas in the preheating cylinder remains constant, if the amount of air entering changes, the heat transferred by the high-temperature exhaust gas to the air needs to be altered. The preheating pipeline is spiral-shaped and located outside the main intake pipe. The complete preheating pipeline maximizes the length of the main intake pipe where the high-temperature exhaust gas undergoes heat exchange. Each baffle assembly can divide the preheating pipeline into different lengths. When a baffle assembly blocks the preheating pipeline, the baffle assemblies in front of it are all open, and the outlet valves in front of them are all closed. Meanwhile, the outlet valve on the corresponding outlet pipe of the blocking baffle assembly opens, allowing the exhaust gas to flow out from this outlet pipe. This changes the length of the main intake pipe where heat exchange occurs, thus altering the heat transferred by the high-temperature exhaust gas to the air, thereby improving the working efficiency of the hydrogen internal combustion engine and reducing waste.

[0018] Furthermore, the baffle assembly includes a motor and a circular baffle. The motor is fastened to the outer ring of the preheating cylinder, the output end of the motor is fastened to the shaft end of the circular baffle, and the two shaft ends of the circular baffle are rotatably connected to the preheating pipeline.

[0019] The motor is placed outside the preheating cylinder and is used to drive the circular baffle to rotate, thereby blocking the exhaust gas in the preheating pipeline or allowing the exhaust gas to continue to flow. When the circular baffle blocks the exhaust gas, its corresponding outlet valve will open to allow the exhaust gas to be discharged. When the circular baffle allows the exhaust gas to flow, its corresponding outlet valve will close to allow the exhaust gas to continue to flow into a more distant preheating pipeline and not be discharged from the middle.

[0020] Furthermore, the cooling assembly includes an exhaust gas receiving pipe, a cooling chamber, a connecting pipe, and an exhaust pipe. The exhaust gas receiving pipe is connected to several sets of exhaust pipes, and the exhaust gas receiving pipe is connected to the cooling chamber pipes. Several sets of cooling chambers are provided, and the several sets of cooling chambers are respectively fitted outside the intake manifold. The connecting pipes are connected to the cooling chamber pipes on both sides, and the cooling chambers are connected to the exhaust pipe pipes.

[0021] After the high-temperature exhaust gas undergoes a preheating process, its temperature decreases to form low-temperature exhaust gas. The low-temperature exhaust gas is discharged from the exhaust pipe to the exhaust gas receiving pipe, and then flows through several sets of cooling chambers. The low-temperature exhaust gas can cool the intake manifold in each cooling chamber, so that the temperature of the air-fuel mixture in the intake manifold is reduced and does not meet the combustion conditions of hydrogen. In this way, even if there is still residual high-temperature exhaust gas in the combustion chamber, the air-fuel mixture cannot be burned in the intake manifold, thereby preventing backfire in the intake manifold. Finally, the exhaust gas is discharged into the outside air from the exhaust pipe.

[0022] Furthermore, the exhaust system includes an exhaust main pipe, an exhaust branch pipe, and an exhaust valve. The exhaust branch pipe is connected to the combustion chamber pipe, the exhaust valve is located at the outlet end of the exhaust branch pipe, the exhaust valve and the exhaust branch pipe are slidably connected, the exhaust branch pipe is connected to the exhaust main pipe, and the exhaust main pipe is connected to the exhaust gas receiving pipe.

[0023] After the exhaust valve is opened, the high-temperature exhaust gas in the combustion chamber is discharged into the exhaust branch pipe, and then flows from the exhaust branch pipe into the exhaust main pipe. Through the connection between the exhaust main pipe and the exhaust gas receiving pipe, the high-temperature exhaust gas can enter the exhaust gas receiving pipe, thereby reusing the waste heat of the high-temperature exhaust gas.

[0024] Compared with the prior art, the beneficial effects of the present invention are: 1. In the present invention, after the high-temperature exhaust gas is preheated, the temperature is reduced to form low-temperature exhaust gas. The low-temperature exhaust gas flows through the cooling chamber and cools the mixed gas inside the intake manifold and pipe in each cooling chamber, so that the combustion conditions of hydrogen are not met. In this way, even if there is still high-temperature exhaust gas in the combustion chamber, the mixed gas cannot be burned in the intake manifold, thereby preventing backfire in the intake pipe.

[0025] 2. Due to the temperature changes at sea, the temperature of the incoming air also changes. The high-temperature exhaust gas preheats the incoming air through the preheating component. Since the higher the temperature, the more violent the molecular motion, the higher the air temperature, the faster and more uniform the mixture can be formed when it comes into contact with hydrogen later.

[0026] 3. In this invention, the baffle assembly divides the preheating pipeline into different lengths. When the baffle assembly blocks the flow, the corresponding outlet valve opens, allowing the exhaust gas to flow out from the outlet pipe. This changes the length of the pipeline for heat exchange, altering the heat transfer from the high-temperature exhaust gas to the air to accommodate different amounts of incoming air, thereby improving the working efficiency of the hydrogen internal combustion engine and reducing waste. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0028] Figure 2 for Figure 1 A magnified view of part A of the view;

[0029] Figure 3 This is a schematic diagram of the structure of the body of the present invention;

[0030] Figure 4 This is a schematic diagram of the intake mechanism of the present invention;

[0031] Figure 5 This is a schematic diagram of the exhaust gas reuse mechanism of the present invention;

[0032] Figure 6 This is a schematic diagram of the preheating component of the present invention;

[0033] Figure 7 This is a schematic diagram of the preheating pipeline of the present invention;

[0034] Figure 8 This is a schematic diagram of the baffle assembly of the present invention;

[0035] Figure 9 This is a schematic diagram of the exhaust mechanism of the present invention.

[0036] In the diagram: 1. Engine body; 11. Combustion chamber; 12. Piston; 13. Connecting rod; 14. Crankshaft; 15. Valve control assembly; 16. Engine housing; 17. Ignition mechanism; 2. Intake mechanism; 21. Main intake pipe; 22. Intake manifold; 23. Intake valve; 3. Hydrogen injector; 4. Exhaust gas reuse mechanism; 41. Preheating assembly; 411. Exhaust gas inlet pipe; 412. Preheating cylinder; 4121. Preheating pipeline; 413. Exhaust pipe; 414. Outlet valve; 415. Baffle assembly; 4151. Motor; 4152. Circular baffle; 42. Cooling assembly; 421. Exhaust gas receiving pipe; 422. Cooling chamber; 423. Connecting pipe; 424. Discharge pipe; 5. Exhaust mechanism; 51. Main exhaust pipe; 52. Branch exhaust pipe; 53. Discharge valve. Detailed Implementation

[0037] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. 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.

[0038] Example: Figures 1-9As shown, the present invention provides a hydrogen internal combustion engine technical solution with an intake backfire prevention function.

[0039] like Figures 1-2 As shown, a hydrogen internal combustion engine with an intake backfire prevention function is disclosed. The hydrogen internal combustion engine includes an engine body 1, an intake mechanism 2, a hydrogen injector 3, an exhaust gas reuse mechanism 4, and an exhaust mechanism 5. The intake mechanism 2 is located on one side of the engine body 1, and the exhaust mechanism 5 is located on the other side of the engine body 1. The engine body 1 is connected to the intake mechanism 2 and the exhaust mechanism 5 through pipes. The hydrogen injector 3 is inserted into the intake mechanism 2. The intake mechanism 2 and the exhaust gas reuse mechanism 4 are fastened together. The exhaust gas reuse mechanism 4 and the exhaust mechanism 5 are fastened together. The exhaust gas reuse mechanism 4 and the exhaust mechanism 5 are connected through pipes.

[0040] Combustion-supporting air enters through intake mechanism 2, and hydrogen is injected into intake mechanism 2 through hydrogen injector 3, where they mix with air to form a mixture. This mixture is connected to the engine body 1 and intake mechanism 2 through pipes, and enters the engine body 1 for combustion. The internal structure of engine body 1 converts the heat energy of combustion into mechanical energy, which is then applied to the ship. The remaining exhaust gas after combustion is discharged from engine body 1 to exhaust mechanism 5, and then enters exhaust gas reuse mechanism 4. Since the exhaust gas just discharged has a certain amount of heat, exhaust gas reuse mechanism 4 can preheat the air that just entered into intake mechanism 2, improving the mixing efficiency of air and hydrogen in the later stage. The cooled exhaust gas then passes through exhaust gas reuse mechanism 4 to cool the pipes in the mixing area of ​​intake mechanism 2, thereby reducing the temperature of the mixing area and preventing backfire.

[0041] like Figure 3 As shown, the engine block 1 includes a combustion chamber 11, a piston 12, a connecting rod 13, a crankshaft 14, a valve control assembly 15, an engine housing 16, and an ignition mechanism 17. The engine housing 16 contains a plurality of combustion chambers 11. The combustion chambers 11 and the piston 12 are slidably connected. The piston 12 and the connecting rod 13 are hinged. The connecting rod 13 and the crankshaft 14 are hinged. The crankshaft 14 and the engine housing 16 are rotatably connected. The crankshaft 14 and the valve control assembly 15 abut against each other. The valve control assembly 15 and the engine housing 16 are rotatably connected. The valve control assembly 15 abuts against the intake mechanism 2. The combustion chambers 11 and the intake mechanism 2 are connected by pipes.

[0042] The housing 16 is used to protect other internal structures. It is connected to the combustion chamber 11 and the intake mechanism 2 through a pipe. The air-fuel mixture enters the combustion chamber 11 from the intake mechanism 2. The piston 12 compresses the air-fuel mixture in the combustion chamber 11, and the ignition mechanism 17 generates an electric spark to start the combustion of the air-fuel mixture and causes the piston 12 to slide in the opposite direction. The high temperature and high pressure gas generated by the combustion of the air-fuel mixture pushes the piston 12 to move downward. The connecting rod 13 drives the crankshaft 14 to rotate, thereby converting thermal energy into mechanical energy and outputting it to external equipment. Through the connection between the crankshaft 14 and the valve control assembly 15, and the connection between the valve control assembly 15 and the intake mechanism 2, the piston 12 moves while driving the opening and closing of the valves in the intake mechanism 2 and the exhaust mechanism 5.

[0043] like Figure 4 As shown, the intake mechanism 2 includes an intake main pipe 21, an intake manifold 22, and an intake valve 23. The intake main pipe 21 is connected to several sets of intake manifolds 22. The intake manifolds 22 are inserted into the engine housing 16 and are connected to the combustion chamber 11. The intake valve 23 is located at the outlet end of the intake manifold 22 and is slidably connected to the intake manifold 22. The intake main pipe 21 is fastened to the exhaust gas reuse mechanism 4, the intake manifold 22 is fastened to the exhaust gas reuse mechanism 4, and the inlet end of the intake manifold 22 is fastened to the hydrogen injector 3.

[0044] Air enters through the intake manifold 21, and the exhaust gas reuse mechanism 4 preheats the air before distributing it to each combustion chamber 11 through the intake manifold 22. After the air enters the intake manifold 22, the piston 12 moves downward, putting the combustion chamber 11 under low pressure and opening the intake valve 23. The air in the intake manifold 22 flows into the combustion chamber 11. Just before the intake valve 23 closes, the hydrogen injector 3 injects hydrogen, which mixes with the air to form a mixture and enters the combustion chamber 11 along with the air. In the area where the mixture is formed, the exhaust gas reuse mechanism 4 can cool the temperature in the area to prevent backfire. After the intake valve 23 closes, the combustion chamber 11 is filled with the mixture. The mixture is ignited by the compression of the piston 12 and the ignition mechanism 17.

[0045] like Figure 5 As shown, the exhaust gas reuse mechanism 4 includes a preheating component 41 and a cooling component 42. The preheating component 41 and the cooling component 42 are connected by pipes. The preheating component 41 is connected by pipes to the exhaust mechanism 5. The preheating component 41 is sleeved outside the intake manifold 21, and the cooling component 42 is sleeved outside the intake manifold 22.

[0046] High-temperature exhaust gas enters the preheating component 41 and preheats the air that just enters the intake manifold 21. Since the higher the temperature, the more violent the molecular motion, the higher the air temperature, the faster and more uniform the mixture can be mixed with hydrogen in the later stages. After the high-temperature exhaust gas is preheated, the temperature drops to form low-temperature exhaust gas. The low-temperature exhaust gas is transported to the cooling component 42 and the pipe area of ​​the mixed gas is cooled down so that the temperature of the mixed gas does not reach the temperature of hydrogen combustion, thereby preventing backfire in the intake manifold.

[0047] like Figure 6 As shown, the preheating assembly 41 includes an exhaust gas inlet pipe 411, a preheating cylinder 412, an exhaust pipe 413, an outlet valve 414, and a baffle assembly 415. The exhaust gas inlet pipe 411 is connected to the exhaust mechanism 5, and the exhaust gas inlet pipe 411 is connected to the preheating cylinder 412. Below the preheating cylinder 412, along the exhaust gas conveying direction, the exhaust gas inlet pipe 411 and several sets of exhaust pipes 413 are arranged sequentially. The preheating cylinder 412 is connected to several sets of exhaust pipes 413. Several sets of outlet valves 414 are provided. The outlet valves 414 are located at the inlet end of the exhaust pipes 413. The preheating cylinder 412 is connected to several sets of baffle assemblies 415. Several sets of baffle assemblies 415 are placed between two sets of exhaust pipes 413. The preheating cylinder 412 is sleeved outside the intake main pipe 21.

[0048] Through the connection between the exhaust gas inlet pipe 411 and the exhaust mechanism 5, high-temperature exhaust gas enters the exhaust gas inlet pipe 411 from the exhaust mechanism 5 and is then transported to the preheating cylinder 412. Since the preheating cylinder 412 is fitted outside the main intake pipe 21, the high-temperature exhaust gas inside the preheating cylinder 412 heats the air inside the main intake pipe 21 as air flows through it. Because higher temperatures lead to more vigorous molecular motion, higher air temperatures result in faster and more uniform mixing with hydrogen in the later stages of contact. When the ship's speed is different, the mechanical energy required to be transferred by the hydrogen internal combustion engine is different, and therefore the amount of air and hydrogen to be burned is different. When the temperature of the high-temperature exhaust gas in the preheating cylinder 412 remains constant, if the amount of air entering changes, it is necessary to change the heat transferred by the high-temperature exhaust gas to the air. Therefore, several sets of exhaust pipes 413 are set up to change the length of each heat exchange pipe section, thereby changing the heat transferred by the high-temperature exhaust gas to the air. The baffle assembly 415 is used to block the heat exchange pipe in the preheating cylinder 412, thereby changing the length of the heat exchange pipe.

[0049] like Figure 7 As shown, a preheating pipe 4121 is provided inside the preheating cylinder 412. The preheating pipe 4121 is in the shape of a spiral tube. The preheating pipe 4121 is rotatably connected to several sets of baffle assemblies 415. Several sets of air outlet pipes 413 are respectively located below the preheating pipe 4121.

[0050] Because the required mechanical energy transferred by the hydrogen internal combustion engine varies with different ship speeds, the amount of air and hydrogen to be burned also varies. When the temperature of the high-temperature exhaust gas in the preheating cylinder 412 remains constant, if the amount of air entering changes, it is necessary to change the heat transferred from the high-temperature exhaust gas to the air. The preheating pipe 4121 is spiral-shaped and located outside the main intake pipe 21. The complete preheating pipe 4121 maximizes the length of the main intake pipe 21 where the high-temperature exhaust gas undergoes heat exchange. Each baffle assembly 415 can divide the preheating pipe 4121 into sections. With different lengths, when a baffle assembly 415 blocks the preheating pipe 4121, the baffle assemblies 415 in front of it are all open, and the outlet valves 414 in front of it are all closed. Meanwhile, the outlet valve 414 on the corresponding exhaust pipe 413 of the blocking baffle assembly 415 opens, allowing the exhaust gas to flow out from this exhaust pipe 413. This changes the pipe length of the intake main pipe 21 for heat exchange, altering the heat transfer of the high-temperature exhaust gas to the air, thereby improving the working efficiency of the hydrogen internal combustion engine and reducing waste.

[0051] like Figure 8 As shown, the baffle assembly 415 includes a motor 4151 and a circular baffle 4152. The motor 4151 is fastened to the outer ring of the preheating cylinder 412. The output end of the motor 4151 is fastened to the shaft end of the circular baffle 4152. The two shaft ends of the circular baffle 4152 are rotatably connected to the preheating pipe 4121.

[0052] The motor 4151 is placed outside the preheating cylinder 412 and is used to drive the circular baffle 4152 to rotate, thereby blocking the exhaust gas in the preheating pipe 4121 or allowing the exhaust gas to continue to flow. When the circular baffle 4152 blocks the exhaust gas, its corresponding outlet valve 414 will open to allow the exhaust gas to be discharged. When the circular baffle 4152 allows the exhaust gas to flow, the corresponding outlet valve 414 will close to allow the exhaust gas to continue to flow into the preheating pipe 4121 further away, without being discharged from the middle.

[0053] like Figure 5 As shown, the cooling assembly 42 includes an exhaust gas receiving pipe 421, a cooling chamber 422, a connecting pipe 423, and an exhaust pipe 424. The exhaust gas receiving pipe 421 is connected to several sets of exhaust pipes 413. The exhaust gas receiving pipe 421 is connected to the cooling chamber 422. Several sets of cooling chambers 422 are provided. The several sets of cooling chambers 422 are respectively fitted outside the intake manifold 22. The connecting pipe 423 is connected to the cooling chambers 422 on both sides. The cooling chambers 422 are connected to the exhaust pipe 424.

[0054] After the high-temperature exhaust gas undergoes a preheating process, its temperature decreases to form low-temperature exhaust gas. The low-temperature exhaust gas is discharged from the exhaust pipe 413 to the exhaust gas receiving pipe 421, and then flows through several sets of cooling chambers 422. The low-temperature exhaust gas can cool the intake manifold 22 in each cooling chamber 422, so that the temperature of the mixture in the intake manifold 22 is reduced and the combustion conditions of hydrogen are not met. Thus, even if there is still residual high-temperature exhaust gas in the combustion chamber 11, the mixture cannot be burned in the intake manifold 22, thereby preventing backfire in the intake manifold. Finally, the exhaust gas is discharged into the outside air from the exhaust pipe 424.

[0055] like Figure 9 As shown, the exhaust mechanism 5 includes an exhaust main pipe 51, an exhaust branch pipe 52, and an exhaust valve 53. The exhaust branch pipe 52 is connected to the combustion chamber 11. The exhaust valve 53 is located at the outlet end of the exhaust branch pipe 52. The exhaust valve 53 and the exhaust branch pipe 52 are slidably connected. The exhaust branch pipe 52 is connected to the exhaust main pipe 51. The exhaust main pipe 51 is connected to the exhaust gas receiving pipe 421.

[0056] After the exhaust valve 53 is opened, the high-temperature exhaust gas in the combustion chamber 11 is discharged into the exhaust branch pipe 52, and then flows from the exhaust branch pipe 52 into the exhaust main pipe 51. Through the connection between the exhaust main pipe 51 and the exhaust gas receiving pipe 421, the high-temperature exhaust gas can enter the exhaust gas receiving pipe 421, thereby reusing the waste heat of the high-temperature exhaust gas.

[0057] Working principle of the invention:

[0058] Air enters through the intake manifold 21, and hydrogen is injected into the intake manifold 22 through the hydrogen injector 3, where it mixes with the air to form a mixture. This mixture enters the combustion chamber 11, converting the heat energy of combustion into mechanical energy, which is then applied to the ship. The resulting mixture forms high-temperature exhaust gas. Since the required mechanical energy transferred by the hydrogen internal combustion engine varies depending on the ship's speed, the amount of air and hydrogen to be burned also varies. When the temperature of the high-temperature exhaust gas in the preheating cylinder 412 remains constant, if the amount of air entering changes, the heat transferred by the high-temperature exhaust gas to the air needs to be altered. Each baffle assembly 415 divides the preheating pipe 4121 into different lengths. When one baffle assembly 415 blocks, all baffle assemblies 415 in front of it open, and the outlet valve in front of it... All valves 414 are closed, while the outlet valve 414 on the corresponding outlet pipe 413 of the baffle assembly 415 that blocks the flow of exhaust gas is opened, allowing the exhaust gas to flow out from this outlet pipe 413. This changes the length of the intake manifold 21 that exchanges heat, altering the heat transfer of the high-temperature exhaust gas to the air, thereby improving the working efficiency of the hydrogen internal combustion engine and reducing waste. After the high-temperature exhaust gas undergoes a preheating process, its temperature decreases to form low-temperature exhaust gas. The low-temperature exhaust gas flows through several sets of cooling chambers 422, cooling the intake manifold 22 in each cooling chamber 422. This lowers the temperature of the mixture in the intake manifold 22, preventing it from meeting the combustion conditions of hydrogen. Thus, even if there is still residual high-temperature exhaust gas in the combustion chamber 11, the mixture cannot be burned in the intake manifold 22, thereby preventing backfire in the intake pipe.

[0059] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A hydrogen internal combustion engine with an intake manifold backfire prevention function, characterized in that: The hydrogen internal combustion engine includes an engine body (1), an intake mechanism (2), a hydrogen injector (3), an exhaust gas reuse mechanism (4), and an exhaust mechanism (5). The engine body (1) has an intake mechanism (2) on one side and an exhaust mechanism (5) on the other side. The engine body (1) is connected to the intake mechanism (2) and the exhaust mechanism (5) through pipes. The hydrogen injector (3) is inserted into the intake mechanism (2). The intake mechanism (2) and the exhaust gas reuse mechanism (4) are fastened together. The exhaust gas reuse mechanism (4) and the exhaust mechanism (5) are fastened together. The exhaust gas reuse mechanism (4) and the exhaust mechanism (5) are connected through pipes.

2. A hydrogen internal combustion engine with an intake backfire prevention function according to claim 1, characterized in that: The engine body (1) includes a combustion chamber (11), a piston (12), a connecting rod (13), a crankshaft (14), a valve control assembly (15), a housing (16), and an ignition mechanism (17). The housing (16) contains a plurality of combustion chambers (11). The combustion chambers (11) and the piston (12) are slidably connected. The piston (12) and the connecting rod (13) are hinged. The connecting rod (13) and the crankshaft (14) are hinged. The crankshaft (14) and the housing (16) are rotatably connected. The crankshaft (14) and the valve control assembly (15) abut against each other. The valve control assembly (15) and the housing (16) are rotatably connected. The valve control assembly (15) and the intake mechanism (2) abut against each other. The combustion chambers (11) and the intake mechanism (2) are connected by pipes.

3. A hydrogen internal combustion engine with an intake backfire prevention function according to claim 2, characterized in that: The intake mechanism (2) includes an intake main pipe (21), an intake manifold (22), and an intake valve (23). The intake main pipe (21) is connected to several sets of intake manifolds (22). The intake manifold (22) is inserted into the engine housing (16). The intake manifold (22) is connected to the combustion chamber (11). The intake valve (23) is located at the outlet end of the intake manifold (22). The intake valve (23) and the intake manifold (22) are slidably connected. The intake main pipe (21) is fastened to the exhaust gas reuse mechanism (4). The intake manifold (22) is fastened to the exhaust gas reuse mechanism (4). The inlet end of the intake manifold (22) is fastened to the hydrogen injector (3).

4. A hydrogen internal combustion engine with an intake backfire prevention function according to claim 3, characterized in that: The exhaust gas reuse mechanism (4) includes a preheating component (41) and a cooling component (42). The preheating component (41) and the cooling component (42) are connected by pipes. The preheating component (41) is connected by pipes to the exhaust mechanism (5). The preheating component (41) is sleeved outside the intake manifold (21), and the cooling component (42) is sleeved outside the intake manifold (22).

5. A hydrogen internal combustion engine with an intake backfire prevention function according to claim 4, characterized in that: The preheating assembly (41) includes an exhaust gas inlet pipe (411), a preheating cylinder (412), an exhaust pipe (413), an outlet valve (414), and a baffle assembly (415). The exhaust gas inlet pipe (411) is connected to the exhaust mechanism (5). The exhaust gas inlet pipe (411) and several sets of exhaust pipes (413) are arranged sequentially below the preheating cylinder (412) along the exhaust gas conveying direction. The preheating cylinder (412) is connected to several sets of exhaust pipes (413). Several sets of outlet valves (414) are provided. The outlet valves (414) are located at the inlet end of the exhaust pipes (413). The preheating cylinder (412) is connected to several sets of baffle assemblies (415). Several sets of baffle assemblies (415) are respectively placed between two sets of exhaust pipes (413). The preheating cylinder (412) is sleeved outside the intake main pipe (21).

6. A hydrogen internal combustion engine with an intake backfire prevention function according to claim 5, characterized in that: The preheating cylinder (412) is provided with a preheating pipe (4121), which is in the shape of a spiral tube. The preheating pipe (4121) is rotatably connected to several sets of baffle assemblies (415), and several sets of air outlet pipes (413) are respectively located below the preheating pipe (4121).

7. A hydrogen internal combustion engine with an intake backfire prevention function according to claim 6, characterized in that: The baffle assembly (415) includes a motor (4151) and a circular baffle (4152). The motor (4151) is fastened to the outer ring of the preheating cylinder (412). The output end of the motor (4151) is fastened to the shaft end of the circular baffle (4152). The two shaft ends of the circular baffle (4152) are rotatably connected to the preheating pipeline (4121).

8. A hydrogen internal combustion engine with an intake backfire prevention function according to claim 7, characterized in that: The cooling assembly (42) includes an exhaust gas receiving pipe (421), a cooling chamber (422), a connecting pipe (423), and an exhaust pipe (424). The exhaust gas receiving pipe (421) is connected to several sets of exhaust pipes (413). The exhaust gas receiving pipe (421) is connected to the cooling chamber (422). The cooling chamber (422) is provided in several sets. The several sets of cooling chambers (422) are respectively fitted outside the intake manifold (22). The connecting pipe (423) is connected to the cooling chambers (422) on both sides. The cooling chamber (422) is connected to the exhaust pipe (424).

9. A hydrogen internal combustion engine with an intake backfire prevention function according to claim 8, characterized in that: The exhaust mechanism (5) includes an exhaust main pipe (51), an exhaust branch pipe (52), and an exhaust valve (53). The exhaust branch pipe (52) is connected to the combustion chamber (11). The exhaust valve (53) is located at the outlet end of the exhaust branch pipe (52). The exhaust valve (53) and the exhaust branch pipe (52) are slidably connected. The exhaust branch pipe (52) is connected to the exhaust main pipe (51). The exhaust main pipe (51) is connected to the exhaust gas receiving pipe (421).

Images