Air inlet channel assembly and vehicle

Abstract

The utility model discloses an air inlet channel assembly and a vehicle. The air inlet channel assembly comprises a first air inlet channel and a second air inlet channel, the first air inlet channel is used for being connected with a combustion chamber and suitable for introducing air, the first air inlet channel is provided with a first air inlet valve, the second air inlet channel is provided with a second air inlet valve, the second air inlet channel comprises a first sub-air channel and a second sub-air channel, and the first sub-air channel and the second sub-air channel are both used for connecting the combustion chamber with a hydrogen storage tank. The first sub-air channel and the second sub-air channel are each provided with a third air inlet valve, and one of the first sub-air channel and the second sub-air channel is provided with a driving pump. According to the air inlet channel assembly, the mode that the second air inlet channel is combined with the driving pump for pressurization is adopted to enable hydrogen to enter the combustion chamber, or when the air inlet pressure requirement is met, the hydrogen directly enters the combustion chamber through the second air inlet channel, the second air inlet channel is matched with the second air inlet valve, and a hydrogen spraying device is not needed. Therefore, the problems that the nozzle of the hydrogen sprayer cannot be self-lubricated and leaks are solved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to an air intake duct component and a vehicle. Background Art

[0002] In recent years, as fuel consumption regulations have become increasingly stringent, many automakers have focused their attention on hydrogen internal combustion engines. Compared with gasoline, hydrogen has a stronger anti-knock capability, a faster combustion speed, and can use a larger geometric compression ratio to improve thermal efficiency. Currently, hydrogen internal combustion engines are mainly direct injection engines and port injection engines, both of which use hydrogen injectors to introduce fuel into the cylinder for mixed combustion.

[0003] Currently, there is a shortage of hydrogen injector products in the industry. The needle valve of the hydrogen injector cannot achieve self-lubrication and has been prone to leakage problems for a long time. Therefore, the reliability of the hydrogen injector is a major challenge, and it also poses challenges to performance development and stable operation. Utility Model Content

[0004] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the utility model is to provide an intake duct assembly, which uses a second intake duct in combination with a driving pump to pressurize hydrogen into a combustion chamber, or when the intake pressure requirement is met, hydrogen directly enters the combustion chamber through the second intake duct, and the second intake duct cooperates with the second intake valve, without using a hydrogen injector, so that there is no problem of the nozzle of the hydrogen injector not being able to self-lubricate and leak.

[0005] According to an embodiment of the utility model, the intake duct assembly includes: a first intake duct, the first intake duct is used to be connected to a combustion chamber and is suitable for introducing air, the first intake duct is provided with a first intake valve; a second intake duct, the second intake duct is provided with a second intake valve, the second intake duct includes a first sub-air duct and a second sub-air duct, the first sub-air duct and the second sub-air duct are both used to connect the combustion chamber with a hydrogen storage tank, the first sub-air duct and the second sub-air duct are both provided with a control valve, and one of the first sub-air duct and the second sub-air duct is provided with a driving pump.

[0006] According to the intake duct assembly of the embodiment of the utility model, after air enters the combustion chamber through the first intake duct, hydrogen enters the combustion chamber through the second intake duct and is mixed with the entered hydrogen for combustion. When the hydrogen can enter the combustion chamber under the action of the pressure in the hydrogen storage tank, the hydrogen directly enters the combustion chamber when the second intake valve and the control valve are opened. When the pressure in the hydrogen storage tank is insufficient and the hydrogen cannot enter the combustion chamber, the hydrogen can enter the combustion chamber in a manner where the second intake valve and the control valve are both opened and the drive pump is turned on for pressurization. That is to say, the method for hydrogen to enter the combustion chamber does not require the existing hydrogen injector method, but adopts the method of combining the second intake duct and the second intake valve. Therefore, the problem of the nozzle of the hydrogen injector in the prior art not being able to self-lubricate and leak does not exist.

[0007] According to the intake duct assembly of the embodiment of the utility model, the control valve of the first sub-air duct is a first solenoid valve, and the control valve of the second sub-air duct is a second solenoid valve; the drive pump is located in the first sub-air duct, and the outlet of the hydrogen storage tank is suitable for connecting to the combustion chamber when the first solenoid valve and the drive pump in the first sub-air duct are opened, or the outlet of the hydrogen storage tank is suitable for connecting to the combustion chamber when the second solenoid valve in the second sub-air duct is opened.

[0008] According to the intake duct assembly of the embodiment of the utility model, there are multiple combustion chambers, each of which is provided with the second intake duct, the multiple second intake ducts of the multiple combustion chambers are connected and share a fuel intake end, and the first sub-air duct and the second sub-air duct are merged and connected to the fuel intake end.

[0009] According to the air intake duct assembly of the embodiment of the utility model, each combustion chamber is provided with the first air intake duct, and the multiple first air intake ducts of the multiple combustion chambers share an air intake end.

[0010] According to the intake duct assembly of the embodiment of the utility model, the air intake end and the fuel intake end are located on the same side of the combustion chamber along the first direction.

[0011] According to the intake duct assembly of the embodiment of the utility model, the air intake end is located above the fuel intake end along the engine height direction.

[0012] According to the intake duct assembly of the embodiment of the utility model, the air intake end is located below the fuel intake end along the engine height direction.

[0013] According to the intake duct assembly of the embodiment of the utility model, the plurality of combustion chambers are spaced apart and distributed along the second direction, and the first intake duct and the second intake duct are spaced apart and distributed along the second direction, and the first intake duct and the second intake duct are both suitable for being spaced apart and distributed along the first direction with the exhaust port of the combustion chamber.

[0014] According to the intake duct assembly of the embodiment of the utility model, the center position of the air intake end and the center position of the fuel intake end are staggered along the extension line of the engine in the longitudinal direction.

[0015] The utility model embodiment also discloses a vehicle, comprising the above-mentioned air intake duct assembly.

[0016] The advantages of the vehicle described above over the prior art and the advantages of the air intake assembly described above over the prior art are the same and will not be elaborated herein.

[0017] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0019] Figure 1 It is a structural schematic diagram of an air intake assembly according to an embodiment of the utility model;

[0020] Figure 2 It is an embodiment of the utility model Figure 1 Side view of

[0021] Figure 3 It is a schematic diagram of the working process of the airway component of an embodiment of the utility model.

[0022] Reference numerals:

[0023] Airway assembly 100,

[0024] The first air intake passage 1, the first air intake valve 11, the air intake end 12, the second air intake passage 2, the second air intake valve 21, the second sub-air passage 22, the second solenoid valve 221, the first sub-air passage 23, the first solenoid valve 231, the drive pump 232, the fuel intake end 24, the exhaust port 3, the combustion chamber 4, the hydrogen storage tank 5, the air source 6, and the throttle valve 61. DETAILED DESCRIPTION

[0025] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0026] Reference below Figure 1-Figure 3The intake duct assembly 100 according to the embodiment of the utility model is described. The second intake duct 2 is combined with the driving pump 232 to pressurize the hydrogen into the combustion chamber 4, or when the intake pressure requirement is met, the hydrogen directly enters the combustion chamber through the second intake duct 2. The second intake duct 2 cooperates with the second intake valve 21, and there is no need to use a hydrogen injector, so there is no problem of the hydrogen injector nozzle not being able to self-lubricate and leaking.

[0027] Reference below Figure 1-Figure 3 The air intake duct assembly 100 according to the present practical embodiment includes: a first air intake duct 1 and a second air intake duct 2 .

[0028] Among them, the first air intake duct 1 is used to be connected to the combustion chamber 4 and is suitable for introducing air, and the first air intake duct 1 is provided with a first air intake valve 11; the second air intake duct 2 is provided with a second air intake valve 21, and the second air intake duct 2 includes a first sub-air channel 23 and a second sub-air channel 22, and the first sub-air channel 23 and the second sub-air channel 22 are both used to connect the combustion chamber 4 with the hydrogen storage tank 5, and the first sub-air channel 23 and the second sub-air channel 22 are both provided with a control valve, and one of the first sub-air channel 23 and the second sub-air channel 22 is provided with a driving pump 232.

[0029] In practice, the first air intake duct 1 is used to introduce fresh air into the combustion chamber 4, and the second air intake duct 2 is used to introduce hydrogen into the combustion chamber 4. By burning hydrogen and oxygen in the combustion chamber 4, water vapor is generated and energy is released to drive the engine to work.

[0030] Specifically, the first intake valve 11 is used to control the opening and closing of the first intake passage 1, and the second intake passage 2 controls the connection with the combustion chamber or blocks the connection through the second intake valve 21. The second intake passage 2 includes a first sub-air passage 23 and a second sub-air passage 22, and one of the first sub-air passage 23 and the second sub-air passage 22 is provided with a driving pump 232. That is to say, the hydrogen storage tank 5 flows to the combustion chamber 4 through the first sub-air passage 23 and the second sub-air passage 22, which is equivalent to hydrogen entering the combustion chamber 4 through different pressures, and the hydrogen can be smoothly transported to the combustion chamber 4 according to actual conditions; when the pressure in the hydrogen storage tank 5 is relatively large and can enter the combustion chamber 4, the driving pump 232 can be selected to enter. When the pressure in the hydrogen storage tank 5 is relatively small and is not enough to enter the combustion chamber 4, the hydrogen in the hydrogen storage tank 5 can be transported to the combustion chamber 4 by driving the pump 232.

[0031] That is to say, the two control valves in the second intake duct 2 are used to control the hydrogen to enter the combustion chamber 4 through the first sub-air channel 23 or through the second sub-air channel 22, so that the hydrogen storage tank 5 can meet the normal entry of hydrogen into the combustion chamber 4 under different pressure conditions; the combination of the second intake duct 2 and the second intake valve 21 replaces the function of the hydrogen injector in the prior art. Compared with the method of setting the hydrogen injector in the prior art, there is no need to consider the problem of the hydrogen injector not being self-lubricating or leaking. The hydrogen is allowed to enter the combustion chamber 4 through the pressure of the second intake duct 2 combined with the hydrogen storage tank 5, or the hydrogen is allowed to enter the combustion chamber 4 by driving the pump 232 to pressurize. This allows the hydrogen to enter the combustion chamber 4 reasonably, prevents the hydrogen from being unable to enter the combustion chamber 4 smoothly due to insufficient pressure, and improves the utilization rate of the hydrogen. At the same time, it also avoids wasting hydrogen by directly pumping in hydrogen without requiring a higher hydrogen pressure and flow rate.

[0032] In some embodiments, the control valve of the first sub-gas channel 23 is a first solenoid valve 231, and the control valve of the second sub-gas channel 22 is a second solenoid valve 221; the drive pump 232 is located in the first sub-gas channel 23, and the outlet of the hydrogen storage tank 5 is suitable for connecting to the combustion chamber 4 when the first solenoid valve 231 and the drive pump 232 in the first sub-gas channel 23 are opened, or the outlet of the hydrogen storage tank 5 is suitable for connecting to the combustion chamber 4 when the second solenoid valve 221 in the second sub-gas channel 22 is opened.

[0033] In practice, by setting the first solenoid valve 231 in the first sub-gas channel 23 and the second solenoid valve 221 in the second sub-gas channel 22, the first solenoid valve 231 and the second solenoid valve 221 can be electrically connected to the control module of the engine, and the first solenoid valve 231, the second solenoid valve 221 and the drive pump 232 can be selectively opened by electric drive to select hydrogen to enter the combustion chamber 4 through the first sub-gas channel 23 or the second sub-gas channel 22, with high control efficiency.

[0034] Specifically, when the first solenoid valve 231 and the driving pump 232 are opened, the second solenoid valve 221 is closed, and when the second solenoid valve 221 is opened, the first solenoid valve 231 and the driving pump 232 are closed; at the same time, by setting a pressure sensor in the hydrogen storage tank 5, the pressure of the hydrogen storage tank 5 is detected, and combined with the current engine operating load, when the pressure of the hydrogen storage tank 5 is not enough to enter the combustion chamber 4 under the corresponding engine operating load, the first solenoid valve 231 and the driving pump 232 are controlled to be opened; when the pressure of the hydrogen storage tank 5 can enter the combustion chamber 4 under the corresponding engine operating load, the first solenoid valve 231 and the driving pump 232 are controlled to be opened and closed, and the second solenoid valve 221 is opened.

[0035] Therefore, the operation of the first solenoid valve 231, the driving pump 232 and the second solenoid valve 221 can be selectively controlled, so that the hydrogen in the hydrogen storage tank 5 enters the combustion chamber 4 in the form of the first sub-gas channel 23 or the second sub-gas channel 22, that is, the hydrogen is reasonably controlled to enter the combustion chamber 4 at different pressures, so as to achieve the reasonable utilization of the hydrogen in the hydrogen storage tank 5 and avoid the waste of hydrogen.

[0036] In some embodiments, there are multiple combustion chambers 4, each combustion chamber 4 is provided with a second air intake duct 2, the multiple second air intake ducts 2 of the multiple combustion chambers 4 are connected and share a fuel intake end 24, and the first sub-air intake duct 23 and the second sub-air intake duct 22 are merged and connected to the fuel intake end 24.

[0037] In practice, one ends of the multiple second air intake passages 2 are connected to the corresponding combustion chambers 4, and the other ends of the multiple second air intake passages 2 are gathered to form a common fuel intake end 24, and hydrogen enters through the same fuel intake end 24, and the entered hydrogen is dispersed into multiple different combustion chambers 4 at the same time, thereby improving the intake efficiency; in addition, the fuel intake end 24 is connected to the first sub-air passage 23 or the second sub-air passage 22 to connect to the hydrogen storage tank 5, such as the first sub-air passage 23 and the second sub-air passage 22 are merged and connected to the fuel intake end 24 together, that is, the multiple second air intake passages 2 corresponding to the multiple combustion chambers 4 are centrally inflated through the hydrogen storage tank 5, which is convenient for inflation. The multiple second air intake passages 2 share one fuel intake end 24, which can improve the integration of the engine and save space.

[0038] In some embodiments, each combustion chamber 4 is provided with a first air intake passage 1 , and the multiple first air intake passages 1 of the multiple combustion chambers 4 share an air intake end 12 .

[0039] Specifically, multiple first air intake passages 1 are used to fill multiple combustion chambers 4 with fresh air, so that the air entering the combustion chamber 4 is mixed with the hydrogen entering from the second air intake passages 2; one end of the multiple first air intake passages 1 is connected to the combustion chamber 4, and the other ends of the multiple first air intake passages 1 are gathered to form a common air intake end 12, which can centrally enter the air, and after the air enters from the air intake end 12, it is connected with the multiple combustion chambers 4 through the multiple first air intake passages 1. Combined with the above-mentioned hydrogen entering from the fuel intake end 24, it is respectively connected with the multiple combustion chambers 4 through the multiple second air intake passages 2. In practice, each combustion chamber 4 is provided with a first air intake passage 1 and a second air intake passage 2, so that the air and hydrogen in each combustion chamber 4 are evenly mixed.

[0040] Furthermore, the multiple first intake passages 1 of the multiple combustion chambers 4 maintain the same length and the same diameter, and the multiple second intake passages 2 of the multiple combustion chambers 4 also maintain the same length and the same diameter, so that the air entering each combustion chamber 4 is uniform, and the hydrogen entering each combustion chamber 4 is uniform, thereby improving the combustion consistency and stability of each cylinder; and the diameter and length between the first intake passage 1 and the second intake passage 2 can be designed to be the same or different according to actual conditions, such as setting the diameter and length between the first intake passage 1 and the second intake passage 2 according to the actual ratio of hydrogen to air.

[0041] In some embodiments, the air intake port 12 and the fuel intake port 24 are located on the same side of the combustion chamber 4 along the first direction.

[0042] In practice, the air intake end 12 and the fuel intake end 24 are located on the same side in the first direction, so that hydrogen and air can enter the combustion chamber 4 from the same side in the first direction, thereby improving the integration of the engine cylinder body, and also making it easier to evenly mix the hydrogen and air entering, and also facilitating the arrangement of other structures on the other side of the engine in the first direction. Figure 1 As shown, the first direction is Figure 1 In the vertical direction, the air intake end 12 concentrated between the plurality of first air intake passages 1 is located Figure 1 Along the lower side of the first direction, similarly, the fuel intake end 24 concentrated between the plurality of second intake passages 2 is located at Figure 1 Downward along the first direction.

[0043] In some embodiments, the air intake port 12 is located above the fuel intake port 24 in the engine height direction.

[0044] Among them, the first air intake duct 1 is located above the second air intake duct 2, so that the first air intake duct 1 and the second air intake duct 2 are separated in the vertical direction of the engine, leaving a larger space between the air intake end 12 and the fuel intake end 24, so as to facilitate the independent introduction of hydrogen and air into multiple first air intake ducts 1 and multiple second air intake ducts 2 to avoid mutual influence.

[0045] In practice, air and hydrogen are introduced into the combustion chamber 4 through the independent first intake duct 1 and the second intake duct 2. That is, when the first intake duct 1 is connected to the combustion chamber 4, the second intake duct 2 is blocked from being connected to the combustion chamber 4. When the first intake duct 1 is blocked from being connected to the combustion chamber 4, the second intake duct 2 can be connected to the combustion chamber 4. This can reduce the impact of hydrogen on the efficiency of filling air, and also reduce the mutual influence of the pressures of the filled air and hydrogen, thereby achieving a reasonable increase in pressure and a reasonable ventilation process, thereby ensuring optimal economy and power.

[0046] Of course, in some embodiments, the air intake end 12 may also be located below the fuel intake end 24 in the engine height direction. The function is the same as the above function, which is also to space the first intake passage 1 and the second intake passage 2 in the vertical direction of the engine, leaving a larger space between the air intake end 12 and the fuel intake end 24, so as to facilitate the first intake passage 1 and the second intake passage 2 to independently introduce hydrogen and air.

[0047] In addition, the first air intake passage 1 and the second air intake passage 2 are respectively in an arc-shaped structure along the length direction of the air intake passage. That is, the first air intake passage 1 is in an arc-shaped structure from the air intake end 12 to the position close to the combustion chamber 4, and the second air intake passage 2 is also in an arc-shaped structure from the fuel intake end 24 to the position close to the combustion chamber 4; in practice, the second air intake passage 2 may be in an arc-shaped structure from the fuel intake end 24 to the position close to the combustion chamber 4 along the height direction of the engine, or may be in an arc-shaped structure from the fuel intake end 24 to the position close to the combustion chamber 4 along the length direction of the engine.

[0048] Therefore, by providing the first air intake duct 1 and the second air intake duct 2 with an arc-shaped structure, the air entering the first air intake duct 1 can flow smoothly to the combustion chamber 4 along the inner wall of the arc-shaped structure, and the hydrogen entering the second air intake duct 2 can flow smoothly to the combustion chamber 4 along the inner wall of the arc-shaped structure, thereby reducing the resistance to gas flow and preventing gas from gathering at certain positions to cause problems such as poor air intake or low gas utilization.

[0049] In some embodiments, multiple combustion chambers 4 are spaced apart along the second direction, and the first intake duct 1 and the second intake duct 2 are spaced apart along the second direction, and the first intake duct 1 and the second intake duct 2 are both suitable for being spaced apart along the first direction with the exhaust port 3 of the combustion chamber 4.

[0050] The first intake passage 1 and the second intake passage 2 are spaced apart along the second direction, and the combustion chamber 4 is provided with an exhaust port 3 on one side of the first intake passage 1 along the first direction. Similarly, an exhaust port 3 is also provided on one side of the second intake passage 2 along the first direction. That is, the first intake passage 1 and the second intake passage 2 are arranged on the same side, and the exhaust port 3 is arranged on the other side, so that the intake and exhaust can be more orderly. At the same time, a large number of exhaust ports 3 can realize effective exhaust, and the opening and closing of the exhaust port 3 are also realized by the exhaust valve 31. Figure 1 As shown, the second direction is Figure 1 The left and right directions of Figure 1 Up and down direction.

[0051] In some embodiments, the center position of the air intake end 12 and the center position of the fuel intake end 24 are staggered along the extension line in the longitudinal direction of the engine.

[0052] In practice, after the air intake end 12 and the fuel intake end 24 are staggered in height, and the center positions of the air intake end 12 and the fuel intake end 24 are staggered along the extension line in the longitudinal direction of the engine, it is convenient to realize the layout of the first intake duct 1 and the second intake duct 2 of the same cylinder with the same length, thereby improving combustion stability; combined with the above-mentioned staggering of the air intake end 12 and the fuel intake end 24 along the height direction of the engine, the distance between the fuel intake end 24 and the air intake end 12 is further increased, which can prevent the hydrogen entering from the fuel intake end 24 and the air entering from the air intake end 12 from affecting each other, thereby facilitating the connection of the air intake end 12 to the air source 6, and facilitating the connection of the fuel intake end 24 to the hydrogen source.

[0053] In addition, when the air source 6 is connected, a throttle valve 61 can be provided between the air source 6 and the air intake end 12 to control the amount of incoming air, thereby meeting the combustion requirements of the engine under different operating conditions.

[0054] It should be noted that the first intake valve 11 extends into the first intake duct 1 along the side wall of the first intake duct 1 and selectively blocks the first intake duct 1, and the first intake valve 11 and the first intake duct 1 are both inclined toward the same side of the engine, and the second intake valve 21 extends into the second intake duct 2 along the side wall of the second intake duct 2 and is used to selectively block the second intake duct 2 above the combustion chamber 4, and the second intake valve 21 and the second intake duct 2 are both inclined toward the same side of the engine.

[0055] In practice, refer to Figure 2 As shown, the first intake valve 11 and the first intake passage 1 are both designed to be inclined, and the first intake valve 11 extends into the first intake passage 1 along the side wall of the first intake passage 1, so that the position of the first intake valve 11 blocking the first intake passage 1 is set larger, which improves the charging efficiency and reduces the exhaust resistance; the first intake valve 11 and the first intake passage 1 are both inclined toward the same side of the engine, so that the first intake valve 11 and the first intake passage 1 are more concentrated, which also saves space and saves the size of the whole machine. Of course, the position connection relationship between the second intake passage 2 and the third intake valve 21 can also be the same as the setting of the first intake valve 11 and the first intake passage 1, which can also improve the charging efficiency and reduce the exhaust resistance, and reduce the size of the whole machine.

[0056] It should be noted that the second intake valve 21 selectively blocks the second intake passage 2, so there is no need to use a needle valve method of the hydrogen injector, and naturally there is no leakage problem of the needle valve. The second intake valve 21 controls whether the second intake passage 2 is connected to the combustion chamber 4. Under the premise that the second intake valve 21 is opened, the first sub-air passage 23 or the second sub-air passage 22 in the second intake passage 2 can be controlled to connect to the combustion chamber 4. The first solenoid valve 231 and the drive pump 232 in the first sub-air passage 2 can be controlled to open so that the first sub-air passage 23 is connected to the combustion chamber 4, or the second solenoid valve 221 in the second sub-air passage 22 is opened so that the second sub-air passage 22 is connected to the combustion chamber 4, so that the requirement of hydrogen entering the combustion chamber 4 normally can be met under different pressure conditions.

[0057] The utility model embodiment also discloses a vehicle, including the above-mentioned intake duct assembly 100, which adopts the second intake duct 2 combined with the pressure of the hydrogen storage tank 5 to allow hydrogen to enter the combustion chamber 4 or drives the pump 232 to pressurize the hydrogen to enter the combustion chamber 4, that is, when the second intake valve 21 is opened, the first solenoid valve 231, the driving pump 232 and the second solenoid valve 221 are controlled to be selectively opened, and the pressure of the hydrogen entering the combustion chamber 4 is adjusted to allow the hydrogen to smoothly enter the combustion chamber 4, and the function of the hydrogen injector is replaced by the second intake valve 21 and the second intake duct 2, so that there is no problem of the nozzle of the hydrogen injector not being able to self-lubricate and leaking, and a suitable hydrogen injection path is selected according to the actual pressure situation to enter the combustion chamber 4, so as to avoid the problem of insufficient hydrogen injection or excessive hydrogen injection power, thereby achieving the effective use of hydrogen and preventing the problem of hydrogen waste.

[0058] 1. In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation to the present invention.

[0059] 2. In the description of the present utility model, "first feature" and "second feature" may include one or more of these features.

[0060] 3. In the description of this utility model, "plurality" means two or more.

[0061] 4. In the description of the present invention, a first feature “above” or “below” a second feature may include that the first and second features are directly in contact, or may include that the first and second features are not in direct contact but are in contact via another feature between them.

[0062] 5. In the description of the present utility model, the first feature “above”, “above” and “on” the second feature includes the first feature being directly above and diagonally above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0063] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0064] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. An air intake assembly, It is characterized in that include: A first intake passage, the first intake passage is used to be connected to the combustion chamber and is suitable for introducing air, and the first intake passage is provided with a first intake valve; A second air intake passage, wherein the second air intake passage is provided with a second air intake valve, the second air intake passage comprises a first sub-air passage and a second sub-air passage, the first sub-air passage and the second sub-air passage are both used to connect the combustion chamber with a hydrogen storage tank, the first sub-air passage and the second sub-air passage are both provided with a control valve, and one of the first sub-air passage and the second sub-air passage is provided with a driving pump.

2. The air intake assembly according to claim 1, It is characterized in that The control valve of the first sub-airway is a first solenoid valve, and the control valve of the second sub-airway is a second solenoid valve; The driving pump is located in the first sub-air channel, and the outlet of the hydrogen storage tank is suitable for connecting to the combustion chamber when the first solenoid valve and the driving pump in the first sub-air channel are opened, or the outlet of the hydrogen storage tank is suitable for connecting to the combustion chamber when the second solenoid valve in the second sub-air channel is opened.

3. The air intake assembly according to claim 2, It is characterized in that There are multiple combustion chambers, each of which is provided with the second air intake passage, the multiple second air intake passages of the multiple combustion chambers are connected and share a fuel intake end, and the first sub-air intake passage and the second sub-air intake passage are merged and connected to the fuel intake end.

4. The air intake assembly according to claim 3, It is characterized in that Each combustion chamber is provided with the first air intake passage, and the first air intake passages of the plurality of combustion chambers share an air intake end.

5. The air intake assembly according to claim 4, It is characterized in that The air intake end and the fuel intake end are located on the same side of the combustion chamber along the first direction.

6. The air intake assembly according to claim 4, It is characterized in that The air intake end is located above the fuel intake end in the engine height direction.

7. The air intake assembly according to claim 4, It is characterized in that The air intake end is located below the fuel intake end in the engine height direction.

8. The air intake assembly according to claim 2, It is characterized in that The plurality of combustion chambers are spaced apart along the second direction, and the first intake passage and the second intake passage are spaced apart along the second direction, and both the first intake passage and the second intake passage are suitable for being spaced apart along the first direction with the exhaust port of the combustion chamber.

9. The air intake assembly according to claim 6 or 7, It is characterized in that The center position of the air intake end is staggered along the extension line of the engine in the longitudinal direction and the center position of the fuel intake end is staggered along the extension line of the engine in the longitudinal direction.

10. A vehicle, It is characterized in that An air intake assembly comprising any one of claims 1 to 9.

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