Hydrogen engine and vehicle

Abstract

The utility model relates to the technical field of hydrogen engine complete machine parts, in particular to a hydrogen engine and a vehicle. The hydrogen engine comprises a supercharger, an air filter, an anti-surge valve and an oil-gas separator. The supercharger is provided with a first air inlet and a first air outlet, the first air outlet is used for being communicated with the air inlet manifold, the air filter is communicated with the first air inlet through a supercharger air inlet pipe, the anti-surge valve is communicated with the supercharger air inlet pipe through an anti-surge valve air return pipe, and the oil-gas separator is provided with a second air inlet and a second air outlet. The second air inlet is used for being communicated with a crankcase, the second air outlet is communicated with the anti-surge valve air return pipe through an oil-gas separator pipeline, and the air flow direction of the oil-gas separator pipeline and the air flow direction of the anti-surge valve air return pipe are arranged on the same side. According to the hydrogen engine, the pipeline of the oil-gas separator extends into the anti-surge valve gas return pipe, gas flows into the supercharger gas inlet pipe through the anti-surge valve, and it is ensured that the pressure of the crankcase is kept below the atmospheric pressure.

Description

Technical Field

[0001] This utility model relates to the technical field of hydrogen engine components, and in particular to a hydrogen engine and vehicle. Background Technology

[0002] According to emission regulations, the crankcase pressure of a hydrogen engine must not exceed atmospheric pressure under any operating condition to ensure the effectiveness of emission control. However, a critical issue exists in existing technology: both the oil-gas separator outlet and the surge valve outlet are connected to the compressor intake manifold. Specifically, when the surge valve discharges, the pressure inside the compressor intake manifold changes from negative to positive. Due to this pressure change, air in the compressor intake manifold flows back into the crankcase, causing the internal pressure of the crankcase to rise and eventually exceed atmospheric pressure. This clearly does not comply with emission regulations and may lead to a decrease in emission performance, thus adversely affecting the environment.

[0003] In existing hydrogen engine designs, crankcase pressure management typically relies on a PCV (Positive Crankcase Ventilation) system, which controls pressure by venting gases from the crankcase to the intake system. However, when surge occurs, existing PCV systems fail to effectively manage crankcase pressure because they do not account for pressure changes within the compressor intake manifold. Particularly during surge, air backflow into the crankcase not only increases crankcase pressure but can also lead to leakage of the air-fuel mixture, further exacerbating emissions problems. Utility Model Content

[0004] The purpose of this invention is to at least solve the problem of how to effectively control crankcase pressure during surge valve exhaust. This purpose is achieved through the following technical solution:

[0005] The first aspect of this utility model discloses a hydrogen engine, comprising:

[0006] A turbocharger, wherein the turbocharger is provided with a first air inlet and a first air outlet, the first air outlet being used to connect to an intake manifold;

[0007] An air filter, wherein the air filter is connected to the first air inlet via a booster intake pipe;

[0008] An anti-surge valve, wherein the anti-surge valve is connected to the turbocharger intake pipe via an anti-surge valve return pipe;

[0009] An oil-gas separator is provided with a second air inlet and a second air outlet. The second air inlet is used to connect to the crankcase, and the second air outlet is connected to the return air pipe of the anti-surge valve through the oil-gas separator pipeline. The airflow direction of the oil-gas separator pipeline and the airflow direction of the anti-surge valve return air pipe are set on the same side.

[0010] According to the hydrogen engine of this invention, the anti-surge valve in the oil-gas separator pipeline returns to the gas return pipe, allowing gas before the throttle valve to flow into the turbocharger intake pipe through the anti-surge valve when the anti-surge valve is open. Based on Bernoulli's principle, the increased gas velocity at the outlet of the oil-gas separator pipeline leads to a decrease in local pressure, which is beneficial for the gas discharge from the oil-gas separator and ensures that the crankcase pressure is maintained below atmospheric pressure.

[0011] In addition, the hydrogen engine according to this utility model may also have the following additional technical features:

[0012] In some embodiments of this utility model, the oil-gas separator pipeline extends into the anti-surge valve return pipe and extends toward the turbocharger inlet pipe, and the oil-gas separator pipeline and the turbocharger inlet pipe are spaced apart.

[0013] In some embodiments of this utility model, the portion of the oil-gas separator pipeline extending into the return gas pipe of the anti-surge valve is divided into a first section and a second section. The second section is provided with the outlet of the oil-gas separator pipeline, and the axis of the first section is perpendicular to the axis of the second section.

[0014] In some embodiments of this utility model, the second section is coaxially arranged with the return air pipe of the anti-surge valve.

[0015] In some embodiments of this utility model, the second segment has a first diameter, the anti-surge valve return pipe has a second diameter, and the ratio of the first diameter to the second diameter is between 0.3 and 0.8.

[0016] In some embodiments of this utility model, the end of the oil-gas separator pipeline connected to the return gas pipe of the anti-surge valve has a constricted structure, with the large end of the constricted structure facing the inside of the oil-gas separator pipeline and the small end of the constricted structure facing the outside of the oil-gas separator pipeline.

[0017] In some embodiments of this utility model, a guide vane is provided at one end of the oil-gas separator pipeline that is connected to the return gas pipe of the anti-surge valve. The guide vane is used to guide the airflow from the oil-gas separator pipeline to the return gas pipe of the anti-surge valve.

[0018] In some embodiments of this utility model, the anti-surge valve return pipe and the turbocharger intake pipe have a communication position, the oil-gas separator pipeline has a port connected to the anti-surge valve return pipe, and there is a first distance between the port and the communication position, the first distance being between 2cm and 6cm.

[0019] In some embodiments of this utility model, the hydrogen engine further includes a crankcase and an intake manifold, the crankcase being connected to the oil-gas separator, and the intake manifold being connected to the turbocharger.

[0020] A second aspect of this invention provides a vehicle comprising the aforementioned hydrogen engine. Attached Figure Description

[0021] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0022] Figure 1 A schematic diagram of the structure of a hydrogen engine according to an embodiment of the present invention is shown.

[0023] The attached figures are labeled as follows:

[0024] 100. Hydrogen engine; 10. Supercharger; 11. First air intake; 12. First air outlet; 20. Anti-surge valve; 30. Air filter; 40. Supercharged air cooler; 50. Oil-gas separator; 51. Second air intake; 52. Second air outlet; 60. Electronic throttle; 70. Crankcase; 80. Intake manifold;

[0025] 101. Intake pipe of turbocharger; 1011. Connection position; 102. Anti-surge valve return pipe; 103. Oil-gas separator pipeline; 1031. First section; 1032. Second section. Detailed Implementation

[0026] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0027] It should be understood that the terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “described” as used herein may also include the plural forms. The terms “comprising,” “including,” “containing,” and “having” are inclusive and therefore indicate the presence of the stated features, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein are not construed as requiring them to be performed in a particular order described or illustrated unless the order of performance is explicitly indicated. It should also be understood that additional or alternative steps may be used.

[0028] Although terms such as first, second, third, etc., may be used in this document to describe multiple elements, components, regions, layers, and / or segments, these elements, components, regions, layers, and / or segments should not be limited by these terms. These terms may be used only to distinguish one element, component, region, layer, or segment from another. Unless the context clearly indicates otherwise, terms such as "first," "second," and other numerical terms used herein do not imply order or sequence. Therefore, the first element, component, region, layer, or segment discussed below may be referred to as the second element, component, region, layer, or segment without departing from the teachings of the exemplary embodiments.

[0029] For ease of description, spatial relative terms may be used in the text to describe the relationship of one element or feature relative to another element or feature, as shown in the figure. These relative terms include, for example, "inside," "outside," "middle," "outer," "below," "below," "above," "over," etc. Such spatial relative terms are intended to include different orientations of the device in use or operation, other than those depicted in the figure. For example, if the device in the figure is flipped, an element described as "below other elements or features" or "below other elements or features" would subsequently be oriented "above other elements or features" or "above other elements or features." Therefore, the example term "below" can include both upper and lower orientations.

[0030] like Figure 1As shown, according to an embodiment of this utility model, a hydrogen engine 100 is proposed, including an air filter 30, a turbocharger 10, an anti-surge valve 20, an oil-gas separator 50, a turbocharged air cooler 40, a mixer, and an intake manifold 80. The first air inlet 11 of the turbocharger 10 is connected to the air filter 30 through a turbocharger intake pipe 101, and the first air outlet 12 of the turbocharger 10 is connected sequentially to the turbocharged air cooler 40, the mixer, and the intake manifold 80 through pipelines. The turbocharged air cooler 40 is located on the exhaust side of the turbocharger 10 and is connected to the mixer through pipelines to ensure that the cooled air can be fully mixed with hydrogen. The mixer is connected to the intake manifold 80 through pipelines to evenly distribute the mixed gas to each cylinder. The intake manifold 80 is connected to each cylinder of the hydrogen engine and is also connected to the turbocharger 10, the mixer, and other components through pipelines to form a closed-loop intake system. An electronic throttle valve 60 is located between the turbocharged air cooler 40 and the mixer. The electronic throttle valve 60 precisely controls the airflow entering the mixer by adjusting the opening of the throttle valve flap. This ensures that the air-to-hydrogen mixture ratio is always maintained at an optimal level, optimizing combustion efficiency and hydrogen engine performance. Simultaneously, the electronic throttle valve 60 can quickly adjust the airflow based on the driver's throttle input and the hydrogen engine's operating status to meet instantaneous power demands, improving the hydrogen engine's responsiveness and driving experience. The electronic throttle valve 60 affects the overall pressure of the intake system by regulating the amount of air entering the mixer. When the system detects a potential surge tendency, the electronic throttle valve 60 can appropriately reduce the airflow, cooperating with the anti-surge valve 20 to open, stabilizing the intake system pressure and preventing surge.

[0031] The anti-surge valve 20 in this embodiment includes three ports. The first port is connected to the turbocharger intake pipe 101 via the anti-surge valve return pipe 102. The second port is connected to the pipeline between the turbocharged air cooler 40 and the electronic throttle valve 60. The third port is connected to the pipeline between the electronic throttle valve 60 and the mixer. The second port serves as the inlet of the anti-surge valve 20, receiving the airflow after throttle adjustment. By adjusting the opening of the second port, the anti-surge valve 20 can control the airflow entering the intake system, ensuring stable airflow under different operating conditions. The third port is used to monitor the absolute pressure within the intake manifold 80 in real time, providing accurate pressure data to the anti-surge valve 20. Based on the pressure information transmitted from the third port, the anti-surge valve 20 determines whether the airflow path needs to be adjusted to prevent surge. The first port provides a pressure relief path, returning excess airflow to the compressor inlet to reduce the intake system pressure. Through the first port, the anti-surge valve 20 can effectively regulate the intake system pressure, ensuring the compressor operates under stable pressure and flow conditions.

[0032] In existing technology, the oil-gas separator line 103 is directly connected to the turbocharger intake pipe 101. When surge or other high pressure differential conditions occur, the pressure inside the turbocharger intake pipe 101 may rise rapidly. Due to the rapid pressure change inside the turbocharger intake pipe 101, high-pressure gas may flow back into the crankcase 70, causing the internal pressure of the crankcase 70 to rise, even exceeding atmospheric pressure. This not only violates emission regulations but may also cause leakage of the oil-gas mixture, further exacerbating emission problems. In this embodiment, the oil-gas separator line 103 is connected to the anti-surge valve return pipe 102, so that the anti-surge valve 20 can open in time when surge or other high pressure differential conditions occur, providing a bypass pressure relief path. The reasonable connection between the anti-surge valve 20 and the oil-gas separator line 103 forms an optimized airflow management mechanism, using the principles of fluid mechanics (Bernoulli's principle) to reduce local pressure and stabilize system pressure during bypass pressure relief. To prevent high-pressure gas in the turbocharger intake pipe 101 from flowing back into the crankcase 70, to ensure that the internal pressure of the crankcase 70 is always lower than atmospheric pressure, to meet emission regulations, and to avoid leakage of the oil-gas mixture.

[0033] Therefore, in the hydrogen engine 100 of this embodiment, the second air inlet 51 of the oil-gas separator 50 is connected to the crankcase 70, and the second air outlet 52 of the oil-gas separator 50 is connected to the anti-surge valve return pipe 102 through the oil-gas separator pipe 103. This allows gas before the throttle valve to flow into the turbocharger intake pipe 101 through the anti-surge valve 20 when the anti-surge valve 20 is open. According to Bernoulli's principle, the gas velocity at the outlet of the oil-gas separator pipe 103 increases, resulting in a decrease in local pressure, which is beneficial for the gas discharge of the oil-gas separator 50 and ensures that the pressure in the crankcase 70 is maintained below atmospheric pressure.

[0034] It is understandable that the airflow direction of the oil-gas separator pipeline 103 and the airflow direction of the anti-surge valve return pipe 102 are set on the same side. Specifically, there is an angle between the axis of the oil-gas separator pipeline 103 and the axis of the anti-surge valve return pipe 102, and this angle is less than or equal to 90°.

[0035] In some embodiments, the oil-gas separator line 103 extends into the anti-surge valve return pipe 102 and towards the turbocharger inlet pipe 101, with the oil-gas separator line 103 and the turbocharger inlet pipe 101 spaced apart. The extension of the oil-gas separator line 103 within the anti-surge valve return pipe 102 significantly increases the flow velocity as the airflow passes through the oil-gas separator line 103, resulting in a local pressure reduction according to Bernoulli's principle. This high-velocity, low-pressure airflow condition helps the oil-gas separator 50 separate the oil-gas mixture more efficiently, improving separation efficiency and reducing oil-gas residue. Most importantly, the design of the oil-gas separator line 103 extending towards the turbocharger inlet pipe 101 makes it difficult for the airflow to flow backward into the crankcase 70 when depressurized through the anti-surge valve 20 under surge conditions. This effectively prevents high-pressure gas from flowing backward into the crankcase 70, ensuring that the internal pressure of the crankcase 70 remains below atmospheric pressure, meeting emission regulations.

[0036] Understandably, the portion of the oil-gas separator pipe 103 extending into the anti-surge valve return pipe 102 is divided into a first section 1031 and a second section 1032. The first section 1031 is the part that just enters the anti-surge valve return pipe 102, and the second section 1032 is the part that extends towards the turbocharger intake pipe 101 within the anti-surge valve return pipe 102. The axis of the first section 1031 is perpendicular to the axis of the second section 1032. This perpendicularity between the axis of the first section 1031 and the axis of the second section 1032 causes a sharp change in airflow direction and a significant increase in flow velocity. Utilizing Bernoulli's principle, this reduces local pressure and effectively suppresses the tendency for high-pressure gas to flow back into the crankcase 70, ensuring that the pressure in the crankcase 70 remains below atmospheric pressure, thus meeting emission regulations.

[0037] Specifically, the first section 1031 of the oil-gas separator pipe 103 is the part that just enters the anti-surge valve return pipe 102, and its axis is perpendicular to the axis of the anti-surge valve return pipe 102. The vertical insertion design of the first section 1031 helps to initially guide the airflow into the anti-surge valve return pipe 102, and at the same time, by changing the airflow direction, it reduces the direct impact of the airflow when entering the anti-surge valve return pipe 102, reduces turbulence generation, and improves airflow stability. The second section 1032 of the oil-gas separator pipe 103 is the part that extends towards the turbocharger inlet pipe 101 inside the anti-surge valve return pipe 102, and it is coaxially arranged with the anti-surge valve return pipe 102. The coaxial arrangement of the second section 1032 with the anti-surge valve return pipe 102 ensures that the airflow remains streamlined when passing through the anti-surge valve return pipe 102, reduces abrupt changes in airflow direction, and thus reduces the generation of turbulence and eddies. This smooth airflow path effectively reduces pressure fluctuations caused by airflow turbulence and lowers the possibility of backflow. Simultaneously, by coaxially aligning and extending the second section of pipe 1032, the airflow velocity increases, and the local pressure decreases, creating a pressure gradient that facilitates efficient separation of the oil-gas mixture by the oil-gas separator 50. This optimized pressure distribution helps maintain the overall pressure balance of the hydrogen engine 100 under surge conditions, preventing high-pressure gas from flowing back into the crankcase 70 from the compressor intake pipe.

[0038] Furthermore, the second section 1032 has a first diameter, and the anti-surge valve return pipe 102 has a second diameter, with the ratio of the first diameter to the second diameter being between 0.3 and 0.8. By adjusting the pipe diameter ratio, a favorable pressure gradient is formed to prevent high-pressure gas from flowing back into the crankcase 70 under surge conditions. A ratio between 0.3 and 0.8 ensures that under high-pressure conditions, the airflow is unlikely to overcome the flow resistance and flow back into the crankcase 70. At the same time, the smaller pipe diameter increases the resistance to airflow, causing the airflow to tend to flow along the bypass of the anti-surge valve return pipe 102 rather than flowing back into the crankcase 70 when the pressure in the turbocharger intake pipe 101 rises abnormally, thus keeping the pressure in the crankcase 70 below atmospheric pressure.

[0039] In some embodiments, the end of the oil-gas separator line 103 connected to the anti-surge valve return pipe 102 has a constricted structure, with the larger end of the constricted structure facing inwards towards the oil-gas separator line 103 and the smaller end facing outwards. The smaller end of the constricted structure gradually transitions to the anti-surge valve return pipe 102, causing a significant increase in airflow velocity as it passes through the constricted section. According to Bernoulli's principle, this increased velocity leads to a decrease in local pressure. This decrease in local pressure helps the oil-gas separator 50 separate the oil-gas mixture more efficiently under high-velocity, low-pressure conditions, improving oil-gas separation efficiency and reducing leakage of oil-gas residues and harmful emissions. Simultaneously, the constricted structure design causes the airflow to encounter higher flow resistance as it passes through the anti-surge valve return pipe 102. Thus, when the system is under high-pressure conditions, the airflow has difficulty overcoming this resistance, reducing the possibility of high-pressure gas flowing back into the crankcase 70. The large end of the constricted structure faces the inside of the oil-gas separator pipeline 103, ensuring that the airflow flows smoothly to the anti-surge valve return pipe 102 under normal operating conditions. Under abnormal operating conditions, such as high pressure backflow tendency, the geometry of the constricted structure further suppresses the reverse flow of airflow.

[0040] In some embodiments, a guide vane is provided at the end of the oil-gas separator line 103 that connects to the anti-surge valve return line 102. This guide vane guides the airflow from the oil-gas separator line 103 to the anti-surge valve return line 102. Through its tilt angle and streamlined design, the guide vane guides the airflow accurately to the anti-surge valve return line 102, reducing sudden changes in airflow direction at the connection point and minimizing turbulence and flow separation. A stable airflow path reduces airflow turbulence, ensuring smooth flow when the airflow enters the anti-surge valve return line 102, thus improving the overall airflow stability of the ventilation system. Simultaneously, the presence of the guide vane ensures that the airflow flows smoothly to the anti-surge valve return line 102 under normal operating conditions, forming a clear airflow direction and preventing high-pressure airflow from flowing backwards into the crankcase 70 under abnormal operating conditions. During reverse flow attempts, the geometry and installation angle of the guide vane increase the flow resistance, making it difficult for high-pressure airflow to overcome the resistance and flow backwards, further ensuring that the pressure in the crankcase 70 remains below atmospheric pressure.

[0041] Specifically, the guide vanes are typically streamlined or curved to follow the natural flow path of the airflow, reducing turbulence and separation. Depending on the pipe diameter and airflow characteristics, the number of guide vanes can be 2 to 4, evenly distributed across the cross-section at the connection between the oil-gas separator pipe 103 and the anti-surge valve return pipe 102. Furthermore, the guide vanes are inclined at approximately 15° to 30° relative to the axis of the oil-gas separator pipe 103 to effectively guide the airflow direction and reduce the possibility of airflow separation.

[0042] Specifically, the guide vanes are installed at one end of the connection between the oil-gas separator line 103 and the anti-surge valve return line 102, close to the large end of the constriction structure, so that the airflow is guided and stabilized before entering the anti-surge valve return line 102. The guide vanes are arranged symmetrically or spirally. Symmetrical arrangement is suitable for straight lines to ensure uniform airflow distribution. Spiral arrangement helps to increase the rotation of the airflow to a certain extent, further stabilizing the forward flow, while increasing the flow resistance during reverse flow.

[0043] In some embodiments, the anti-surge valve return pipe 102 and the turbocharger inlet pipe 101 have a communication position 1011, and the oil-gas separator pipe 103 has a port communicating with the anti-surge valve return pipe 102. A first distance, between this port and the communication position 1011, is maintained between 2 cm and 6 cm. This first distance ensures sufficient space for the airflow connection between the oil-gas separator pipe 103 and the anti-surge valve return pipe 102, preventing severe turbulence or unstable fluctuations in the airflow at the connection point. A suitable distance helps to create a smooth airflow transition region, reducing sudden changes in airflow direction and velocity, thereby improving the overall system airflow stability. Simultaneously, the established first distance range helps to establish a suitable pressure gradient between the oil-gas separator pipe 103 and the anti-surge valve return pipe 102. An appropriate distance ensures that when the airflow flows through the anti-surge valve return pipe 102 to the turbocharger intake pipe 101 under surge conditions, the pressure drops rapidly, preventing high-pressure gas from flowing back into the crankcase 70.

[0044] The hydrogen engine 100 also includes a crankcase 70, an oil-gas separator 50, an intake manifold 80, and a hydrogen engine block. The hydrogen engine block serves as the basic structure of the hydrogen engine, bearing and supporting all internal components such as the piston, crankshaft, and connecting rod. Multiple cylinders are housed within the block to accommodate the reciprocating motion of the piston. The intake manifold 80 is connected to the intake port of the hydrogen engine block. The crankcase 70 is located at the bottom of the hydrogen engine block and is connected to the oil-gas separator 50. The oil-gas separator 50 is connected to the anti-surge valve return pipe 102 via an oil-gas separator pipe 103.

[0045] This embodiment also provides a vehicle including the hydrogen engine 100 described above.

[0046] The above description is merely a preferred embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. A hydrogen engine characterized by, The hydrogen engine comprises: a supercharger, which is provided with a first air inlet and a first air outlet, and the first air outlet is used to communicate with an air intake manifold; an air filter, which is connected to the first air inlet through a supercharger air inlet pipe; an anti-surge valve, which is connected to the supercharger air inlet pipe through an anti-surge valve back air pipe; an oil-gas separator, which is provided with a second air inlet and a second air outlet, the second air inlet is used to communicate with a crankcase, and the second air outlet is connected to the anti-surge valve back air pipe through an oil-gas separator pipeline, and the airflow direction of the oil-gas separator pipeline and the airflow direction of the anti-surge valve back air pipe are arranged on the same side.

2. The hydrogen engine of claim 1, wherein, The oil-gas separator pipeline extends into the anti-surge valve back air pipe and extends towards the supercharger air inlet pipe, and the oil-gas separator pipeline is spaced apart from the supercharger air inlet pipe.

3. The hydrogen engine of claim 2, wherein, The part of the oil-gas separator pipeline extending into the anti-surge valve back air pipe is divided into a first section and a second section, the second section is provided with an outlet of the oil-gas separator pipeline, and the axis of the first section is perpendicular to the axis of the second section.

4. The hydrogen engine of claim 3, wherein, The second section is coaxially arranged with the anti-surge valve back air pipe.

5. The hydrogen engine of claim 4, wherein, The second section has a first diameter, the anti-surge valve back air pipe has a second diameter, and the ratio of the first diameter to the second diameter is between 0.3 and 0.

8.

6. The hydrogen engine according to any one of claims 1 to 5, characterized in that, The end of the oil-gas separator pipeline connected to the anti-surge valve back air pipe has a necked structure, the large end of the necked structure faces the inside of the oil-gas separator pipeline, and the small end of the necked structure faces the outside of the oil-gas separator pipeline.

7. The hydrogen engine according to any one of claims 1 to 5, characterized by The oil-gas separator pipeline is provided with guide vanes in the end connected to the anti-surge valve back air pipe, which are used to guide the airflow from the oil-gas separator pipeline to the anti-surge valve back air pipe.

8. The hydrogen engine according to any one of claims 1 to 5, characterized by The anti-surge valve back air pipe and the supercharger air inlet pipe have a communication position, the oil-gas separator pipeline has a port connected to the anti-surge valve back air pipe, and the port and the communication position have a first distance, and the first distance is between 2cm and 6cm.

9. The hydrogen engine according to any one of claims 1 to 5, characterized by The hydrogen engine further comprises a crankcase and an air intake manifold, the crankcase is connected to the oil-gas separator, and the air intake manifold is connected to the supercharger.

10. A vehicle characterized by comprising: The hydrogen engine comprises any one of claims 1-9.

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