Anti-emulsification rapid warming device for hydrogen engine

Abstract

The utility model belongs to the technical field of engines, and particularly relates to an anti-emulsification rapid warming device for a hydrogen engine. Comprising a first heat pipe array, a second heat pipe array, a phase change heat storage system, a cylinder cover water jacket, an upper cylinder body water jacket and a lower cylinder body water jacket and is used for adjusting the temperature of an engine through cooling liquid. The first heat pipe array is connected with an engine exhaust pipe and a lower cylinder body water jacket and used for transferring heat of the engine exhaust pipe to the lower cylinder body water jacket. The second heat pipe array is connected with the cylinder cover water jacket and the lower cylinder body water jacket and used for transferring heat of the cylinder cover water jacket to the lower cylinder body water jacket. The phase change heat storage system is connected with the lower cylinder body water jacket and used for storing heat of cooling liquid in the lower cylinder body water jacket and conveying the cooling liquid in the phase change heat storage system to the lower cylinder body water jacket when the engine is in cold start. The heat pipe array and the phase change heat storage are combined, the volume of cooling liquid needing to be heated in the warm-up stage is reduced, and the problem of engine oil emulsification caused by water condensation in cold start and low-temperature short-distance operation is solved.

Description

Technical Field

[0001] This utility model belongs to the field of engine thermal control technology, specifically relating to a rapid warm-up device for preventing emulsification in hydrogen engines. Background Technology

[0002] A hydrogen engine is an internal combustion engine that uses hydrogen as fuel. Its working principle is similar to that of a traditional gasoline engine. The main emission produced during the combustion process is water, making it a cleaner energy option. Hydrogen engines can fully utilize existing mature engine manufacturing processes and equipment, resulting in lower manufacturing costs. Furthermore, hydrogen engines have lower requirements for hydrogen purity, leading to lower hydrogen usage costs and making them a promising candidate for widespread application.

[0003] The main combustion product of hydrogen engines is water. Under conditions such as low temperature, cold start, and low-speed driving, the produced gaseous water easily condenses at the lower part of the cylinder liner where the temperature is relatively low. The condensed liquid water then flows along the piston rings into the engine oil pan, making oil emulsification inevitable in hydrogen engines. After emulsification, the viscosity of the oil decreases significantly, and its lubrication performance deteriorates markedly. In severe cases, this can cause engine cylinder scoring or bearing failure, becoming a key technical problem restricting the development of hydrogen engines and attracting widespread attention from scholars.

[0004] Existing technologies, such as patent CN109611255A, propose an engine warm-up scheme based on parallel insulated piping and solenoid valve control. This scheme uses a thermos to pre-store high-temperature coolant, which is then injected into the engine water jacket. Multiple solenoid valves are used to switch the coolant circulation path, aiming to improve thermal management efficiency during cold starts. However, cold starts rely solely on the pre-stored hot water in the thermos as the only heat source, and the heat transfer path depends on forced circulation by a water pump. This results in drawbacks such as a single heat source, long heat transfer response time, and low heat exchange efficiency. Furthermore, the engine water jacket structure uses a traditional integrated design, requiring heating of the entire coolant circuit during cold starts, leading to low warm-up efficiency. Additionally, this patent lacks detailed descriptions of the thermos's structure and other features. While patents CN112412605A and CN115370458B offer the possibility of parallel control of the cylinder block and cylinder head cooling water circuits, their improvement in warm-up efficiency solely through improvements in coolant circulation control (such as flow control of the cylinder block and cylinder head, and the use of HVAC systems) is not very convincing. Furthermore, the parallel water circuits lead to a persistently large temperature difference between the cylinder block and cylinder head, potentially causing cylinder block deformation. Patent CN205172709U, while utilizing a thermostat to achieve different coolant circulation modes through a split cooling system, reduces the amount of coolant that needs heating during cold starts and improves the warm-up rate to some extent, lacks an efficient heat storage system and heat transfer device. This results in the rapid dissipation of residual heat to the environment after shutdown, making it impossible to utilize stored heat to preheat the coolant during cold starts. Relying on a single coolant circuit for heat transfer also fails to achieve efficient warm-up. In conclusion, the control methods proposed in the aforementioned patents are conceptually advanced and provide new ideas and directions for solving problems related to rapid engine warm-up. However, none of these existing technical solutions propose specific, practical and efficient heat exchange methods, especially lacking in specific implementation details regarding heat exchange efficiency, energy utilization efficiency and overall system performance optimization.

[0005] To address the aforementioned shortcomings, there is an urgent need for a novel warm-up device that integrates intelligent grading, efficient heat exchange, regenerative heat storage, and multimodal control to solve the problem of oil emulsification under low-temperature cold start conditions in hydrogen engines, while simultaneously achieving rapid warm-up, energy consumption optimization, and a comprehensive improvement in system reliability. Utility Model Content

[0006] The purpose of this invention is to provide a rapid warm-up device for hydrogen engines to prevent emulsification. By using a heat pipe array and a phase change heat transfer system, it makes reasonable use of exhaust waste heat, optimizes the coolant flow path, and employs a staged heating strategy to achieve rapid warm-up and reduce the risk of hydrogen engine oil emulsification.

[0007] To achieve the above objectives, this utility model provides a rapid warm-up device for preventing emulsification in hydrogen engines, comprising:

[0008] The system comprises a first heat pipe array, a second heat pipe array, a phase change heat storage system, and a cooling water jacket installed inside the engine. The cooling water jacket is arranged inside the cylinder head and cylinder block of the engine. By setting valves between the cylinder head and the upper cylinder block, and between the upper cylinder block and the lower cylinder block, cylinder head water jacket, upper cylinder block water jacket, and lower cylinder block water jacket are formed to regulate the temperature of different parts of the engine through the circulation path of the coolant.

[0009] The first heat pipe array is connected to the engine exhaust pipe and the lower cylinder water jacket respectively, and is used to transfer the heat of the engine exhaust pipe to the lower cylinder water jacket.

[0010] The second heat pipe array is connected to the cylinder head water jacket and the lower cylinder block water jacket respectively, and is used to transfer the heat of the cylinder head water jacket to the lower cylinder block water jacket.

[0011] Furthermore, a first connecting water tank and a second connecting water tank are respectively provided between the first heat pipe array, the second heat pipe array and the lower cylinder water jacket;

[0012] The first heat pipe array and the second heat pipe array include a shell and a liquid wick, with the two ends of the shell being an evaporation zone and a condensation zone, respectively; the evaporation zone of the first heat pipe array is connected to the engine exhaust pipe, and the condensation zone is connected to the first connecting water tank; the evaporation zone of the second heat pipe array is connected to the cylinder head water jacket, and the condensation zone is connected to the second connecting water tank.

[0013] The phase change heat storage system is connected to the lower cylinder water jacket and is used to store the heat of the coolant in the lower cylinder water jacket. When the engine is cold-started, the coolant in the phase change heat storage system is delivered to the lower cylinder water jacket to preheat the engine.

[0014] Furthermore, the phase change thermal storage system includes a heat exchange layer and an auxiliary heating layer;

[0015] The heat exchange layer has built-in phase change material and coolant channels;

[0016] The auxiliary heating layer is equipped with heating wires.

[0017] Furthermore, the liquid inlet has a spiral flow guiding structure, and the auxiliary heating layer adopts a solenoid structure with spiral flow guiding ribs arranged on the inner wall, so that the coolant forms a vortex disturbance in the tube.

[0018] Furthermore, a transition valve is provided between the heat exchange layer and the auxiliary heating layer; the heat exchange layer is separated from the outside world by a high-temperature resistant ceramic partition for heat preservation.

[0019] The heat exchange layer is provided with a liquid inlet, and the auxiliary heating layer is provided with a liquid outlet;

[0020] The heat exchange layer is equipped with a first temperature sensor and a first water level gauge; the auxiliary heating layer is equipped with a second temperature sensor and a second water level gauge.

[0021] Furthermore, the lower cylinder water jacket is also divided into an upper lower cylinder water jacket and a lower lower cylinder water jacket by a first valve; a second valve is provided between the upper lower cylinder water jacket and the upper cylinder water jacket, and a third valve, a fourth valve and a first water pump are provided between the upper cylinder water jacket and the cylinder head water jacket;

[0022] Temperature sensors are respectively installed in the cylinder head water jacket, the upper cylinder block water jacket, and the lower cylinder block water jacket.

[0023] Furthermore, the rapid warm-up device also includes a heat dissipation device, which includes a radiator, a fan, and an expansion tank;

[0024] The radiator is connected to the cylinder head water jacket and the lower cylinder block water jacket respectively; the fan is located behind the radiator to accelerate airflow;

[0025] The expansion tank is connected to the radiator and is used to regulate pressure and store coolant that expands or contracts due to temperature changes.

[0026] Furthermore, a first solenoid valve is provided between the second heat pipe array and the cylinder head water jacket, and the first solenoid valve is also connected to the radiator through a second solenoid valve.

[0027] A four-way valve is also provided between the phase change thermal storage system and the lower cylinder water jacket. The four ports of the four-way valve are respectively connected to the phase change thermal storage system, the upper and lower layers of the lower cylinder water jacket, and the radiator.

[0028] The second solenoid valve is connected to the four-way valve and shares a port with the radiator.

[0029] In summary, compared with the prior art, the above-described technical solution conceived by this utility model has the following main technical advantages:

[0030] 1. The rapid warm-up device for preventing emulsification in hydrogen engines provided by this utility model adopts high-efficiency heat transfer technology using a heat pipe array. By directionally transferring the high-temperature heat from the exhaust area and cylinder head water jacket to the lower cylinder block water jacket, it greatly shortens the warm-up time required for the lower cylinder block water jacket, providing conditions for suppressing the liquefaction of combustion-produced water at the lower cylinder liner. Simultaneously, the heat exchange primarily utilizes the thermal energy of the hydrogen engine itself, reducing the demand for external energy, effectively improving the engine's stage anti-emulsification efficiency and reducing energy consumption.

[0031] 2. Through the innovative design of the coolant after-treatment stage, the high-temperature coolant in the lower cylinder water jacket is actively extracted by the phase change heat storage system when the engine is stopped. The coolant is kept warm in the phase change heat storage system, providing preheated coolant for the next cold start, accelerating the warm-up rate and recycling the heat of the coolant.

[0032] 3. The phase change thermal storage system designed in this invention adopts a layered insulation cavity structure. Through the solid-solid phase change mechanism of the phase change material, combined with the enhanced insulation of the upper layer of loofah fiber-based composite phase change material and the coordinated control strategy of active heating in the lower layer, rapid preheating of the coolant under cold start conditions is achieved, providing a good precondition for subsequent rapid warm-up. Simultaneously, the temperature sensors, infrared detectors, and water level gauges arranged on the phase change thermal storage system provide abundant data for its PID parameter adjustment, ensuring the temperature stability of the engine under different operating conditions and significantly improving the overall energy efficiency of the system.

[0033] 4. This utility model's optimized thermal management method, through closed-loop linkage of temperature sensors, solenoid valves, and engine controllers, sets up different stages of coolant circulation, achieving real-time and precise control of coolant temperature, flow rate, and pressure. This ensures system reliability and stability while enabling rapid warm-up of the lower cylinder block. This method integrates staged coolant flow paths, efficient heat transfer via heat pipe arrays, and waste heat recovery from the hydrogen engine, reducing heat loss and energy waste, thus meeting energy conservation and environmental protection requirements. The staged warm-up strategy, by controlling coolant flow and heating processes in stages, greatly improves warm-up speed and energy efficiency.

[0034] In summary, this utility model, through technological innovation and system integration, has achieved significant breakthroughs in rapid warm-up, heat management, and energy conservation and environmental protection. It not only improves the practicality and economy of hydrogen engines, but also provides reliable technical support for their large-scale commercial application, and has broad market prospects and social value. Attached Figure Description

[0035] Figure 1 This is the system flowchart for rapid warm-up in this application.

[0036] Figure 2 This is a schematic diagram of a phase change thermal energy storage system.

[0037] Figure 3 This is a top view schematic diagram of a phase change thermal energy storage system.

[0038] Figure 4 This is a schematic diagram illustrating the principle of the preheating stage in the small cycle of the engine in this application.

[0039] Figure 5 This is a schematic diagram illustrating the principle of the split-cycle warm-up stage in the small-cycle of the engine in this application.

[0040] Figure 6 This is a schematic diagram of the principle of the normal operating small circulation (without exhaust heat) in the small circulation of the engine in this application.

[0041] Figure 7 This is a schematic diagram of the principle of the engine large circulation in this application.

[0042] Figure 8 This is a schematic diagram illustrating the principle of the engine coolant after-treatment stage in this application.

[0043] In all the accompanying drawings, the same reference numerals are used to denote the same elements or structures, wherein:

[0044] 1-Engine; 2-Cylinder head water jacket; 3-Upper cylinder block water jacket; 4-Lower cylinder block upper water jacket; 5-Lower cylinder block lower water jacket; 6-Engine exhaust pipe; 7-First valve; 8-Second valve; 9-Third valve; 10-Fourth valve; 11-First water pump; 12-Coolant; 13-Four-way valve; 14-First valve; 15-First solenoid valve; 16-Second solenoid valve; 17-First connecting water tank; 18-Second connecting water tank; 19-First heat pipe array; 20-Second heat pipe array; 21-Phase change heat storage system; 22-Fan; 23-Radiator; 24-Expansion tank; 25-Heating device; 26-Cylinder head and upper cylinder block temperature sensor; 27-Lower cylinder block temperature sensor; 28-Phase change heat storage system temperature sensor.

[0045] 2101-Heat exchange layer; 2102-Phase change material; 2103-Auxiliary heating layer; 2104-Heating wire; 2105-High temperature resistant ceramic partition; 2106-Transition valve; 2107-First temperature sensor; 2108-Second temperature sensor; 2109-First water level gauge; 2110-Second water level gauge; 2111-Liquid inlet; 2112-Liquid outlet; 2113-Inlet valve. Detailed Implementation

[0046] To make the objectives, technical solutions, and advantages of this utility model clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this utility model. Furthermore, the technical features involved in the various embodiments of this utility model described below can be combined with each other as long as they do not conflict with each other.

[0047] It should be noted that the terms "upper," "lower," "left," and "right" mentioned in the specific embodiments refer to the positional correspondences relative to the accompanying drawings, not the actual positional relationships of the devices. These positional terms are introduced to better explain the application scenario of this device. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, features defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0048] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0049] Please see Figure 1-8 As shown, this utility model provides a rapid warm-up device for preventing emulsification in hydrogen engines, comprising:

[0050] The system comprises a first heat pipe array 19, a second heat pipe array 20, a phase change heat storage system 21, and a water jacket disposed inside the engine 1. The water jacket is located in the cylinder head, upper cylinder block, and lower cylinder block of the engine 1 and is separated by valves to form a cylinder head water jacket 2, an upper cylinder block water jacket 3, and a lower cylinder block water jacket, which are used to regulate the temperature of the engine 1 by the flow of coolant.

[0051] The first heat pipe array 19 is connected to the engine exhaust pipe 6 and the lower cylinder water jacket respectively, and is used to transfer the heat of the engine exhaust pipe 6 to the lower cylinder water jacket.

[0052] The second heat pipe array 20 is connected to the cylinder head water jacket 2 and the lower cylinder block water jacket respectively, and is used to transfer the heat of the cylinder head water jacket 2 to the lower cylinder block water jacket;

[0053] The phase change heat storage system 21 is connected to the lower cylinder water jacket and is used to store the heat of the coolant in the lower cylinder water jacket. When the engine 1 is cold started, the coolant in the phase change heat storage system 21 is transported to the lower cylinder water jacket to preheat the engine 1.

[0054] This invention addresses the problems of low heat utilization efficiency, high risk of oil emulsification, and insufficient practicality of existing engine cooling systems during the warm-up phase. By rationally utilizing exhaust waste heat, optimizing coolant flow path, and employing a staged heating strategy, the invention achieves rapid warm-up, reduces the risk of oil emulsification in hydrogen engines, and improves the practicality and economy of hydrogen engines.

[0055] Specifically, such as Figure 1 As shown, the device of this utility model includes a hydrogen engine 1 body, a water system, a heat transfer device system, a phase change heat storage system 21, a heating device 25, a heat dissipation device, a water pump assembly, and a temperature control sensor module.

[0056] The water system includes a water jacket assembly and a control valve assembly. The water jacket assembly divides the engine water jacket into two parts: the cylinder head water jacket 2 and the cylinder block water jacket. The cylinder block water jacket includes an upper cylinder block water jacket 3 and a lower cylinder block water jacket. Furthermore, the lower cylinder block water jacket is divided into an upper lower cylinder block water jacket 4 and a lower lower cylinder block water jacket 5. The control valve assembly includes a first valve 7, a second valve 8, a third valve 9, a fourth valve 10, and a four-way valve 13. The cylinder head water jacket 2 and the upper cylinder block water jacket 3 are relatively independent, and their connection is controlled by the third valve 9 and the fourth valve 10. The upper cylinder block water jacket 3 and the upper lower cylinder block water jacket 4 are relatively independent, and their connection is controlled by the second valve 8. The upper lower cylinder block water jacket 4 and the lower lower cylinder block water jacket 5 are relatively independent, and their connection is controlled by the first valve 7 and the four-way valve 13.

[0057] Furthermore, the upper port of the four-way valve 13 is connected to the phase change heat storage system 21, the left port is connected to the upper water jacket 4 of the lower cylinder, the right port is connected to the small circulation external cooling system and the large circulation external cooling system, and the lower port is connected to the lower water jacket 5 of the lower cylinder. The four-way valve arrangement integrates a multivariable PID control algorithm and has dynamic flow regulation function.

[0058] To enhance the heating speed of the lower water jacket, the heat transfer device is installed. The heat transfer device system includes a first heat pipe array 19, a second heat pipe array 20, a first connecting water tank 17, and a second connecting water tank 18. The first heat pipe array 19 and the second heat pipe array 20 are bundles of heat pipes. Each heat pipe includes a shell, a wick, and a working fluid. The shell is divided into an evaporation zone and a condensation zone at both ends. The shell in the evaporation zone is connected to the heat source; the shell in the condensation zone is connected to the connecting water tank. The wick is a capillary structure inside the heat pipe, typically made of sintered powder, sintered mesh, microgrooves, or a composite structure. It is used to transport the condensed liquid working fluid (working fluid) from the condensation zone back to the evaporation zone via capillary force. The working fluid is the medium in the heat pipe, typically water, ethanol, or a refrigerant, used to absorb heat and vaporize in the evaporation zone and release heat and condense in the condensation zone, achieving rapid heat transfer for rapidly heating the lower water jacket 5 of the lower cylinder.

[0059] Furthermore, the first heat pipe array 19 is located between the engine exhaust pipe 6 and the first connecting water tank 17, and is used to transfer heat from the engine exhaust pipe 6 to the first connecting water tank 17 to quickly heat the lower cylinder block water jacket 5. The second heat pipe array 20 is located between the first solenoid valve 15 and the second connecting water tank 18. The first solenoid valve 15 is connected to the cylinder head water jacket 2, and is used to transfer heat from the cylinder head water jacket 2 to the second connecting water tank 18 to quickly heat the lower cylinder block water jacket 5.

[0060] Furthermore, the first connecting water tank 17 is located between the first heat pipe array 19 and the lower cylinder block, and the second connecting water tank 18 is located between the second heat pipe array 20 and the lower cylinder block, serving as a transition structure for the coolant to ensure efficient heat transfer between the heat pipe array and the lower cylinder block. The connecting water tanks, as a transition structure, facilitate the rapid transfer of energy from the cylinder head and exhaust to the coolant in the lower cylinder block.

[0061] It is worth noting that in this patent, the heat sources connected to the evaporation zone shells of the first heat pipe array 19 and the second heat pipe array 20 are the exhaust 6 and the cylinder head water jacket 2, respectively; the condensation zone shells of the first heat pipe array 19 and the second heat pipe array 20 are connected to the first connecting water tank 17 and the second connecting water tank 18, respectively.

[0062] like Figure 2 and 3As shown, this utility model also provides a phase change thermal storage system 21 with dual-mode switching function. The phase change thermal storage system 21 is connected to the second connecting water tank 18 and the lower water jacket 5 of the lower cylinder through the upper and lower ports of the four-way valve 13. It includes a layered insulation cavity, a temperature and water level module controller, a heating module, and a coolant channel. The layered insulation cavity includes upper and lower layers. The upper layer is a heat exchange layer 2101 with phase change material 2102 arranged inside for efficient heat storage or release. The lower layer is an auxiliary heating layer 2103 with heating wire 2104 wrapped around it, which is isolated from the heat exchange layer 2101 through a transition valve 2106. The high-temperature resistant ceramic partition 2105 is used to isolate the heat exchange layer 2101 from the external environment, thus achieving a heat preservation effect.

[0063] The temperature and water level module controller integrates a first temperature sensor 2107, a second temperature sensor 2108, a first water level gauge 2109, and a second water level gauge 2110, for real-time monitoring of the temperature and water level of the upper and lower layers of coolant and for regulating the water flow path. Furthermore, the first temperature sensor 2107 and the first water level gauge 2109 are located in the heat exchange layer 2101; the second temperature sensor 2108 and the second water level gauge 2110 are located in the auxiliary heating layer 2103.

[0064] The heating module includes a heating wire 2104, which is spirally wound on the outer wall of the auxiliary heating layer 2103 and is used to supplement the heating of the coolant when the coolant temperature in the previous stage does not reach the expected level.

[0065] The coolant channel includes an inlet 2111, an outlet 2112, an inlet valve 2113, and a transition valve 2106. The inlet 2111 is connected to the heat exchange layer 2101 and is located above and to the side of the heat exchange layer 2101. The inlet 2111 is connected to the inlet valve 2113. The outlet 2112 is located at the tail of the auxiliary heating layer 2103. The transition valve 2106 is located on the high-temperature resistant ceramic partition 2105 and connects the heat exchange layer 2101 and the auxiliary heating layer 2103.

[0066] Preferably, the heat exchange layer 2101 is an insulation cavity made of a phase change material 2102, a loofah fiber-based phase change composite material. The natural three-dimensional porous network structure of the loofah fiber is loaded with a paraffin-based phase change medium through a vacuum impregnation process. The porosity of the loofah fiber is significantly higher than that of conventional natural fiber materials (such as kapok and coconut fiber), the pore size distribution is adapted to the flow requirements of paraffin, the phase change temperature matches the thermal cycling range of the target application scenario, and the latent heat performance is superior to that of traditional fiber-based composite materials, forming an integrated insulation layer with both heat storage and heat transfer functions. When the coolant flows through the pores, the solid-solid phase change of the phase change material is triggered by forced convection and capillary action, achieving efficient heat storage or release.

[0067] Preferably, the liquid inlet 2111 is designed as a spiral guide structure with a guide vane at a tangential angle of 30° to the outer wall of the insulation cavity. When the coolant flows tangentially into the porous network of the heat exchange layer 2101, it forms a swirling flow, which enhances the turbulence effect to increase the contact area between the phase change material and the fluid and improve the heat transfer efficiency.

[0068] Preferably, the auxiliary heating layer 2103 adopts a solenoid structure with spiral guide fins arranged on the inner wall, so that the coolant forms periodic eddy disturbance in the tube, enhancing the heat penetration of the boundary layer.

[0069] Preferably, the second temperature sensor 2108 is equipped with an infrared thermal imager online monitoring system and a PID algorithm. The infrared thermal imager online monitoring system acquires temperature field distribution data of the outer wall of the solenoid through a quartz observation window and uses a convolutional neural network to identify and locate hot spots in the early stage; the PID algorithm can accurately control the output power of the heating wire 2104 through the temperature feedback from the second temperature sensor 2108 and the observation data from the infrared thermal imager online monitoring system.

[0070] Furthermore, when the engine starts, the first temperature sensor 2107 detects whether the coolant temperature has reached the first preset temperature T. a If the engine coolant coolant fails to reach the first preset temperature T due to insufficient residual heat from the previous stage, prolonged shutdown, or other reasons, the first temperature sensor 2107 will detect that the coolant temperature has not reached the first preset temperature T. a The engine controller opens the passage of the transition valve 2106, directing coolant into the auxiliary heating layer 2103, and activates the heating wire 2104 to heat the coolant to the preset temperature T. a Finally, the coolant is drained into the lower cylinder water jacket; if the coolant temperature reaches the first preset temperature T... a In this case, the coolant is directly introduced into the lower cylinder water jacket without turning on the heating wire.

[0071] Specifically, in this process, the first temperature sensor 2107 monitors the current temperature of the coolant and its cumulative change over time in real time, and determines the heat storage state of the phase change material based on a dual-temperature preset mechanism. The dual-temperature preset mechanism specifically means that when the coolant temperature no longer rises and tends to stabilize, and the slope of the temperature change curve tends to flatten, it can be determined that the heat from the phase change material has been basically released.

[0072] Specifically, this process involves real-time acquisition of temperature data of the auxiliary heating layer 2103 based on the infrared thermal imager online monitoring system and PID algorithm using the second temperature sensor 2108, and subsequent PID parameter correction. Furthermore, the PID parameter adjustment process employs a feedforward-feedback composite control architecture: the feedback loop uses the temperature T_actual of the coolant at the outlet 2112 of the auxiliary heating layer 2103, acquired in real-time by the second temperature sensor 2108, as the primary control variable, and modifies it against a preset temperature T_actual. a The deviation is e(t) = T a -T_actual; The feedforward channel obtains operating parameters such as coolant flow rate Q and initial temperature T_inlet through the engine operating status bus, and constructs a dynamic compensation model based on the heat transfer differential equation. This model enables the hydrogen engine to autonomously adjust the power of the heating wire 2104 according to the deviation e(t), ensuring that the coolant temperature reaches the preset temperature T when discharged from the phase change heat storage system 21. a Meanwhile, the module detects the temperature field distribution data of the outer wall of the solenoid through the infrared thermal imager online monitoring system, and realizes overheat protection for the auxiliary heating layer 2103 and the heating module. When an abnormal temperature area is detected, the PID automatically adjusts the current density of the corresponding winding segment to form a closed-loop temperature equalization control strategy to ensure that the axial temperature rise gradient does not exceed the technical specifications.

[0073] Specifically, during the process of introducing coolant into the auxiliary heating layer 2103, when the first water level gauge 2109 detects that the coolant in the heat exchange layer 2101 has been completely drained, the transition valve 2106 is closed.

[0074] Specifically, when the coolant is discharged from the outlet 2112, the phase change thermal storage system 21 is shut down when the second water level gauge 2110 detects that the coolant in the auxiliary heating layer 2103 has been completely discharged.

[0075] Furthermore, after the engine receives a shutdown command, the engine enters the coolant post-treatment stage. At this time, the inlet valve 2113 opens, and the high-temperature coolant is drawn to the heat exchange layer 2101 through the four-way valve 13. It then flows tangentially into the porous network of the loofah fiber-based phase change composite material in the heat exchange layer 2101 through the spiral-guided inlet 2111, forming a swirling flow to enhance the turbulence effect. When the phase change material temperature reaches the phase change temperature, the material undergoes a solid-solid phase change, storing heat.

[0076] Furthermore, during shutdown, whenever the coolant temperature drops below the phase change temperature of the phase change material 2102, the phase change material undergoes a phase change and releases heat, thus maintaining the coolant temperature near the phase change temperature.

[0077] The small-circuit external cooling system includes a small-circuit external water circuit. The connection between the small-circuit external water circuit and the cylinder head water jacket 2 is controlled by the first solenoid valve 15, which sequentially connects to the left and lower branches of the second solenoid valve 16, and is connected to the lower cylinder block lower water jacket 5 through the four-way valve 13, for the circulation of coolant in the small-circuit under normal operating conditions (without exhaust heat).

[0078] The large-circuit external cooling system includes a large-circuit external water passage, a radiator 23, a fan 22, and an expansion tank 24. The connection between the large-circuit external water passage and the cylinder head water jacket 2 is controlled by a first solenoid valve 15, which sequentially connects to the left and right branches of a second solenoid valve 16 and the radiator 23. It is also connected to the lower cylinder block water jacket 5 via a four-way valve 13 for coolant circulation during the large-circuit cooling phase. The radiator 23 is connected to the second solenoid valve 16 and the four-way valve 13 to dissipate heat from the coolant to the external environment through heat exchange, ensuring stable internal temperatures of the engine and related components. The fan 22 is installed behind the radiator 23 to accelerate airflow and improve cooling efficiency. The expansion tank 24 is connected to the radiator 23 to regulate the pressure within the cooling system and store coolant that expands or contracts due to temperature changes, ensuring system stability.

[0079] The water pump assembly includes a first water pump 11. The first water pump 11 is connected to the cylinder head water jacket 2 and the upper cylinder block water jacket 3, and is equipped with a PID algorithm to drive the coolant to circulate between the cylinder head water jacket 2 and the upper cylinder block water jacket 3, and has a dynamic flow regulation function.

[0080] The temperature control sensor module includes a phase change heat storage system temperature sensor 28, a cylinder head and upper cylinder block temperature sensor 26, and a lower cylinder block temperature sensor 27, which are used to monitor the temperature changes of each part in real time and feed the signals back to the engine controller so as to accurately adjust the operating parameters of the system.

[0081] The engine controller is connected to the temperature control module controller and the heating module controller, and is used to receive engine coolant temperature signals.

[0082] The heating device 25 is connected to the cooling system via a second solenoid valve 16, used to transfer heat from the coolant to the vehicle interior in winter, providing heating. The second solenoid valve 16 adjusts the flow rate of coolant into the heating device 25 according to signals from the engine controller, thereby precisely controlling the interior temperature. The heating device 25 has an internal heat exchanger; as the coolant flows through the heat exchanger, it transfers heat to the air, which is then blown into the vehicle interior by the fan 22, achieving rapid temperature increase.

[0083] This utility model also provides a rapid warm-up method for preventing emulsification in a hydrogen engine, including the following steps: during a cold start of the engine 1, determining whether the temperature of the coolant in the heat exchange layer of the phase change thermal storage system 21 has reached a first preset temperature T. a If the coolant temperature reaches the first preset temperature T a Open the transition valve 2106 passage to directly introduce coolant into the lower cylinder water jacket; if the first preset temperature T is not reached... a Then, the transition valve 2106 passage and the heating module of the auxiliary heating layer are opened to heat the coolant to the preset temperature T. a Then, the coolant is discharged into the lower cylinder water jacket to preheat the lower cylinder water jacket of engine 1. When the second water level gauge 2110 detects that the coolant in the auxiliary heating layer 2103 has been completely discharged, the phase change heat storage system 21 is shut down;

[0084] When the cylinder head temperature T1 is greater than the second preset temperature T1 at the same time b The water jacket temperature T3 of the lower cylinder is greater than the first preset temperature T. a And less than the second preset temperature T b At this time, the coolant in the lower cylinder block water jacket is self-circulated, and the coolant between the cylinder head water jacket 2 and the upper cylinder block water jacket 3 is circulated.

[0085] The current cylinder block water jacket temperature T3 is greater than the second preset temperature T. b This allows the coolant to circulate throughout the entire engine.

[0086] Furthermore, when the temperature of any one of the cylinder head water jacket 2, upper cylinder block water jacket 3, and lower cylinder block water jacket is detected to be greater than the third preset temperature T... c When the time comes, turn on the cooling device to allow the coolant to cool down through the cooling device before circulating it throughout the entire water jacket;

[0087] After the engine 1 stops, close the valves between the cylinder head water jacket 2, the upper cylinder block water jacket 3, and the lower cylinder block water jacket, and open the phase change heat storage system 21 to pump the coolant in the lower cylinder block water jacket into the phase change heat storage system 21 for heat preservation.

[0088] This invention achieves rapid warm-up and precise heat management of hydrogen engines by optimizing the coolant flow path, employing a staged heating strategy, and utilizing the synergistic effect of high-efficiency heat storage materials, combined with exhaust waste heat recovery technology. This significantly improves the engine's cold start efficiency and operational stability, reduces the risk of oil emulsification, and provides technical support for the large-scale application of hydrogen engines and the low-carbon transformation of the transportation sector.

[0089] The working principle of this utility model is illustrated below through specific examples:

[0090] This invention includes a large circulation system and a small circulation system. The small circulation system includes a rapid warm-up function. The small circulation process can be broken down into four stages: a preheating stage (without water), a separate circulation warm-up stage, and a normal operating small circulation stage (without exhaust heat). The large circulation system is the heat dissipation stage, and the shutdown period is the coolant post-treatment stage.

[0091] When a hydrogen engine is cold-started, the engine body temperature is low. At this time, the engine oil temperature is also low, and its viscosity is high, which reduces lubrication performance and may cause wear. Therefore, it is generally necessary to warm up the engine to a certain temperature before starting operation. Specific implementation methods will be discussed in detail below.

[0092] Engine preset temperature first preset temperature T a The second preset temperature T b The third preset temperature T c The three temperatures are selected according to the appropriate range for different engine types. The temperature sensors installed in the cylinder head water jacket 2, the upper cylinder block water jacket 3, and the lower cylinder block water jacket receive temperature signals T1, T2, and T3 respectively, and the first temperature sensor 2107 installed in the phase change heat storage system 21 receives temperature signal T4.

[0093] like Figure 4 As shown, the preheating stage specifically involves the engine controller determining whether T4 is greater than or equal to the first preset temperature T. a If T4≥T a Then the valve in the phase change thermal storage system 21 opens, and the preheated coolant flows sequentially through the upper and lower ports of the four-way valve 13 and the first valve 7 into the lower cylinder lower water jacket 5 and the upper cylinder upper water jacket 4; if T4 < T a Then, the heating wire is activated to heat the pre-stored coolant until T4 = Ta, the heating wire is turned off, and the same steps are repeated to allow the preheated coolant to flow into the lower cylinder water jacket.

[0094] It should also be noted that, since the temperature of the cylinder head water jacket 2 is not high at this time, and the lower cylinder block water jacket is in a water-filled state, the heat introduced into the engine exhaust pipe 6 and the cylinder head water jacket 2 is not considered. The first valve 14 and the first solenoid valve 15 are closed, and the first heat pipe array 19 and the second heat pipe array 20 do not participate in heating the coolant in the lower cylinder block water jacket.

[0095] Furthermore, this stage ends when the second water level gauge 2110 in the phase change thermal storage system 21 detects that the coolant has been drained.

[0096] like Figure 5 As shown, the specific warm-up stage of the split-circulation system is as follows: when T1 > T... b T a <T3<T bThe first valve 7, the third valve 9, the fourth valve 10, the left port and the lower port of the four-way valve 13 are opened. The first water pump 11 is turned on. During this stage, only the coolant between the upper water jacket 4 and the lower water jacket 5 of the lower cylinder block is self-circulated, as well as the coolant between the cylinder head water jacket 2 and the upper cylinder block water jacket 3 is circulated.

[0097] It is worth noting that during this process, the first water pump 11 controls the coolant circulation rate between the cylinder head water jacket 2 and the upper cylinder block water jacket 3 based on the real-time temperature difference between the cylinder head water jacket 2 and the upper cylinder block water jacket 3 and the rate of temperature change of the cylinder head. If the cylinder head and upper cylinder block temperature sensor 26 detects that the temperature of the cylinder head water jacket 2 rises rapidly and the temperature difference between the cylinder head water jacket 2 and the upper cylinder block water jacket 3 is large, the PID parameters of the first water pump 11 are adjusted to automatically control its power to increase, thereby accelerating the coolant circulation rate between the cylinder head water jacket 2 and the upper cylinder block water jacket 3; conversely, the PID is adjusted to reduce the power of the first water pump 11, thereby slowing down the coolant circulation rate between the cylinder head water jacket 2 and the upper cylinder block water jacket 3.

[0098] This process achieves rapid temperature equalization, dynamic flow rate matching, and overheat protection of the coolant between the cylinder head water jacket 2 and the upper cylinder block water jacket 3. Specifically, this mechanism enables rapid and even heat transfer, ensuring uniform temperature distribution within the system, avoiding localized high temperatures, and optimizing cooling performance. It also meets the heat dissipation requirements of the engine under different operating conditions, reducing energy consumption. Through efficient heat dissipation, it prevents critical components such as the cylinder head from deforming or being damaged due to overheating, extending the engine's service life.

[0099] Simultaneously, during this process, the PID parameters of the four-way valve 13 are adjusted based on the real-time temperature difference and temperature change rate between the upper water jacket 4 and the lower water jacket 5 of the lower cylinder block. The four-way valve 13 controls the coolant circulation rate between the two, thereby achieving rapid warm-up.

[0100] Furthermore, the first valve 14 opens, and the heat from the engine exhaust gas is transferred through the first heat pipe array 19 to continue heating the coolant in the lower cylinder block water jacket. In addition, the right branch of the first solenoid valve 15 is closed, while the left and lower branches are opened, introducing the heat generated in the combustion chamber into the second connecting water tank 18 through the second heat pipe array 20.

[0101] Furthermore, the cylinder block temperature sensor 27 detects that the lower cylinder block water jacket temperature T3 has reached the second preset temperature T. b At that time, this phase ends.

[0102] During this stage, the combustion chamber and exhaust temperatures rise, while the large amount of heat generated by hydrogen combustion is rapidly transferred to the lower cylinder block water jacket through the first heat pipe array 19 and the second heat pipe array 20. This multiple heat transfer mechanism causes the cylinder block temperature to rise rapidly. It's easy to understand that the lower cylinder block self-circulation stage heats up quickly under these multiple heating mechanisms, but it places certain demands on the exhaust and cylinder head temperatures. Excessive introduction of exhaust temperature may negatively impact turbocharging; therefore, dual temperature conditions are set to control this.

[0103] like Figure 6 As shown, the normal operating condition small circulation (without exhaust heat) specifically involves the following: first valve 7, second valve 8, third valve 9, left and right branches of first solenoid valve 15, left and lower branches of second solenoid valve 16, right port and lower port of four-way valve 13 are open. At this time, the heat from the exhaust and the heat from the cylinder head water jacket 2 are not introduced into the lower cylinder block water jacket. The coolant circulates between the upper water jacket 4 of the lower cylinder block, the lower water jacket 5 of the lower cylinder block, the upper cylinder block water jacket 3, and the cylinder head water jacket 2.

[0104] The specific process is as follows: reaching the second preset temperature T b Afterwards, the coolant flows through the water jackets throughout the engine. The four-way valve 13 drives the coolant into the lower cylinder block water jacket 5, through the first valve 7 into the upper cylinder block water jacket 4, through the second valve 8 into the upper cylinder block water jacket 3, and then through the third valve 9 into the cylinder head water jacket 2. It then sequentially passes through the left and right branches of the first solenoid valve 15 and the left and lower branches of the second solenoid valve 16 back to the four-way valve 13. This cycle continues until any temperature sensor in the engine water jackets (cylinder head and upper cylinder block temperature sensor 26 and lower cylinder block temperature sensor 27) detects that the coolant temperature has reached the third preset temperature T. c At that time, the normal operating condition small circulation (without exhaust heat) ends.

[0105] In this process, the engine controller integrates the overall temperature of the engine water circuit and the PID parameters of the four-way valve 13 for local temperature correction, and controls the power of the four-way valve 13 to ensure rapid warm-up while avoiding cylinder burning caused by excessive local temperature in the hydrogen engine.

[0106] It is easy to understand that during the normal operating condition small circulation (without exhaust heat) phase, the coolant circulates between the cylinder head and the upper and lower cylinder block water jackets, without the need for heat transfer from the heat pipe array. This phase is a rapid temperature equalization phase, where the coolant circulates inside the engine, and the temperature can quickly reach the engine's normal operating temperature.

[0107] like Figure 7 As shown, the large-cycle phase specifically involves the engine controller processing the temperature signal and using the temperature T detected by any temperature sensor in the engine water jacket (cylinder head and upper cylinder block temperature sensor 26 and lower cylinder block temperature sensor 27) as the standard. When T > the third preset temperature Tc At this time, the first valve 7, the second valve 8, the third valve 9, the left and right branches of the first solenoid valve 15 and the second solenoid valve 16, the right port and the lower port of the four-way valve 13 are opened. At this time, the coolant flows through the entire engine water jacket and is dissipated through the aforementioned cooling system, preventing damage caused by excessive engine temperature.

[0108] The specific process is as follows: the coolant is driven by the four-way valve 13 into the lower cylinder block water jacket 5, then through the first valve 7 into the upper cylinder block water jacket 4, and through the second valve 8 into the upper cylinder block water jacket 3. It then passes through the third valve 9 into the cylinder head water jacket 2, and sequentially flows through the left and right branches of the first solenoid valve 15 and the second solenoid valve 16, as well as the cooling system, back to the four-way valve 13. This cycle continues until a stop command is issued, at which point this stage ends.

[0109] like Figure 8 As shown, the post-processing stage specifically involves the following steps: when the vehicle owner issues a stop command, the upper and lower ports of the four-way valve 13 and the first valve 7 are opened, drawing the coolant from the lower cylinder water jacket into the phase change heat storage system 21 for heat preservation, so that the lower cylinder water jacket is in a waterless state, reducing the possibility of cylinder water leakage causing oil emulsification and improving oil durability.

[0110] Meanwhile, the temperature of the coolant entering the phase change thermal storage system 21 is higher than the phase change temperature of the phase change material. The phase change material absorbs heat until the temperature reaches the phase change temperature. The biomimetic loofah fiber-based composite phase change material begins to absorb heat and undergo a phase change, storing heat.

[0111] If the vehicle owner issues a command to turn on the heating device 25, the upper branch of the second solenoid valve 16 will open, without affecting the overall temperature control status of the engine.

[0112] The hydrogen engine completes its cycle after going through a preheating stage (without water), a split-circulation warm-up stage, a normal operating small cycle (without exhaust heat), a large cycle stage, and an after-treatment stage, demonstrating the practical feasibility of this device.

[0113] In the coolant after-treatment stage, after the engine is stopped, the four-way valve draws the high-temperature coolant from the lower cylinder block into the phase change heat storage system for insulation and phase change material heat storage. This maintains the coolant temperature around the phase change temperature, providing preheating heat for the next start-up and ensuring that the lower cylinder block is free of coolant during the next start-up, avoiding oil emulsification problems caused by coolant leakage during cold starts. During the engine start-up stage, the phase change heat storage system directionally delivers the high-temperature coolant to the lower cylinder block water jacket to accelerate the warm-up process. During this process, a temperature sensor monitors the current coolant temperature and its cumulative change over time in real time, and determines the heat storage state of the phase change material based on a dual-temperature preset mechanism. If the coolant temperature has not yet reached the preset value, the phase change heat storage system heating module control module is activated to provide auxiliary heating, ensuring a fast and efficient warm-up process. In the small circulation stage, through precise control of each valve, separate circulation warm-up and normal operating condition small circulation are achieved sequentially, gradually increasing the cylinder block temperature to normal operating conditions. During the main circulation phase, when the cylinder block temperature reaches a preset value, the coolant enters the main circulation and flows through the radiator to dissipate heat and prevent the engine from overheating.

[0114] In summary, this invention, based on a graded thermal management strategy, significantly reduces the volume of coolant requiring heating during the warm-up phase by dynamically controlling the coolant flow path and retention rate. Combined with the efficient directional heat transfer technology of the heat pipe array, it rapidly transfers waste heat from the cylinder head and exhaust to the cylinder block, simultaneously raising the temperature of both the upper and lower cylinder blocks and preventing water condensation and oil mixing due to localized low temperatures. The system integrates a phase change thermal storage system, utilizing layered insulation chambers and loofah fiber-based composite phase change materials to achieve intelligent heat storage and on-demand release, further shortening warm-up time and reducing the likelihood of oil emulsification. This invention effectively solves the problem of oil emulsification caused by water condensation during cold starts and short-distance operation at low temperatures.

[0115] Those skilled in the art will readily understand that the above description is merely a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A hydrogen engine anti-emulsification rapid warm-up device, characterized by, The application relates to a heat pipe array engine cooling system. The first heat pipe array (19) is connected with the engine exhaust pipe (6) and the lower cylinder water jacket respectively, and is used for transferring the heat of the engine exhaust pipe (6) to the lower cylinder water jacket. The second heat pipe array (20) is connected with the cylinder head water jacket (2) and the lower cylinder water jacket respectively, and is used for transferring the heat of the cylinder head water jacket (2) to the lower cylinder water jacket. The phase change heat storage system (21) is connected with the lower cylinder water jacket, is used for storing the heat of the cooling liquid in the lower cylinder water jacket, and is used for delivering the cooling liquid in the phase change heat storage system (21) to the lower cylinder water jacket when the engine (1) is cold started, so that the engine (1) is preheated. The first heat pipe array (19) and the second heat pipe array (20) comprise a shell and a liquid absorbing core, the two ends of the shell are respectively an evaporation zone and a condensation zone, the evaporation zone of the first heat pipe array (19) is connected with the engine exhaust pipe (6), and the condensation zone is connected with the first communication water tank (17); the evaporation zone of the second heat pipe array (20) is connected with the cylinder head water jacket (2), and the condensation zone is connected with the second communication water tank (18).

2. The hydrogen engine anti-emulsification rapid warm-up device according to claim 1, characterized by The first heat pipe array (19) and the second heat pipe array (20) are respectively provided with the first communication water tank (17) and the second communication water tank (18) between the lower cylinder water jacket.

3. The hydrogen engine anti-emulsification rapid warm-up device of claim 1, wherein The phase change heat storage system (21) comprises a heat exchange layer (2101) and an auxiliary heating layer (2103).

4. The hydrogen engine anti-emulsification rapid warm-up device of claim 1, wherein The heat exchange layer (2101) is internally provided with a phase change material (2102) and a cooling liquid channel. The auxiliary heating layer (2103) is provided with a heating wire (2104). The heat exchange layer (2101) and the auxiliary heating layer (2103) are separated by a transition valve (2106), the heat exchange layer is separated from the external environment by a high-temperature-resistant ceramic partition plate (2105), the heat exchange layer (2101) is provided with an inlet (2111), and the auxiliary heating layer (2103) is provided with an outlet (2112).

5. The hydrogen engine anti-emulsification rapid warm-up device of claim 4, wherein The heat exchange layer (2101) is internally provided with a first temperature sensor (2107) and a first water level gauge (2109); the auxiliary heating layer (2103) is internally provided with a second temperature sensor (2108) and a second water level gauge (2110).

6. The hydrogen engine anti-emulsification rapid warm-up device of claim 4, wherein The inlet (2111) is of a spiral flow guide structure, the auxiliary heating layer (2103) adopts a solenoid structure, and the inner wall is provided with spiral flow guide fins, so that the cooling liquid forms vortex disturbance in the pipe.

7. The hydrogen engine anti-emulsification rapid warm-up device of claim 5, wherein ​ 8. The hydrogen engine anti-emulsification rapid warm-up device of claim 1, wherein The lower cylinder water jacket is divided into an upper lower cylinder water jacket (4) and a lower lower cylinder water jacket (5) by a first valve (7); a second valve (8) is arranged between the upper lower cylinder water jacket (4) and the upper cylinder water jacket (3); a third valve (9), a fourth valve (10) and a first water pump (11) are arranged between the upper cylinder water jacket (3) and the cylinder head water jacket (2). Temperature sensors are arranged in the cylinder head water jacket (2), the upper cylinder water jacket (3) and the lower cylinder water jacket.

9. The hydrogen engine anti-emulsification rapid warm-up device of any one of claims 1-8, wherein, The rapid warming device further comprises a heat dissipation device, which comprises a radiator (23), a fan (22) and an expansion water tank (24); The radiator (23) is connected with the cylinder head water jacket (2) and the lower cylinder water jacket respectively; the fan (22) is arranged behind the radiator (23) and is used for accelerating air flow; The expansion water tank (24) is connected with the radiator (23) and is used for adjusting cooling liquid pressure and storing cooling liquid expanded or contracted due to temperature change.

10. The hydrogen engine anti-emulsification rapid warm-up device of claim 9, wherein A first electromagnetic valve (15) is arranged between the second heat pipe array (20) and the cylinder head water jacket (2); the first electromagnetic valve (15) is further connected with the radiator (23) through a second electromagnetic valve (16); A four-way valve (13) is further arranged between the phase change heat storage system (21) and the lower cylinder water jacket; four ports of the four-way valve (13) are connected with the phase change heat storage system (21), upper and lower layers of the lower cylinder water jacket and the radiator (23) respectively; The second electromagnetic valve (16) is connected with the four-way valve (13) and shares a port with the radiator (23).

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