Hydrogen production combustion-supporting system for engine and engine thereof

Abstract

The utility model discloses a hydrogen production combustion-supporting system for an engine and the engine thereof, and relates to the field of engines. The fuel oil turbulent flow mechanism is arranged in the fuel oil supply system of the engine, fuel oil is injected into the engine for combustion through the oil injection system after turbulent flow is generated in the device, meanwhile, the electrolysis equipment is arranged in the system, and hydrogen and oxygen prepared by the electrolysis equipment are conducted to the air inlet system of the engine, so that the fuel oil supply system of the engine is more energy-saving and environment-friendly. According to the invention, the inlet gas not only contains hydrogen, but also has high oxygen content, meanwhile, the inlet gas of an engine combustion chamber does not disturb the diffusion track of oil mist, fuel oil sprayed into the engine by the oil mist is subjected to turbulent flow in advance, so that uniform fine oil drops are formed in the combustion chamber, the hydrogen has the characteristics of high calorific value and flammability during ignition, and the high oxygen content enhances the flame propagation speed; the electrolysis equipment and the fuel oil turbulence mechanism act synergistically, so that fuel oil is combusted more sufficiently, the combustion reaction is more sufficient, and efficiency improvement, oil consumption reduction, power improvement, emission reduction and carbon deposition reduction are realized.

Description

Technical Field

[0001] This utility model relates to the field of engines, and in particular to a hydrogen production and combustion-supporting system for engines and the engine thereof. Background Technology

[0002] Traditional internal combustion engines consist of two main systems: the intake system and the fuel supply system. The fuel supply system, mainly composed of the fuel injection device, fuel supply lines, and injection controller, is responsible for injecting fuel into the combustion chamber. The intake system, composed of the air filter, intake lines, throttle body, and intake manifold, is responsible for supplying oxygen-containing air to the combustion chamber and regulating the air-fuel ratio by controlling the intake air flow and pressure.

[0003] Traditional internal combustion engines suffer from the following key issues affecting combustion efficiency:

[0004] Firstly, the fuel atomization is not fine enough. Fuel is mostly transported in a laminar flow state in the pipeline. After being broken up by traditional fuel injectors, the resulting fuel droplets are relatively large. Larger fuel droplets are prone to forming local fuel-rich areas in the combustion chamber, and they are difficult to completely vaporize during combustion, which easily leads to uneven mixing in some areas.

[0005] Secondly, insufficient air-fuel mixing. Conventional intake system designs often lack optimization of airflow organization, resulting in low turbulence intensity and difficulty in achieving sufficient mixing of fuel particles and air molecules. This leads to poor uniformity of the air-fuel mixture distribution within the combustion chamber, affecting flame propagation stability.

[0006] Incomplete combustion in an internal combustion engine will lead to: a significant decrease in fuel economy and energy conversion efficiency; an increase in the emission of unburned harmful substances in the exhaust gas, exacerbating environmental pollution; and the continuous accumulation of unburned residues on the inner wall of the combustion chamber, accelerating abnormal wear of key components and shortening engine life.

[0007] However, in existing designs, the intake system and fuel supply system are often optimized independently. Fuel is mainly generated through mechanical injection, resulting in uneven droplet size distribution due to laminar flow characteristics, creating localized fuel-rich zones within the combustion chamber. Simultaneously, intake system optimization can easily create strong turbulence, affecting the fuel injection process.

[0008] Due to the limitations of laminar flow transport characteristics, the fuel atomization process results in uneven droplet size distribution formed by mechanical injection. Some large, unbroken droplets create localized fuel-rich zones within the combustion chamber. Meanwhile, the intake system prioritizes airflow stability, leading to insufficient fuel atomization capacity carried by the airflow. Consequently, even with enhanced intake mixing and improved injection precision, the fuel spray diffusion trajectory remains affected by intake mixing, resulting in a persistent fuel-air distribution gradient within the combustion chamber, preventing the formation of an ideal homogeneous mixture.

[0009] It is evident that existing technologies suffer from a failure in the coordination between the fuel supply system and the air intake system, making it difficult for fuel and air to burn completely. This further hinders the improvement of fuel efficiency and makes it difficult to optimize pollution emissions and carbon deposits. Utility Model Content

[0010] To address the problems existing in the prior art, the main objective of this utility model is to provide a hydrogen production and combustion-assisted system for engines and its engine, which can work in conjunction with the fuel supply system and the intake system to form a mixture of intake air containing hydrogen and high oxygen content with fully atomized fuel in the combustion chamber, thereby improving fuel efficiency and optimizing pollution emissions and carbon deposits.

[0011] To achieve the above objectives, the present invention adopts the following technical solution:

[0012] In a first aspect, the present invention provides a hydrogen production and combustion-supporting system for an engine, used in an engine comprising an intake system and a fuel supply system, wherein the hydrogen production and combustion-supporting system comprises:

[0013] An electrolysis device for electrolyzing stored pure water into hydrogen and oxygen, and for supplying hydrogen and / or oxygen to the air filter and intake manifold of the intake system.

[0014] A fuel turbulence mechanism is used to turbulently flow fuel. Its input end is connected directly or indirectly to the fuel tank of the engine's fuel supply system, and its output end is connected to the fuel injection mechanism of the engine's fuel supply system.

[0015] The system control module is electrically connected to the electrolysis device and the fuel turbulence mechanism to control the process of hydrogen and oxygen electrolysis preparation and fuel turbulence.

[0016] Preferably, the electrolysis device includes a circulating water tank, a first water pump, a water flow sensing switch, an ion exchange resin, a PEM electrolysis cell, a gas-water separator, and a constant voltage and constant current power supply.

[0017] The circulating water tank, the first water pump, the ion exchange resin, and the PEM electrolysis cell are interconnected to supply pure water from the circulating water tank to the PEM electrolysis cell. The water flow sensing switch is installed on the connecting pipeline between the outlet of the circulating water tank and the inlet of the PEM electrolysis cell to obtain a water flow working signal. The gas outlet of the PEM electrolysis cell is connected to the gas inlet of the gas-water separator, the outlet of the gas-water separator is connected to the circulating water tank, and the gas outlet of the gas-water separator serves as a gas output port.

[0018] The constant voltage and constant current power supply is electrically connected to the PEM electrolysis cell, and a first heater is installed in the circulating water tank; the system control module is electrically connected to the PEM electrolysis cell, the first heater, the first water pump and the water flow sensing switch, so that pure water electrolysis can be controlled in a controllable manner in terms of temperature and water circulation.

[0019] Preferably, the electrolysis device further includes a main water storage tank and a second water pump. A first water level sensor is installed in the circulating water tank. The main water storage tank is connected to the circulating water tank through the second water pump. The system control module is electrically connected to the first water level sensor and the second water pump to control the main water storage tank to supply water to the circulating water tank. A second water level sensor is installed in the main water storage tank. The system control module is electrically connected to the second water level sensor to obtain the water level signal of the main water storage tank.

[0020] The circulating water tank is equipped with a TDS water quality sensor, and a three-way solenoid valve is installed between the gas-water separator and the circulating water tank. The system control module is electrically connected to the TDS water quality sensor and the three-way solenoid valve to control the switching between water circulation and drainage states and to send water quality signals.

[0021] Preferably, the gas output port of the electrolysis device is connected to the input end of the negative pressure valve, and the output end of the negative pressure valve is connected between the air filter and the intake manifold of the intake system.

[0022] Preferably, the fuel turbulence mechanism includes a turbulence body and an ultrasonic vibration generator, which is disposed outside the turbulence body to generate ultrasonic vibrations to the fuel flowing through the turbulence body; a first drive circuit is electrically connected to the ultrasonic vibration generator to drive the ultrasonic vibration generator; and the system control module is connected to the first drive circuit for control.

[0023] Preferably, the fuel turbulence mechanism includes a turbulence body and a second heater, disposed inside the turbulence body to heat the fuel flowing through the turbulence body; a second drive circuit is electrically connected to the second heater to drive the second heater; and the system control module is connected to the second drive circuit for control.

[0024] Preferably, the fuel turbulence mechanism includes a turbulence body, and at least one pair of permanent magnets with opposite polarities are disposed on the outer circumferential side of the turbulence body, and a catalyst layer is disposed between the permanent magnets and the turbulence body.

[0025] Preferably, the fuel turbulence mechanism includes a turbulence body, which includes: a turbulence chamber disposed within the turbulence body; a contraction pipe disposed at one end of the turbulence body, with the rear end of the contraction pipe connected to the turbulence chamber; an expansion pipe disposed at the other end of the turbulence body, with the front end of the expansion pipe connected to the turbulence chamber; and a helical blade disposed within the turbulence chamber.

[0026] Preferably, there are two or more contraction pipes, each configured as follows: one of the contraction pipes is located along the axial direction of the turbulent flow body, and the remaining contraction pipes are arranged in a ring around the outer side of the contraction pipe along the axial direction. The inner diameter of the total cross-section of the contraction pipe along the axial direction is equal to or smaller than the inner diameter of the total cross-section of the contraction pipe along the outer ring. Alternatively, each of the contraction pipes is arranged in a ring around the outer side of the contraction pipe along the axial direction, and the inner diameter of the total cross-section of each of the contraction pipes is the same. And / or, there are two or more expansion pipes, each configured as follows: one of the expansion pipes is located along the axial direction of the turbulent flow body, and the remaining expansion pipes are arranged in a ring around the outer side of the expansion pipe along the axial direction. The inner diameter of the total cross-section of the expansion pipe along the axial direction is equal to or smaller than the inner diameter of the total cross-section of the expansion pipe along the outer ring. Alternatively,

[0027] Each of the aforementioned expansion pipes is arranged in a ring around the outer side of the expansion pipes on the axis, and the inner diameter of each of the aforementioned expansion pipes is the same along its entire length; and / or, the contraction pipes of the outer ring are arranged axially offset from the expansion pipes of the outer ring.

[0028] In a second aspect, the present invention provides an engine comprising the aforementioned hydrogen production and combustion-supporting system for an engine.

[0029] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0030] (1) In this utility model, a fuel turbulence mechanism is set in the fuel supply system of the engine, so that the fuel is injected into the engine for combustion after being generated in the device. At the same time, an electrolysis device is set in this system. The hydrogen and oxygen prepared by the electrolysis device will be conducted to the intake system of the engine, so that the intake air not only contains hydrogen but also has a high oxygen content. Meanwhile, the intake air of the engine combustion chamber will not disturb the diffusion trajectory of the oil mist. The fuel injected into the engine is turbulent in advance, thus forming uniform fine oil droplets in the combustion chamber. The high calorific value and flammability of hydrogen at ignition, and the high oxygen content enhance the flame propagation speed. The electrolysis device and the fuel turbulence mechanism work together to promote more complete combustion of fuel, making the combustion reaction more complete, and ultimately achieving improved combustion efficiency, reduced fuel consumption, increased power output, reduced pollution emissions and reduced carbon deposits.

[0031] (2) In this utility model, the turbulent body is further configured as a structure consisting of a contraction pipe, a turbulent chamber, a spiral blade and an expansion pipe. When the fuel enters the contraction pipe, it is further pressurized and accelerated. The fuel is dispersed to various parts of the turbulent chamber and collides with each other in the spiral blade, which is shaped like a fan blade, to form a mixture of hydrogen and fine fuel particles. The mixture flows out from the expansion pipe, thereby achieving turbulent flow of fuel. Finally, the fuel is sprayed out in the injection mechanism in the form of fine oil particles.

[0032] (3) In this utility model, the fuel turbulence mechanism is further equipped with a heater. After the fuel is heated, its viscosity decreases and its fluidity increases, making it easier to atomize into fine droplets at the fuel injector. This allows the fuel and air to mix more thoroughly, improving combustion efficiency. At the same time, the thermal motion of the fuel molecules intensifies after heating, and after mixing with air in the cylinder, the combustion process becomes faster and more complete, releasing more energy. Heating the fuel will improve the anti-knock performance during combustion, making the engine run more smoothly. At the same time, heating the fuel also avoids the situation where, for example, diesel fuel is difficult to turbulentize in cold weather.

[0033] (4) In this utility model, the electrolysis equipment is further equipped with a circulating water tank, a water flow sensing switch, ion exchange resin, a PEM electrolysis cell, and a gas-water separator. With a relatively small water capacity, the temperature, flow rate, and purity of the electrolyzed pure water are controllable, resulting in more stable, pure, efficient, and controllable hydrogen and oxygen production. This allows real-time hydrogen and oxygen production to be adapted to various engine operating conditions involving mixed oxygen and hydrogen, achieving improved combustion efficiency, increased power, and reduced emissions. Simultaneously, the water vapor generated during electrolysis can be recovered into the circulating water tank, ensuring not only the purity of the produced hydrogen and oxygen but also enabling temperature-controlled pure water recycling.

[0034] (5) In this utility model, the fuel turbulence mechanism is further provided with a permanent magnet and a catalyst layer, wherein the catalyst layer is disposed between the turbulence body and the permanent magnet. Under the action of the magnetic field of the permanent magnet, the fuel fluid molecules are polarized, making the molecular arrangement more orderly, enhancing the interaction between fuel molecules, and improving the activity of the fuel. Under the action of the catalyst layer, materials such as rare earth, germanium, rare earth oxides, cerium, and lanthanum are used to change the properties of the fuel from a chemical level, adsorb impurities in the fuel, and play a role in purifying the fuel and promoting combustion.

[0035] The present invention will be further described below with reference to the accompanying drawings. Attached Figure Description

[0036] Figure 1 A schematic diagram of the structure of a hydrogen production and combustion-supporting system for an engine according to an embodiment of the present invention;

[0037] Figure 2 A schematic diagram of the structure of an electrolysis device for a hydrogen production and combustion assist system for an engine, according to an embodiment of the present invention;

[0038] Figure 3 A schematic diagram of the structure of a fuel turbulence mechanism in a first example of a hydrogen production and combustion-supporting system for an engine, according to an embodiment of the present invention.

[0039] Figure 4A schematic diagram of the fuel turbulence mechanism of a second example of a hydrogen production and combustion assist system for an engine according to an embodiment of the present invention;

[0040] Figure 5 A schematic diagram of the circuit structure of a system control module for a hydrogen production and combustion assist system for an engine, according to an embodiment of the present invention.

[0041] Figure 6 A schematic diagram of the fuel turbulence mechanism of a third example of a hydrogen production and combustion assist system for an engine according to an embodiment of the present invention.

[0042] Figure 7 A schematic diagram of the fuel turbulence mechanism of a fourth example of a hydrogen production and combustion-supporting system for an engine according to an embodiment of the present invention.

[0043] Reference numerals: 10. Electrolysis device; 11. Circulating water tank; 111. First heater; 112. First water level sensor; 113. TDS water quality sensor; 12. First water pump; 13. Water flow sensor switch; 14. Ion exchange resin; 15. PEM electrolysis cell; 16. Gas-liquid separator; 161. Three-way solenoid valve; 17. Main water tank; 171. Second water level sensor; 18. Second water pump; 19. Constant voltage and constant current power supply; 20. Fuel turbulence mechanism; 21. Turbulence body. ; 22. Turbulent flow chamber; 23. Contraction pipe; 24. Expansion pipe; 25. Helical blade; 26. Ultrasonic vibration generator; 27. First drive circuit; 28. Second heater; 29. ​​Second drive circuit; 201. Gas outlet; 30. System control module; 40. Negative pressure valve; 51. Permanent magnet; 52. Catalytic converter; 53. Pipe body; 70. Engine body; 71. Combustion chamber; 81. Air filter; 82. Intake manifold; 91. Fuel tank; 92. Fuel injection mechanism. Detailed Implementation

[0044] To better illustrate the purpose, technical solution, and advantages of this utility model, the specific embodiments of this utility model will be described in further detail below with reference to the accompanying drawings and examples. The following examples are used to illustrate this utility model, but are not intended to limit its scope.

[0045] In the description of this utility model, it should be understood that the directional descriptions, such as up, down, front, back, left, right, etc., indicate the directional or positional relationship based on the directional or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0046] It should be noted that when a component / part is referred to as being "set on" another component / part, it can be directly set on the other component / part or there may be an intervening component / part. When a component / part is referred to as being "connected / joined" to another component / part, it can be directly connected / joined to the other component / part or there may be an intervening component / part. The term "connected / joined" as used herein can include mechanical physical connections / joinings. The term "including / comprises" as used herein refers to the presence of a feature, step, or component / part, but does not exclude the presence or addition of one or more other features, steps, or components / parts. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0047] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this disclosure. Furthermore, in the description of this disclosure, the terms "first," "second," etc., are used for descriptive purposes and to distinguish similar objects only, and there is no order between them, nor should they be construed as indicating or implying relative importance. Additionally, in the description of this disclosure, unless otherwise stated, "a plurality of" means two or more.

[0048] The hydrogen production and combustion-supporting system disclosed herein is applied to an engine. As conventional technology, the engine described in this disclosure includes an engine body 70. The engine body 70 is provided with multiple combustion chambers 71, and chemical energy is converted to mechanical energy through the combustion of fuel within the combustion chambers 71. The engine described in this disclosure also includes an intake system and a fuel supply system. The intake system includes an air filter 81 and an intake manifold 82. The air filter 81 is connected to the intake manifold 82 to supply filtered air to the intake manifold 82, and the intake manifold 82 is connected to each combustion chamber 71 within the engine body 70 to provide stable intake air pressure. The fuel supply system includes a fuel tank 91 and a fuel injection mechanism. The fuel tank 91 is connected to the fuel injection mechanism to supply fuel to the fuel injection mechanism, and the fuel injection mechanism is connected to each combustion chamber 71 within the engine body 70 to inject fuel into the combustion chambers 71 for combustion.

[0049] In existing technologies, the intake system and fuel supply system cannot be optimized in synergy, making it difficult for fuel and air to burn completely. This further hinders the improvement of fuel efficiency and makes it difficult to optimize pollution emissions and carbon deposits.

[0050] Therefore, such as Figure 1As shown, this disclosure provides a hydrogen production and combustion-assisted system for an engine. The system includes an electrolysis unit 10, a fuel turbulence mechanism 20, and a system control module 30. The electrolysis unit 10 electrolyzes stored pure water into hydrogen and oxygen, supplying high-calorific-value, thermally ignitable hydrogen and high-content oxygen to the air filter 81 and intake manifold 82 of the intake system. The fuel turbulence mechanism 20 has an input end and an output end. The input end of the fuel turbulence mechanism 20 is connected to the fuel tank 91 of the engine's fuel supply system. Typically, a fuel pump is internally located in the fuel tank 91, and the input end of the fuel turbulence mechanism 20 is directly connected to the fuel tank 91. In some cases, an independent fuel pump or fuel filter is located between the fuel tank 91 and the fuel injection mechanism 92; in this case, the input end of the fuel turbulence mechanism 20 is connected to the independent fuel pump or fuel filter, thus indirectly connecting to the fuel tank 91. The output end of the fuel turbulence mechanism 20 is connected to the fuel injection mechanism 92. Fuel is pumped from fuel tank 91 in a laminar flow state, and then processed by fuel turbulence mechanism 20 to form turbulent fuel. Fuel injection mechanism 92 injects the turbulent fuel, thereby creating a more dispersed state in combustion chamber 71. System control module 30 is connected to electrolysis device 10 and fuel turbulence mechanism 20 to control the hydrogen and oxygen electrolysis preparation and fuel turbulence process.

[0051] The engine equipped with the hydrogen production and combustion-assisted system of this embodiment, during operation, mixes the prepared hydrogen and oxygen with filtered air during the intake stroke. This effectively utilizes the high calorific value and easy ignition properties of hydrogen, while the high oxygen content further facilitates the filling of the combustion chamber 71, and the intake does not require additional strong turbulence. During the compression stroke, the fuel is turbulently circulated by the fuel flow mechanism 20, causing the fuel mist to form a wider diffusion trajectory, while the intake turbulence is weak, avoiding disruption of the fuel mist diffusion trajectory. The hydrogen is ignited by the spark plug, which can quickly ignite the uniformly distributed fuel mist, causing the combustion chamber 71 to reach a high temperature, further rapidly igniting the uniformly distributed fine fuel mist. The prepared hydrogen and oxygen are mixed with the turbulent fuel and combusted completely.

[0052] Therefore, the hydrogen production and combustion assist system of this utility model and the engine equipped with the hydrogen production and combustion assist system can enhance the flame propagation speed and stability, make the combustion reaction more complete, and ultimately achieve improved combustion efficiency, reduced fuel consumption, increased power output, reduced pollution emissions and reduced carbon deposits.

[0053] like Figure 2 As shown in this embodiment, specifically, the electrolysis device 10 includes a circulating water tank 11, a first water pump 12, a water flow sensing switch 13, an ion exchange resin 14, a PEM electrolysis cell 15, a gas-water separator 16, a main water storage tank 17, a second water pump 18, and a constant voltage and constant current power supply 19.

[0054] The circulating water tank 11, the first water pump 12, the ion exchange resin 14, and the PEM electrolysis cell 15 are interconnected to supply pure water from the circulating water tank 11 to the PEM electrolysis cell 15. A water flow sensing switch 13 is installed on the connecting pipeline between the outlet of the circulating water tank 11 and the inlet of the PEM electrolysis cell 15 to obtain a water flow signal. The ion exchange resin 14 is used to further remove impurity ions from the water. The gas outlet of the PEM electrolysis cell 15 is connected to the inlet of the gas-water separator 16. The outlet of the gas-water separator 16 is connected to the circulating water tank 11, and the gas outlet of the gas-water separator 16 serves as a gas output port 201. The gas output port 201 of the electrolysis device 10 is connected to the input end of the negative pressure valve 40, and the output end of the negative pressure valve 40 is connected between the air filter 81 and the intake manifold 82 of the intake system, thereby inputting hydrogen and oxygen into the intake system at a pressure adapted to the intake system. A constant voltage and constant current power supply 19 is electrically connected to the PEM electrolysis cell 15, and a first heater 111 is installed in the circulating water tank 11; the system control module 30 is electrically connected to the PEM electrolysis cell 15, the first heater 111, the first water pump 12 and the water flow sensing switch 13, so that pure water electrolysis is controlled in a controllable manner in terms of temperature and water circulation.

[0055] When the electrolysis unit 10 is running, the pure water in the circulating water tank 11 is heated to the set temperature by the first heater 111, thereby better controlling the efficiency of hydrogen and oxygen production. The water flow sensing switch 13 can provide feedback on the water flow operation signal of the first water pump 12, ensuring that the electrolyzed pure water is within the set efficiency operating range and preventing operation when the PEM electrolysis cell 15 has insufficient water. The PEM electrolysis cell 15 is powered by a constant voltage and constant current power supply 19, making pure water electrolysis more efficient. The constant voltage and constant current power supply 19 is preferably configured to be powered by the car's battery. The hydrogen and oxygen produced by the PEM electrolysis cell 15 are conducted to the gas-water separator 16, and the outlet of the gas-water separator 16 is connected to the circulating water tank 11. This allows for controllable temperature, flow rate, and purity of the electrolyzed pure water with a smaller water volume, ensuring stable hydrogen production under the set conditions. Simultaneously, the electrolysis efficiency is higher, making real-time hydrogen and oxygen production suitable for various engine mixed-oxygen and mixed-hydrogen operating conditions, achieving improved combustion efficiency, increased power, and reduced emissions. Meanwhile, the water vapor generated during electrolysis can be recycled into the circulating water tank 11, which not only ensures the purity of the prepared hydrogen and oxygen, but also enables the temperature-controlled recycling of pure water.

[0056] like Figure 2As shown in this embodiment, specifically, a first water level sensor 112 is installed inside the circulating water tank 11. The main water storage tank 17 is connected to the circulating water tank 11 via a second water pump 18. The system control module 30 is electrically connected to the first water level sensor 112 and the second water pump 18 to control the main water storage tank 17 to supply water to the circulating water tank 11, thereby ensuring that the circulating water tank 11 has sufficient water. A second water level sensor 171 is installed inside the main water storage tank 17. The system control module 30 is electrically connected to the second water level sensor 171 to obtain the water level signal of the main water storage tank 17, thereby informing the user of the water level status and reminding them to replenish pure water in time.

[0057] Therefore, it can be seen that the electrolysis equipment disclosed herein, by utilizing the cooperation of the main water storage tank 17 and the circulating water tank 11, can ensure the safety and stability of the pure water electrolysis process.

[0058] like Figure 2 As shown in this embodiment, specifically, a TDS water quality sensor 113 is installed inside the circulating water tank 11, and a three-way solenoid valve 161 is installed between the air-water separator 16 and the circulating water tank 11. The system control module 30 is electrically connected to the three-way solenoid valve 161, controlling the three-way solenoid valve 161 to switch between connecting the circulating water tank and the drain pipe. The system control module 30 is electrically connected to the TDS water quality sensor 113 to acquire water quality signals. Therefore, the circulating water tank 11 is regulated according to the water quality signal. During a decline in water quality, the water circulation process is interrupted, and the three-way solenoid valve 161 is controlled to discharge the water separated by the air-water separator 16 through the drain pipe. When the water quality is good, the three-way solenoid valve 161 is controlled to allow the water separated by the air-water separator 16 to flow back to the circulating water tank 11, thereby reducing water consumption and avoiding frequent addition of pure water while ensuring safety.

[0059] like Figure 3 and Figure 4 As shown, in this embodiment, specifically, the fuel turbulence mechanism 20 includes a turbulence body 21. A turbulence chamber 22 is disposed within the turbulence body 21. A contraction pipe 23 is disposed at the front end of the turbulence body 21, and the contraction pipe 23 is connected to one end of the turbulence chamber 22. An expansion pipe 24 is disposed at the rear end of the turbulence body 21, and the expansion pipe 24 is connected to the other end of the turbulence chamber 22. A helical blade 25 is disposed inside the turbulence chamber 22, thereby causing the fuel fluid to oscillate in the radial direction. Specifically, two helical blades 25 are configured, arranged coaxially in a front-to-back direction with opposite helical directions, thereby causing the fuel fluid to oscillate in the radial direction and collide with each other in multiple radial directions.

[0060] During operation of the fuel turbulence mechanism 20, the laminar fuel fluid pumped by the fuel tank 91 enters the contraction pipe 23 of the turbulence body 21. The fuel enters the turbulence chamber 22 at an increased velocity within the contraction pipe 23. The increased velocity fuel fluid passes through the helical blades 25 of the turbulence chamber 22, causing multiple radial collisions and generating a radially random, high-energy, random vibration state. Further, the fuel fluid enters the expansion pipe 24, where it undergoes pressure reduction, has a larger space to reduce collisions, and maintains a radially high-energy random vibration state. Finally, it flows from the output end of the fuel turbulence mechanism 20 to the injection mechanism 92, and is injected into the combustion chamber 71. Because the fuel fluid undergoes turbulence treatment, the injection by the injection mechanism 92 has a wider diffusion trajectory, thus avoiding fuel droplet accumulation.

[0061] like Figure 3 and Figure 4 As shown, in this embodiment, the fuel turbulence mechanism 20 specifically includes an ultrasonic vibration generator 26, a second heater 28, a permanent magnet 51, and a catalyst layer 52. The second heater 28 is disposed inside the turbulence body 21 and is used to heat the fuel flowing through the turbulence body 21. A second drive circuit 29 is electrically connected to the second heater 28 to drive the second heater 28. A system control module 30 is connected to the first drive circuit 27 to control the first drive circuit 27. The ultrasonic vibration generator 26 is disposed outside the turbulence body 21 to generate ultrasonic vibrations to the fuel flowing through the turbulence body 21. The first drive circuit 27 is electrically connected to the ultrasonic vibration generator 26 to drive the ultrasonic vibration generator 26. The system control module 30 is connected to the first drive circuit 27. The permanent magnet 51 consists of a pair of permanent magnets with opposite polarities disposed on the outer periphery of the turbulence body 21, thereby polarizing the fuel molecules, making the molecular arrangement more orderly, enhancing the interaction between fuel molecules, and improving the activity of the fuel. A catalyst layer 52 is disposed between the permanent magnet 51 and the turbulent body 21. The catalyst layer 52 is composed of high-purity rare earth, high-purity germanium, rare earth oxides, cerium, lanthanum and other materials to form a catalytic structure, which adsorbs impurities in the fuel and plays a role in purifying the fuel. At the same time, some rare earth materials have catalytic properties and can promote the combustion reaction of the fuel.

[0062] refer to Figure 3In this embodiment, specifically, a second heater 28 is provided on the front side of the turbulence chamber 22. The second heater 28 passes through the turbulence chamber 22 in a sealed manner and extends into the interior of the turbulence chamber 22. Under the driving action of the second drive circuit 29, the fuel fluid with increased flow rate after passing through the contraction pipe 23 contacts the second heater 28 for heat exchange, thereby raising the temperature of the fuel fluid, reducing its viscosity, and enhancing its fluidity. This makes it easier to atomize into fine fuel droplets at the fuel injector, allowing the gasoline and air to mix more thoroughly and improving combustion efficiency. After preheating, the molecular thermal motion of the fuel fluid intensifies, and after mixing with air in the cylinder, it can reach the ignition point and start combustion more quickly, making the combustion process faster and more complete, releasing more energy.

[0063] refer to Figure 3 In this embodiment, specifically, a catalyst layer 52 is annularly arranged on the rear side of the turbulent flow chamber 22. Pairs of permanent magnets 51 with opposite polarities are arranged on the outer side of the catalyst layer 52. The catalyst layer 52 can adsorb impurities in the fuel fluid flowing through the turbulent flow chamber 22. Rare earth materials have catalytic properties, changing the properties of the fuel at a chemical level and promoting the combustion reaction. The permanent magnets 51 polarize the fuel molecules, making the molecular arrangement more orderly and improving fuel activity.

[0064] refer to Figure 3 In this embodiment, specifically, the extension pipe 24 of the turbulent body 21 is configured to be connected to the turbulent body 21 in an elastically sealed manner. The ultrasonic vibration generator 26 is disposed on the outer wall of the extension pipe 24. Under the action of the first driving circuit 27, the ultrasonic vibration generator 26 generates ultrasonic vibration, which is transmitted through the extension pipe 24 to the turbulent fuel fluid passing through the spiral blade 25, so that the fuel fluid generates oscillating peaks and troughs, making it easier to overcome surface tension and break into tiny droplets, thereby further refining the droplets.

[0065] As can be seen, the fuel turbulence mechanism 20, by configuring an ultrasonic vibration generator 26, a second heater 28, a permanent magnet 51 and a catalyst layer 52, improves the mechanical oscillation, heating activation, molecular magnetic field excitation and chemical catalysis of the fuel fluid. This not only makes the fuel better dispersed in the combustion chamber 71, but also makes it easier to mix with the intake air, easier to burn and cleaner combustion.

[0066] refer to Figure 4In this embodiment, the permanent magnet 51 and the catalyst layer 52 are configured as independent structures and are connected to the rear end of the extended pipe 24 of the turbulent flow body 21. An ultrasonic vibration generator 26 is disposed on the outer wall of the turbulent flow chamber 22 to generate ultrasonic frequency oscillations in the fuel fluid within the turbulent flow chamber 22, thereby better cooperating with the spiral blades 25 to break the fuel fluid into fine oil mist. The second heater 28 passes through the turbulent flow chamber 22 to heat the fuel fluid within it. Specifically, the rear end of the extended pipe 24 of the turbulent flow body 21 is connected to one end of the pipe body 53, and the other end of the pipe body 53 is connected to the fuel injection mechanism 92. The outer wall of the pipe body 53 is covered with a catalyst layer 52 synthesized from materials such as rare earth, germanium, rare earth oxides, cerium, and lanthanum. The permanent magnet 51 is semi-circular plate-shaped, and two are configured. One permanent magnet 51 has an inner S pole and an outer N pole, while the other permanent magnet 51 has the opposite polarity. Two permanent magnets 51 are fixedly disposed on the outside of the catalyst layer 52 along the circumference, thereby applying a magnetic field to the pipe body 53 and the catalyst layer 52. Under the action of the magnetic field, the catalyst layer 52 is slowly released into the interior of the pipe body 53.

[0067] like Figure 5 As shown, in this embodiment, the system control module 30 is connected to the first water pump 12, the water flow sensing switch 13, the constant voltage and constant current power supply 19, and the first heater 111, thereby achieving pure water electrolysis hydrogen production under controllable flow and temperature conditions. The system control module 30 is also connected to the three-way solenoid valve 161 and the TDS water quality sensor 113, thereby controlling the water circulation and drainage states. The system control module 30 is also connected to the first water level sensor 112, the second water level sensor 171, and the second water pump 18, thereby ensuring the water levels in the circulating water tank 11 and the main water storage tank 17. The system control module 30 is also connected to the first drive circuit 27 and the second drive circuit 29, thereby controlling the ultrasonic wave generation and fuel preheating in the fuel turbulence mechanism 20. The system control module 30 is connected to the engine control unit (ECU), thereby achieving global control of engine operation.

[0068] like Figure 6The diagram shows a third example of the fuel turbulence mechanism 20 of this disclosure. As can be seen from this third example, the fuel turbulence mechanism 20 has two or more contraction channels 23. These contraction channels 23 can be arranged in a ring, with the circumference of the ring coaxial with the axis of the turbulence body 21. The fuel turbulence mechanism 20 also has two or more expansion channels 24. These expansion channels 24 can be arranged in a ring, with the circumference of the ring coaxial with the axis of the turbulence body 21. The ring arrangement of the contraction channels 23 allows the fuel fluid to enter the turbulence chamber 22 through multiple channels and with increased flow velocity, thereby increasing the turbulent flow rate. The individual fuel fluid streams can collide and interact with each other, thus enhancing the fuel turbulence effect. Similarly, the ring arrangement of the expansion channels 24 allows the turbulent fuel fluid to exit through multiple channels, increasing the flow rate of the injection mechanism 92 and making the turbulent flow state of the fuel fluid more stable. As can be seen from the fourth example, in a simple scheme, the number of multiple contraction pipes 23 and multiple expansion pipes 24 can be the same, and each contraction pipe 23 has a corresponding coaxial expansion pipe 24.

[0069] like Figure 7 The image shows a fourth example of the fuel turbulence mechanism 20 of this disclosure. As can be seen from this fourth example, the fuel turbulence mechanism 20 has two or more contraction channels 23. One of the contraction channels 23 is located axially on the turbulence body 21, while the remaining contraction channels 23 are arranged in a ring around the outer side of the axial contraction channel 23. The inner diameter of the axial contraction channel 23 can be smaller than the inner diameter of the outer ring contraction channel 23. Similarly, the inner diameter of the axial contraction channel 23 can be equal to the inner diameter of the outer ring contraction channel 23. The distribution of the contraction channels 23 around the center and the outer ring better increases the flow path and improves the turbulence effect. Furthermore, as can be seen from the fourth example, the fuel turbulence mechanism 20 also has two or more extension channels 24. One of the expansion pipes 24 is positioned axially on the turbulent flow body 21. The remaining expansion pipes 24 are arranged in a ring around the outer side of the axial expansion pipe 24. The inner diameter of the axial expansion pipe 24 is uniformly equal to the inner diameter of the outer ring expansion pipe 24. Similarly, the inner diameter of the axial expansion pipe 24 is smaller than the inner diameter of the outer ring expansion pipe 24. The distribution of the expansion pipes 24 around the center and the outer ring provides a larger flow rate of the turbulent fuel fluid, and the turbulent flow is more stable. As shown in the fourth example, the axial contraction pipe 23 can coincide with the axial expansion pipe 24. The outer ring distribution of the contraction pipe 23 and the outer ring distribution of the expansion pipe 24 are arranged axially in an alternating pattern, thus forming an alternating direction change of the fuel fluid.

[0070] The above embodiments mainly describe the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model.

Claims

1. A hydrogen production combustion supporting system for an engine, for an engine including an intake system and a fuel supply system, characterized by, The hydrogen production combustion-supporting system comprises: An electrolysis device (10) for electrolyzing stored pure water into hydrogen and oxygen, and supplying the hydrogen and / or oxygen to the air filter (81) and the intake manifold (82) of the intake system; A fuel turbulent flow mechanism (20) for turbulating fuel, an input end of which is connected to the fuel tank (91) of the fuel supply system of the engine in a direct or indirect manner, and an output end of which is connected to the fuel injection mechanism (92) of the fuel supply system of the engine; A system control module (30) electrically connected to the electrolysis device (10) and the fuel turbulent flow mechanism (20) to control the processes of hydrogen and oxygen electrolysis and fuel turbulation.

2. The hydrogen generation combustion-supporting system for an engine according to claim 1, wherein The electrolysis device (10) comprises a circulating water tank (11), a first water pump (12), a water flow induction switch (13), ion exchange resin (14), a PEM electrolytic cell (15), a gas-water separator (16) and a constant-voltage constant-current power supply (19); The circulating water tank (11), the first water pump (12), the ion exchange resin (14) and the PEM electrolytic cell (15) are connected to each other to provide pure water in the circulating water tank (11) to the PEM electrolytic cell (15), the water flow induction switch (13) is arranged on a communication pipeline between the water outlet of the circulating water tank (11) and the water inlet of the PEM electrolytic cell (15) to obtain a water flow working signal, the gas outlet of the PEM electrolytic cell (15) is connected to the gas inlet of the gas-water separator (16), the water outlet of the gas-water separator (16) is connected to the circulating water tank (11), and the gas outlet of the gas-water separator (16) is used as a gas output port (201); The constant-voltage constant-current power supply (19) is electrically connected to the PEM electrolytic cell (15), and the first heater (111) is arranged in the circulating water tank (11); the system control module (30) is electrically connected to the PEM electrolytic cell (15), the first heater (111), the first water pump (12) and the water flow induction switch (13) to control the electrolysis of pure water in a controllable temperature and water circulation manner.

3. The hydrogen generation combustion-supporting system for an engine according to claim 2, characterized by The electrolysis device (10) further comprises a main water storage tank (17) and a second water pump (18), the first water level sensor (112) is arranged in the circulating water tank (11), the main water storage tank (17) is connected to the circulating water tank (11) through the second water pump (18), the system control module (30) is electrically connected to the first water level sensor (112) and the second water pump (18) to control the main water storage tank (17) to supply water to the circulating water tank (11); the second water level sensor (171) is arranged in the main water storage tank (17), and the system control module (30) is electrically connected to the second water level sensor (171) to obtain the water level signal of the main water storage tank (17). The circulating water tank (11) is provided with a TDS water quality sensor (113), a three-way electromagnetic valve (161) is arranged between the gas-water separator (16) and the circulating water tank (11), and the system control module (30) is electrically connected to the TDS water quality sensor (113) and the three-way electromagnetic valve (161) to control switching between water circulation and drainage states and send a water quality signal.

4. The hydrogen generation combustion-supporting system for an engine according to claim 1, characterized by The gas output port (201) of the electrolysis device (10) is communicated with the input end of the negative pressure valve (40), and the output end of the negative pressure valve (40) is communicated between the air filter (81) and the intake manifold (82) of the intake system.

5. The hydrogen generation combustion-supporting system for an engine according to claim 1, wherein The fuel turbulent flow mechanism (20) comprises a turbulent flow body (21) and an ultrasonic vibration generator (26) arranged outside the turbulent flow body (21) to generate ultrasonic vibrations for fuel flowing through the turbulent flow body (21); A first driving circuit (27) is electrically connected to the ultrasonic vibration generator (26) to drive the ultrasonic vibration generator (26); and the system control module (30) is connected to the first driving circuit (27).

6. The hydrogen generation combustion-supporting system for an engine according to claim 1, wherein The fuel turbulent flow mechanism (20) comprises a turbulent flow body (21) and a second heater (28) arranged inside the turbulent flow body (21) to heat fuel flowing through the turbulent flow body (21); A second driving circuit (29) is electrically connected to the second heater (28) to drive the second heater (28); and the system control module (30) is connected to the second driving circuit (29).

7. The hydrogen generation combustion-supporting system for an engine according to claim 1, wherein The fuel turbulent flow mechanism (20) comprises a turbulent flow body (21), and at least one pair of permanent magnets (51) with opposite polarities are arranged on the outer side of the turbulent flow body (21) in a circumferential direction, and a catalytic layer (52) is arranged between the permanent magnets (51) and the turbulent flow body (21).

8. The hydrogen generation combustion-supporting system for an engine according to claim 1, wherein The fuel turbulent flow mechanism (20) comprises a turbulent flow body (21), and the turbulent flow body (21) comprises: a turbulent flow chamber (22) arranged inside the turbulent flow body (21), a converging pipe (23) arranged at one end of the turbulent flow body (21), and the rear end of the converging pipe (23) being communicated with the turbulent flow chamber (22); an expanding pipe (24) arranged at the other end of the turbulent flow body (21), and the front end of the expanding pipe (24) being communicated with the turbulent flow chamber (22); a spiral blade (25) arranged inside the turbulent flow chamber (22).

9. The hydrogen generation combustion-supporting system for an engine according to claim 8, wherein There are two or more converging pipes (23), and each converging pipe (23) is arranged: one of the converging pipes (23) is arranged on the axis of the turbulent flow body (21), and the rest of the converging pipes (23) are arranged in a ring shape outside the converging pipes (23) on the axis, the full-length cross-sectional inner diameter of the converging pipes (23) on the axis is consistent and equal to or smaller than the full-length cross-sectional inner diameter of the converging pipes (23) outside the ring, or each converging pipe (23) is arranged in a ring shape outside the converging pipes (23) on the axis, and the full-length cross-sectional inner diameter of each converging pipe (23) is consistent and equal; and / or, The expansion pipes (24) are two or more, each of the expansion pipes (24) is configured as follows: one of the expansion pipes (24) is arranged on the axis of the turbulent main body (21), and the rest of the expansion pipes (24) are annularly distributed outside the expansion pipe (24) on the axis, the full-length cross-sectional inner diameter of the expansion pipe (24) on the axis is consistent and equal to or smaller than the full-length cross-sectional inner diameter of the expansion pipe (24) of the outer ring, or, Each of the expansion pipes (24) is annularly distributed outside the expansion pipe (24) on the axis, and the full-length cross-sectional inner diameter of each of the expansion pipes (24) is consistent and equal; and / or, the contraction pipe (23) of the outer ring and the expansion pipe (24) of the outer ring are arranged in axial misalignment.

10. An engine characterized by, An engine hydrogen production combustion-supporting system comprising any one of claims 1 to 9.

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