Air cooling structure for hydrogen fuel engine

Abstract

The utility model discloses an air cooling structure for a hydrogen fuel engine. A four-stroke engine is fixedly installed on the top of the gearbox, the right side of the four-stroke engine is communicated with an exhaust pipe, the top of the exhaust pipe is communicated with an air exhaust mechanism, the air exhaust mechanism comprises a turbine, a connecting cylinder, a hollow sleeve and an exhaust pipe, and the top of the exhaust pipe is communicated with the turbine. The front end of the turbine communicates with a connecting cylinder, the front end of the connecting cylinder communicates with a hollow sleeve, the right side of the hollow sleeve communicates with a discharge pipe, and the end, away from the hollow sleeve, of the discharge pipe communicates with a waste gas pipe. Through the arrangement of the air exhaust mechanism, the turbine can be matched with the exhaust pipe to guide waste gas of the four-stroke engine to enter, the waste gas enters the connecting cylinder and is guided into the hollow sleeve, the hollow sleeve is matched with the exhaust pipe to guide the waste gas into the waste gas pipe to be exhausted to the outside, and waste gas exhaust is completed.

Description

Technical Field

[0001] This utility model relates to the field of hydrogen fuel cell engine technology, specifically to an air-cooled structure for a hydrogen fuel cell engine. Background Technology

[0002] The working principle of a hydrogen fuel cell engine is similar to that of a regular gasoline or diesel internal combustion engine. It is a basic cylinder-piston internal combustion engine that converts chemical energy into mechanical energy through four strokes: intake, compression, power, and exhaust.

[0003] In the comparative case, patent application number CN114215639A relates to a hydrogen fuel cell engine structure. The engine is characterized by using a splitting channel to divert hydrogen gas, changing the flow velocity and direction of hydrogen within each channel to ensure uniform mixing of hydrogen and air. The engine includes: a hydrogen storage tank for storing hydrogen; a high-pressure air storage tank for storing air; and an engine. The hydrogen storage tank and the high-pressure air storage tank are connected to a mixing chamber via hydrogen and air intake pipes, respectively. A nozzle is connected to the mixing chamber to inject a hydrogen-oxygen mixture into the engine. The hydrogen intake pipe contains a splitting channel. This invention allows for thorough mixing of hydrogen and air upon entering the engine combustion chamber, resulting in more complete hydrogen combustion, increased hydrogen utilization efficiency, increased engine efficiency, and reduced hydrogen consumption.

[0004] However, during the implementation of related technologies, the following problems were found in the structure of the aforementioned hydrogen fuel cell engine. Compared with the case with multiple flow channels, which can fully mix hydrogen and air before entering the engine combustion chamber, thus making the hydrogen combustion more complete, the structure is complex and hydrogen combustion only produces water, without producing harmful gases and solid wastes such as carbon dioxide, carbon monoxide, and nitrogen oxides. In existing hydrogen fuel cell engines, the combustion temperature of hydrogen fuel is usually higher than that of gasoline. The auto-ignition temperature of hydrogen is 585 degrees Celsius, while the ignition point of gasoline is 427 degrees Celsius. Therefore, if hydrogen is burned for a long time without cooling, it is easy to cause oil burning, which reduces the safety of using hydrogen fuel cell engines.

[0005] Therefore, it is necessary to design and modify hydrogen fuel engines to effectively prevent problems caused by hydrogen fuel combustion temperature, which is usually higher than that of gasoline. The auto-ignition temperature of hydrogen is 585 degrees Celsius, while the ignition point of gasoline is 427 degrees Celsius. Therefore, if hydrogen is burned for a long time without cooling, it is easy to cause oil burning problems. Utility Model Content

[0006] To address the problems mentioned in the background art, the purpose of this utility model is to provide an air-cooled structure for hydrogen fuel engines, which has the advantages of air-cooling and solves the problem that the combustion temperature of hydrogen fuel is usually higher than that of gasoline during the operation of hydrogen fuel engines. The auto-ignition temperature of hydrogen is 585 degrees Celsius, while the ignition point of gasoline is 427 degrees Celsius. Therefore, if hydrogen is burned for a long time without cooling, it will easily lead to oil burning.

[0007] To achieve the above objectives, this utility model provides the following technical solution: an air-cooled structure for a hydrogen fuel cell engine, comprising;

[0008] A gearbox, on the top of which a four-stroke engine is fixedly mounted, an exhaust pipe is connected to the right side of the four-stroke engine, and an air extraction mechanism is connected to the top of the exhaust pipe.

[0009] The exhaust mechanism includes a turbine, a connecting cylinder, a hollow sleeve, and an exhaust pipe. The top of the exhaust pipe is connected to the turbine, the front end of the turbine is connected to the connecting cylinder, the front end of the connecting cylinder is connected to the hollow sleeve, the right side of the hollow sleeve is connected to the exhaust pipe, and the end of the exhaust pipe away from the hollow sleeve is connected to the exhaust pipe. The front end of the hollow sleeve is movably connected to a pressurizing mechanism via a bearing.

[0010] In a preferred embodiment of this invention, the pressurizing mechanism includes a gear, a connecting rod, and a turbofan. The front end of the hollow sleeve is movably connected to the gear via a bearing. The back end of the gear is fixedly connected to the connecting rod. The back end of the connecting rod extends into the interior of the connecting cylinder. Turbofans are fixedly sleeved on both the front and back ends of the connecting rod and inside the connecting cylinder. An auxiliary mechanism is fixedly connected to the top of the gearbox.

[0011] In a preferred embodiment of this invention, the auxiliary mechanism includes a bracket, a servo motor, and a synchronous gear. The bracket is fixedly connected to the top of the gearbox, the servo motor is fixedly connected to the top of the bracket, the output end of the servo motor is fixedly connected to the synchronous gear, the right side of the synchronous gear meshes with the left side of the gear, and a dustproof component is fixedly connected to the back end of the top of the servo motor.

[0012] As a preferred embodiment of this utility model, the dustproof component includes a connecting block and a dustproof cover. The connecting block is fixedly connected to the back end of the top of the servo motor, and the dustproof cover is fixedly connected to the back end of the connecting block. The bottom of the dustproof cover is sleeved on the top of the gear and the synchronizing gear.

[0013] As a preferred embodiment of this utility model, a filter cylinder is fixedly connected to the back end of the inner cavity of the connecting cylinder, and the filter cylinder is used in conjunction with the connecting cylinder.

[0014] As a preferred embodiment of this utility model, an opening is provided on the right side of the hollow sleeve corresponding to the position of the discharge pipe, and the opening is used in conjunction with the discharge pipe.

[0015] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0016] 1. This utility model, through the setting of the air extraction mechanism, enables the turbine to guide the exhaust gas of the four-stroke engine into the exhaust pipe. The exhaust gas enters the connecting cylinder and is guided into the interior of the hollow sleeve. The hollow sleeve, in conjunction with the discharge pipe, guides the exhaust gas into the interior of the exhaust pipe and discharges it to the outside, thus completing the exhaust gas discharge. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of this utility model;

[0018] Figure 2 This utility model Figure 1 3D view of the turbine, connecting cylinder and hollow sleeve structure;

[0019] Figure 3 This utility model Figure 2 3D view of the connecting cylinder structure;

[0020] Figure 4 This utility model Figure 2 3D view of the hollow sleeve structure;

[0021] Figure 5 This utility model Figure 1 A 3D view of the servo motor and synchronous gear structure.

[0022] In the diagram: 1. Gearbox; 2. Four-stroke engine; 3. Exhaust pipe; 4. Suction mechanism; 41. Turbine; 42. Connecting cylinder; 43. Hollow sleeve; 44. Discharge pipe; 5. Pressurization mechanism; 51. Gear; 52. Connecting rod; 53. Turbofan; 6. Auxiliary mechanism; 61. Bracket; 62. Servo motor; 63. Synchronizing gear; 7. Dustproof assembly; 71. Connecting block; 72. Dust cover; 8. Filter cartridge; 9. Opening. Detailed Implementation

[0023] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0024] like Figures 1 to 5 As shown, the present invention provides an air-cooled structure for a hydrogen fuel cell engine, comprising:

[0025] The gearbox 1 has a four-stroke engine 2 fixedly mounted on its top. The right side of the four-stroke engine 2 is connected to an exhaust pipe 3, and the top of the exhaust pipe 3 is connected to an air extraction mechanism 4.

[0026] The exhaust mechanism 4 includes a turbine 41, a connecting cylinder 42, a hollow sleeve 43, and an exhaust pipe 44. The top of the exhaust pipe 3 is connected to the turbine 41, the front end of the turbine 41 is connected to the connecting cylinder 42, the front end of the connecting cylinder 42 is connected to the hollow sleeve 43, the right side of the hollow sleeve 43 is connected to the exhaust pipe 44, the end of the exhaust pipe 44 away from the hollow sleeve 43 is connected to the exhaust pipe, and the front end of the hollow sleeve 43 is movably connected to the pressurization mechanism 5 through a bearing.

[0027] refer to Figure 3 The pressurizing mechanism 5 includes a gear 51, a connecting rod 52, and a turbofan 53. The front end of the hollow sleeve 43 is movably connected to the gear 51 via a bearing. The back end of the gear 51 is fixedly connected to the connecting rod 52. The back end of the connecting rod 52 extends into the interior of the connecting cylinder 42. The front end and back end of the connecting rod 52, located inside the connecting cylinder 42, are both fixedly sleeved with the turbofan 53. The top of the gearbox 1 is fixedly connected to an auxiliary mechanism 6.

[0028] As a technical optimization of this utility model, by setting up the pressurizing mechanism 5, the gear 51 can rotate to drive the connecting rod 52 and the turbofan 53 to rotate synchronously. The rotation of the turbofan 53 accelerates the speed of high-temperature exhaust gas discharge, thereby discharging and cooling the high-temperature and high-pressure gas inside the cylinder of the four-stroke engine.

[0029] refer to Figure 5 The auxiliary mechanism 6 includes a bracket 61, a servo motor 62 and a synchronous gear 63. The bracket 61 is fixedly connected to the top of the gearbox 1. The servo motor 62 is fixedly connected to the top of the bracket 61. The synchronous gear 63 is fixedly connected to the output end of the servo motor 62. The right side of the synchronous gear 63 meshes with the left side of the gear 51. A dustproof component 7 is fixedly connected to the back end of the top of the servo motor 62.

[0030] As a technical optimization of this utility model, by setting the auxiliary mechanism 6, the servo motor 62 can drive the synchronous gear 63 to rotate, and the rotation of the synchronous gear 63 drives the gear 51 to rotate, thereby realizing the function of mechanical power transmission.

[0031] refer to Figure 5 The dustproof component 7 includes a connecting block 71 and a dust cover 72. The connecting block 71 is fixedly connected to the back end of the top of the servo motor 62, and the dust cover 72 is fixedly connected to the back end of the connecting block 71. The bottom of the dust cover 72 is sleeved on the top of the gear 51 and the synchronous gear 63.

[0032] As a technical optimization of this utility model, by setting the dustproof component 7, the connecting block 71 and the dust cover 72 can be located outside the gear 51 and the synchronous gear 63, protecting the gear 51 and the synchronous gear 63 from the influence of the external environment during operation.

[0033] refer to Figure 3 A filter cylinder 8 is fixedly connected to the back end of the inner cavity of the connecting cylinder 42, and the filter cylinder 8 is used in conjunction with the connecting cylinder 42.

[0034] As a technical optimization of this utility model, the filter cartridge 8 can assist the connecting cartridge 42 in its work and also play a filtering role, thus avoiding the blockage caused by particulate impurities brought in by the exhaust gas from the cylinder 2 of the four-stroke engine.

[0035] refer to Figure 4 An opening 9 is provided on the right side of the hollow sleeve 43 and at the position corresponding to the discharge pipe 44. The opening 9 is used in conjunction with the discharge pipe 44.

[0036] As a technical optimization of this utility model, the opening 9 can assist the discharge pipe 44 in its operation, avoiding the obstruction of exhaust gas discharge and affecting the passage efficiency caused by the narrow width of the opening 9.

[0037] The working principle and usage process of this utility model are as follows: During use, the four-stroke engine 2 operates to perform intake, compression, power, and exhaust. The exhaust gas enters the interior of the exhaust pipe 3, and the high-temperature and high-pressure exhaust gas enters the turbine 41. In the turbine 41, it expands and does work, driving the turbine impeller to rotate at high speed and accelerating the exhaust gas into the interior of the connecting cylinder 42. Inside the connecting cylinder 42, the exhaust gas first passes through the filter cylinder 8 to initially filter particulate impurities. At this time, the servo motor 62 works in conjunction with the exhaust signal to drive the synchronous gear 63 to rotate. The rotation of the synchronous gear 63 drives the gear 51 to rotate accordingly. The rotation of the gear 51 drives the connecting rod 52 and the turbofan 53 to rotate synchronously. The turbofan 53 pre-rotates to cooperate with the exhaust gas airflow to rotate. The rotation of the turbofan 53 drives the exhaust gas to the left and quickly pushes it into the interior of the hollow sleeve 43. The hollow sleeve 43, together with the exhaust pipe 44, guides the exhaust gas to quickly pass through the exhaust pipe for discharge. The turbofan 53 accelerates the exhaust gas passage efficiency, increasing the rapid discharge of high-pressure exhaust gas inside the cylinder of the four-stroke engine 2, thereby achieving the effect of rapid exhaust gas discharge and air cooling.

[0038] In summary, this hydrogen fuel cell engine uses an air-cooled structure and is used in conjunction with a gearbox 1, a four-stroke engine 2, an exhaust pipe 3, an extraction mechanism 4, a turbine 41, a connecting cylinder 42, a hollow sleeve 43, an exhaust pipe 44, and a pressurization mechanism 5. During operation, the turbine 41, in conjunction with the exhaust pipe 3, guides the exhaust gas from the four-stroke engine 2 into the connecting cylinder 42 and then into the hollow sleeve 43. The hollow sleeve 43, in conjunction with the exhaust pipe 44, guides the exhaust gas into the exhaust pipe and out to the outside, thus completing the exhaust gas discharge. This solves the problem in existing hydrogen fuel cell engines where the combustion temperature of hydrogen fuel is usually higher than that of gasoline. The auto-ignition temperature of hydrogen is 585 degrees Celsius, while the ignition point of gasoline is 427 degrees Celsius. Therefore, prolonged combustion of hydrogen without cooling can easily lead to oil burning.

[0039] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0040] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. An air-cooled structure for a hydrogen fuel engine, comprising: a gearbox (1), a four-stroke engine (2) is fixedly installed on the top of the gearbox (1), an exhaust pipe (3) is communicated with the right side of the four-stroke engine (2), and an air extraction mechanism (4) is communicated with the top of the exhaust pipe (3); characterized in that the air extraction mechanism (4) comprises a turbine (41), a connecting cylinder (42), a hollow sleeve (43), and a discharge pipe (44), the turbine (41) is communicated with the top of the exhaust pipe (3), the front end of the turbine (41) is communicated with the connecting cylinder (42), the front end of the connecting cylinder (42) is communicated with the hollow sleeve (43), the right side of the hollow sleeve (43) is communicated with the discharge pipe (44), one end of the discharge pipe (44) away from the hollow sleeve (43) is communicated with the exhaust pipe, and the front end of the hollow sleeve (43) is movably connected with a pressurizing mechanism (5) through a bearing.

2. The air-cooled structure for a hydrogen fuel engine according to claim 1, characterized by: The pressurizing mechanism (5) comprises a gear (51), a connecting rod (52), and a turbofan (53), the front end of the hollow sleeve (43) is movably connected with the gear (51) through a bearing, the back end of the gear (51) is fixedly connected with the connecting rod (52), the back end of the connecting rod (52) penetrates into the inside of the connecting cylinder (42), and the front end and the back end of the surface of the connecting rod (52) and located in the inside of the connecting cylinder (42) are both fixedly sleeved with the turbofan (53), and the top of the gearbox (1) is fixedly connected with an auxiliary mechanism (6).

3. The air-cooled structure for a hydrogen fuel engine according to claim 2, characterized by: The auxiliary mechanism (6) comprises a bracket (61), a servo motor (62), and a synchronous gear (63), the top of the gearbox (1) is fixedly connected with the bracket (61), the top of the bracket (61) is fixedly connected with the servo motor (62), the output end of the servo motor (62) is fixedly connected with the synchronous gear (63), the right side of the synchronous gear (63) is meshingly connected with the left side of the gear (51), and the back end of the top of the servo motor (62) is fixedly connected with a dustproof assembly (7).

4. The air-cooled structure for a hydrogen fuel engine according to claim 3, characterized by: The dustproof assembly (7) comprises a connecting block (71) and a dust cover (72), the back end of the top of the servo motor (62) is fixedly connected with the connecting block (71), the back end of the connecting block (71) is fixedly connected with the dust cover (72), and the bottom of the dust cover (72) is sleeved on the top of the gear (51) and the synchronous gear (63).

5. The air-cooled structure for a hydrogen fuel engine according to claim 1, characterized by: The back end of the inner cavity of the connecting cylinder (42) is fixedly connected with a filter cylinder (8), and the filter cylinder (8) is used in cooperation with the connecting cylinder (42).

6. The air-cooled structure for a hydrogen fuel engine according to claim 1, characterized by: An opening (9) is formed at the right side of the hollow sleeve (43) and corresponds to the position of the discharge pipe (44), and the opening (9) is used in cooperation with the discharge pipe (44).

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