A compression ignition hydrogen-diesel hybrid single cylinder engine system
Patent Information
- Application Number
- CN202522658880.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-12-16
- Publication Date
- 2026-10-27
- Estimated Expiration
- 2035-12-16
AI Technical Summary
但是，氢燃料虽然具有高热值、燃烧效率高和排放清洁等优点，但氢燃烧速度极快，在燃烧室内与空气混合后易导致压力急剧上升，引发爆震现象
[0006]本实用新型中，通过在空气进气系统设置高压储气罐、空气调压阀，可以通过进气增压的方式提高空气进量，进而增加氢气的输入量，从而提高氢气的替代率；喷氢器采用与空气进气通道的倾斜方向及倾斜角度一致的布置方式，可使气流环流、紊流、正压流、逆压回流相结合，使氢气和空气充分混燃，提高氢气燃烧效率，减少回气、回火的可能性，从根本上抑制氢爆，同时，这种布置方式也可防止空气进气和氢气进气相冲影响喷氢量和空气混合的浓度，有利于提高燃烧效率；喷氢器采用大口径进气、小口径出气及采用螺旋式气道，可增加氢气的喷射压力，及将氢气以螺旋的形式喷出和空气混合，可保证氢气能和空气在燃烧室内充分混合，提高燃烧效率；同时，采用多个喷氢孔的方式，除了可提高氢气的喷出压力，同时增加氢气导出，与空气、燃油短时间内充分混合燃烧，提高热值外，多气流的导出还有助于提高对燃烧室内气流的扰动，提高氢气与空气的混合，提高燃烧效率。本实用新型中的喷水系统，通过高压水泵、喷水阀可向空气进气管路内喷水并随空气进入燃烧室内，可降低氢燃烧时的瞬间热量，降低压力的急剧升高，从而可降低氢燃烧时出现的爆震情况。通过电控系统可对氢气调压阀、氢气流量阀、高压水泵、喷水阀、喷氢器、喷油泵进行控制，ECU可根据电子油门的位置调节喷氢压力、喷水压力，ECU可通过转速传感器，判断发动机转速及上止点位置，以控制柴油、氢气、水喷射正时及脉宽。
Smart Images
Figure CN224903335U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to a compression ignition hydrogen-diesel hybrid single-cylinder engine system, belonging to the field of compression ignition engine technology. Background Technology
[0002] With the increasing scarcity of non-renewable resources, hydrogen fuel, as a clean energy source, is being widely used in the field of internal combustion engines.
[0003] Existing single-cylinder diesel engines mostly use pure diesel fuel, resulting in high fuel consumption, low efficiency, poor economy, high particulate emissions causing environmental pollution, untimely fuel combustion, excessive smoke during acceleration, and slow torque build-up. Engines using hydrogen-diesel fuel can partially improve these problems, increasing combustion efficiency, reducing fuel consumption, and lowering particulate emissions and total sulfur oxides. However, while hydrogen fuel has advantages such as high calorific value, high combustion efficiency, and clean emissions, its extremely fast combustion speed, combined with air in the combustion chamber, easily leads to a rapid pressure increase, causing knocking. Knocking not only affects engine reliability and lifespan but may also increase pollutant emissions and fuel consumption. Furthermore, existing hydrogen-diesel single-cylinder engines also suffer from the following problems: 1. Low hydrogen substitution rate; 2. Insufficient mixing of hydrogen with air and diesel fuel in the combustion chamber, affecting engine efficiency. The secondary technical problem this invention aims to solve is that existing hydrogen-diesel single-cylinder engines are prone to hydrogen leakage at the hydrogen injector, which can easily lead to flame propagation between the hydrogen injector and the cylinder head. Utility Model Content
[0004] To address the aforementioned deficiencies in the existing technology, this utility model provides a compression ignition hydrogen-diesel hybrid single-cylinder engine system that can improve hydrogen substitution rate, reduce knocking, and enhance engine efficiency.
[0005] This utility model is achieved through the following technical solution: a compression ignition hydrogen-diesel hybrid single-cylinder engine system, including a cylinder head that mates with the engine's cylinder liner, an air intake system, a diesel supply system, a hydrogen supply system, and an electronic control system. The air intake system includes a high-pressure gas tank, which is connected to an air intake passage on the cylinder head via an air intake pipe. An air pressure regulating valve is installed on the air intake pipe. The hydrogen supply system includes a hydrogen tank, a hydrogen pressure regulating valve, a hydrogen flow valve, a flame arrester, and a hydrogen injector, which are connected sequentially via a hydrogen intake pipe. The hydrogen injector is installed on the cylinder head and communicates with the combustion chamber. The hydrogen injector is inclined, and its inclination direction and inclination angle are specified. Consistent with the air intake channel configuration, the diameter of the hydrogen injector's outlet end is smaller than the diameter of its intake end. The outlet end of the hydrogen injector has multiple hydrogen injection holes, which communicate with the inner cavity of the hydrogen injector through a spiral air passage within the outlet end. The system also includes a water injection system, comprising a water tank, a high-pressure water pump, and a water injection valve connected sequentially via a water supply pipeline. The water injection valve is connected to the air intake pipeline of the air intake system. The electronic control system includes an ECU, an electronic throttle, and a speed sensor. The ECU is electrically connected to the hydrogen pressure regulating valve, hydrogen flow valve, high-pressure water pump, water injection valve, hydrogen injector, speed sensor, electronic throttle, and fuel injection pump of the diesel supply system.
[0006] In this invention, by installing a high-pressure gas storage tank and an air pressure regulating valve in the air intake system, the air intake volume can be increased through intake pressurization, thereby increasing the hydrogen input volume and improving the hydrogen substitution rate. The hydrogen injector is arranged in a manner consistent with the tilt direction and angle of the air intake channel, which allows for the combination of airflow circulation, turbulence, positive pressure flow, and reverse pressure return flow, ensuring complete mixing and combustion of hydrogen and air, improving hydrogen combustion efficiency, reducing the possibility of backflow and flashback, and fundamentally suppressing hydrogen explosion. At the same time, this arrangement also prevents the air intake and hydrogen intake from interfering with each other, thus affecting the hydrogen injection volume and air volume. The high concentration of the mixture is beneficial to improving combustion efficiency. The hydrogen injector uses a large-diameter inlet, a small-diameter outlet, and a spiral air passage, which increases the injection pressure of hydrogen and sprays it out in a spiral form to mix with air. This ensures that hydrogen and air can be fully mixed in the combustion chamber, improving combustion efficiency. At the same time, the use of multiple hydrogen injection holes not only increases the injection pressure of hydrogen and increases the hydrogen output, but also allows for more thorough mixing and combustion with air and fuel in a short time, improving the calorific value. In addition, the multiple airflows also help to increase the turbulence of airflow in the combustion chamber, improving the mixing of hydrogen and air and improving combustion efficiency. The water spray system in this invention uses a high-pressure water pump and a water spray valve to spray water into the air intake pipe and into the combustion chamber with the air. This reduces the instantaneous heat during hydrogen combustion and the rapid increase in pressure, thereby reducing the knocking that may occur during hydrogen combustion. The electronic control system can control the hydrogen pressure regulating valve, hydrogen flow valve, high-pressure water pump, water injection valve, hydrogen injector, and fuel injection pump. The ECU can adjust the hydrogen injection pressure and water injection pressure according to the position of the electronic throttle. The ECU can determine the engine speed and top dead center position through the speed sensor to control the timing and pulse width of diesel, hydrogen, and water injection.
[0007] Furthermore, there are 3-4 hydrogen injection holes.
[0008] Furthermore, to avoid the hydrogen entering the combustion chamber from colliding with the air entering the combustion chamber through the air intake channel, thus affecting the hydrogen injection quantity and the concentration of the air mixture, the outlet end of the hydrogen injector is an arc surface, and there are three hydrogen injection holes, all of which are located on the side of the outlet end of the hydrogen injector away from the air intake channel.
[0009] Furthermore, on the orthographic projection of the hydrogen injector's outlet end, the three hydrogen injection holes are evenly arranged on the same semicircle.
[0010] Furthermore, to prevent the hydrogen entering the combustion chamber from colliding with the air entering the combustion chamber through the air intake channel, thus affecting the hydrogen injection volume and the concentration of the air mixture, the outlet end of the hydrogen injector is an arc surface, and the hydrogen injection holes are four evenly arranged. A guide shroud is fixedly installed on the outside of the outlet end of the hydrogen injector near the air intake channel.
[0011] Furthermore, a flame arrestor seal is installed between the outlet end of the hydrogen injector and the cylinder head. This flame arrestor seal improves the seal between the hydrogen injector and the cylinder head, preventing flame spread between them and enhancing safety.
[0012] Furthermore, for ease of control, the air pressure regulating valve is electrically connected to the ECU.
[0013] The beneficial effects of this invention are as follows: By incorporating a high-pressure gas storage tank and an air pressure regulating valve into the air intake system, this invention can increase the air intake volume through intake pressurization, thereby increasing the hydrogen input volume and improving the hydrogen substitution rate. Compared with natural aspiration, the hydrogen substitution rate is increased by 35.5%, while simultaneously reducing fuel consumption. The hydrogen injector is arranged in a manner consistent with the tilt direction and angle of the air intake channel, allowing for a combination of airflow circulation, turbulence, positive pressure flow, and reverse pressure return flow. This ensures complete mixing and combustion of hydrogen and air, improving hydrogen combustion efficiency, reducing the possibility of backfire and fundamentally suppressing... This arrangement prevents hydrogen detonation and also avoids the interference between air and hydrogen intake, which could affect the hydrogen injection volume and air-fuel mixture concentration. This ensures proper hydrogen-air mixing, improves combustion efficiency, and enhances engine performance. The hydrogen injector uses a large-diameter intake, a small-diameter outlet, and a spiral air passage to increase hydrogen injection pressure and spray hydrogen in a spiral manner to mix with air. This ensures thorough mixing of hydrogen and air within the combustion chamber, improving combustion efficiency. Furthermore, the use of multiple hydrogen injection holes and the resulting multi-flow design enhances airflow disturbance within the combustion chamber, further improving hydrogen-air mixing and combustion efficiency. By installing a water spray system to inject water into the air intake pipe, detonation during hydrogen combustion is reduced, increasing the hydrogen input and improving the hydrogen substitution rate. Through detonation reduction, the hydrogen substitution rate can reach up to approximately 95%, significantly reducing pollutant emissions. The electronic control system can control the diesel supply system, hydrogen supply system, and water injection system, enabling precise fuel control, improving hydrogen substitution rate, reducing fuel consumption, improving engine economy and reliability, and significantly reducing sulfur oxide and particulate matter emissions. Attached Figure Description
[0014] Figure 1 This is a structural schematic diagram of a compression ignition hydrogen-diesel hybrid single-cylinder engine system according to an embodiment of the present invention (the cylinder head of the engine is not shown).
[0015] Figure 2 This is a structural schematic diagram of the engine cylinder head in an embodiment of this utility model;
[0016] Figure 3 yes Figure 2 An enlarged schematic diagram of part I in the diagram;
[0017] Figure 4This is a schematic diagram of the hydrogen injector in this utility model;
[0018] Figure 5 yes Figure 4 An enlarged schematic diagram of part H in the diagram;
[0019] Figure 6 This is a front view schematic diagram of a hydrogen injector with three hydrogen injection holes;
[0020] Figure 7 yes Figure 6 A schematic diagram of direction D in the diagram;
[0021] Figure 8 This is a front view schematic diagram of a hydrogen injector with four hydrogen injection holes;
[0022] Figure 9 yes Figure 8 A schematic diagram of direction B in the diagram;
[0023] Figure 10 This is a schematic diagram of the speed sensor installation.
[0024] In the diagram, A1 is the air intake system, A2 is the diesel fuel supply system, A3 is the hydrogen supply system, A4 is the water injection system, and A5 is the electronic control system.
[0025] 1. Hydrogen tank, 2. Hydrogen pressure regulating valve, 3. Hydrogen flow valve, 4. Water tank, 5. High-pressure water pump, 6. High-pressure gas storage tank, 7. Air pressure regulating valve, 8. Air filter, 9. Speed sensor, 10. Crankshaft, 11. Engine cylinder liner, 12. Piston, 13. Combustion chamber, 14. Intake valve, 15. Water injection valve, 16. Hydrogen injector, 17. Fuel injector, 18. Flame arrester, 19. Exhaust valve, 20. Electronic throttle, 21. Camshaft, 22. Fuel injection pump, 23. ECU, 24. Hydrogen intake pipe, 25. Water supply pipe, 26. Air intake pipe, 27. High-pressure fuel pipe, 28. Air intake passage, 29. Engine cylinder head, 30. Flame arrester seal, 31. Shield, 32. Engine block, 33. Flywheel, 34. Sensor bracket, 35. Sensor sensing hole;
[0026] 161. The spiral gas passage of the hydrogen injector; 162. The hydrogen injection hole. Detailed Implementation
[0027] The present invention will be further described below through non-limiting embodiments and in conjunction with the accompanying drawings:
[0028] As shown in the attached figure, a compression ignition hydrogen-diesel hybrid single-cylinder engine system includes an engine cylinder liner 11, a cylinder head 29 that mates with the engine cylinder liner 11, an air intake system A1, a diesel supply system A2, a hydrogen supply system A3, a water injection system A4, and an electronic control system A5.
[0029] The air intake system A1 includes a high-pressure air tank 6, which is connected to an air intake passage 28 on the cylinder head 29 via an air intake pipe 26. The air intake passage 28 is equipped with an intake valve 14 and communicates with the combustion chamber 13. An air pressure regulating valve 7 and an air filter 8 are installed on the air intake pipe 26. The air intake system A1 is used to supply air with a pressure greater than atmospheric pressure into the combustion chamber.
[0030] The diesel fuel supply system A2 includes a fuel injection pump 22, a fuel injector 17, and a high-pressure fuel line 27. The fuel injector 17 is mounted on the cylinder head 29 and communicates with the combustion chamber 13. One end of the high-pressure fuel line 27 is connected to the fuel injection pump 22, and the other end is connected to the fuel injector 17. The fuel injection pump 22 contacts the camshaft 21, converting the rotation of the camshaft 21 into linear motion of the fuel injection pump 22. The diesel fuel supply system A2 supplies diesel fuel to the fuel injector 17 through the fuel injection pump 22, and the fuel injector 17 injects the diesel fuel into the combustion chamber 13.
[0031] The hydrogen supply system A3 includes a hydrogen tank 1, a hydrogen pressure regulating valve 2, a hydrogen flow valve 3, a flame arrester 18, and a hydrogen injector 16, which are sequentially connected via a hydrogen intake pipe 24. The hydrogen injector 16 is mounted on the cylinder head 29 and communicates with the combustion chamber 13. The hydrogen supply system A3 injects hydrogen into the combustion chamber 13 through the hydrogen injector 16. The flame arrester 18 is used to prevent the spread of flame in the pipeline to prevent backfire and avoid explosion. The flame arrester 18 is existing technology. To prevent the air intake and hydrogen intake from interfering with each other and affecting the hydrogen injection volume and air-air mixture concentration, the hydrogen injector 16 is tilted, and its tilt direction and tilt angle are consistent with those of the air intake channel 28. To ensure thorough mixing of hydrogen and air within the combustion chamber 13, the hydrogen injector 16 employs a pressurized spiral air duct structure with a large-diameter inlet and a small-diameter outlet. Specifically, the diameter of the outlet end of the hydrogen injector 16 is smaller than the diameter of the inlet end. A spiral air duct 161 is provided inside the outlet end of the hydrogen injector 16, and the hydrogen injection holes 162 communicate with the inner cavity of the hydrogen injector 16 through the spiral air duct 161. Multiple hydrogen injection holes 162 are provided at the outlet end of the hydrogen injector 16, and each hydrogen injection hole 162 communicates with the inner cavity of the hydrogen injector 16 through a spiral air duct 161. The spiral air duct 161 allows hydrogen to be ejected in a spiral form and thoroughly mixed with air. Preferably, the number of hydrogen injection holes 162 is 3-4. To prevent flame spread between the hydrogen injector 16 and the cylinder head 29 and improve safety, it is preferable to provide a flame arrestor seal 30 between the outer side of the outlet end of the hydrogen injector 16 and the cylinder head. The flame arrestor seal 30 is made of high-temperature resistant silicone rubber, which is available in the prior art.
[0032] To improve the mixing of hydrogen and air and prevent the air intake and hydrogen intake from interfering with each other and affecting the hydrogen injection volume and air mixture concentration, it is preferable that the outlet end of the hydrogen injector 16 has an arc-shaped surface, and there are three hydrogen injection holes 162, all of which are located on the side of the outlet end of the hydrogen injector 16 away from the air intake channel 28. (See attached...) Figures 6-7 As shown, it is further preferred that the three hydrogen injection holes 162 are evenly arranged on the same semicircle on the orthographic projection of the outlet end of the hydrogen injector 16, so that the side of the outlet end of the hydrogen injector 16 without hydrogen injection holes 16 is close to the air intake channel 28, thereby preventing the air intake and hydrogen intake from interfering with each other and affecting the hydrogen injection volume and the concentration of air mixture.
[0033] As attached Figures 8-9 As shown, similarly, to improve the mixing of hydrogen and air and prevent the air intake and hydrogen intake from interfering with each other and affecting the hydrogen injection volume and air mixing concentration, it is preferable that the outlet end of the hydrogen injector 16 is an arc surface, and there are four hydrogen injection holes 162. The four hydrogen injection holes 162 are evenly arranged on the arc surface of the outlet end of the hydrogen injector 16. A flow guide shroud 31 is fixedly installed on the outside of the outlet end of the hydrogen injector 16 near the air intake channel 28. The flow guide shroud 31 covers the outside of the hydrogen injection holes 162 on this side and is used to guide the injected hydrogen to avoid the hydrogen and air entering from the air intake channel from interfering with each other and affecting the hydrogen injection volume and air mixing concentration.
[0034] The water spray system A4 includes a water tank 4, a high-pressure water pump 5, and a water spray valve 15, which are connected in sequence via a water supply pipe 25. The water spray valve 15 is connected to the air intake pipe 26 of the air intake system A1. The water spray system A4 can spray water into the air intake pipe 26 through the water spray valve 15, and the water will enter the combustion chamber with the air, reducing the hydrogen combustion rate and preventing the hydrogen from burning too quickly, thereby reducing the probability of knocking. The water spray valve 15 is the same as the spray valve used in automotive urea systems.
[0035] The electronic control system A5 includes an ECU 23, an electronic throttle 20, and a speed sensor 9. The ECU 23 is electrically connected to a hydrogen pressure regulating valve 2, a hydrogen flow valve 3, a high-pressure water pump 5, a water injection valve 15, a hydrogen injector 16, the speed sensor 9, the electronic throttle 20, and the fuel injection pump 22. The ECU is existing technology. The electronic throttle 20 is fixed to the engine block 32, and the electronic throttle 20 is linked to the mechanical throttle via a connecting rod. The speed sensor 9 is mounted on the engine block 32 via a sensor bracket 34, and the flywheel 33 is rotatably mounted on the engine block 32 via a crankshaft 10. The outer circumference of the flywheel 33 has 58 sensor sensing holes 35 and 2 missing tooth holes evenly distributed, with the missing tooth holes forming a 60-degree angle with the top dead center of the flywheel. The axis of the speed sensor 9 overlaps with the center line of the sensor sensing holes 35, and the gap between the front end face of the speed sensor 9 and the outer circumference of the flywheel 33 is 1.5-2.5 mm. The ECU interacts with the hydrogen pressure regulating valve 2, hydrogen flow valve 3, high-pressure water pump 5, water injection valve 15, hydrogen injector 16, speed sensor 9, electronic throttle 20, and fuel injection pump 22. The ECU can adjust the hydrogen and water injection pressures based on the electronic throttle position. The ECU can also determine the engine speed and top dead center position via the speed sensor to control the timing and pulse width of diesel, hydrogen, and water injection. For ease of air intake control, it is preferable that the air pressure regulating valve 7 is electrically connected to the ECU.
[0036] During operation, this invention adjusts the air pressure regulating valve 7 according to changes in engine speed and load to ensure sufficient air and oxygen entering the engine, facilitating the complete combustion of diesel and hydrogen fuels. The crankshaft 10 rotates, driving the camshaft 21 to rotate and causing the fuel injection pump 22 to generate high-pressure fuel. The ECU receives signals from the speed sensor 9 and determines the top dead center position of the piston 12, controlling the opening of the fuel injection pump 22 to inject high-pressure fuel into the combustion chamber 13 through the fuel injector 17. Simultaneously, it controls the hydrogen pressure regulating valve 2 to inject high-pressure hydrogen into the combustion chamber 13 through the hydrogen injector 16. The crankshaft 10 rotates, causing the piston 12 to move upwards, compressing the gas in the cylinder, increasing the cylinder temperature, and simultaneously igniting the hydrogen while the diesel fuel is compressed. The ECU stores a logic map, adjusting the fuel injection quantity, water supply pressure, and hydrogen pressure according to the electronic throttle position. The ECU determines the engine speed and piston top dead center position based on the signals from the speed sensor 9 to control the timing and pulse width of diesel, hydrogen, and water injection.
[0037] The other parts in this embodiment are all existing technologies and will not be described in detail here.
Claims
1. A compression ignition hydrogen-diesel hybrid single-cylinder engine system, comprising a cylinder head that mates with the engine's cylinder liner, an air intake system, a diesel supply system, a hydrogen supply system, and an electronic control system, characterized in that: The air intake system includes a high-pressure gas storage tank (6), which is connected to the air intake channel (28) on the cylinder head via an air intake pipeline. An air pressure regulating valve (7) is installed on the air intake pipeline. The hydrogen supply system includes a hydrogen tank (1), a hydrogen pressure regulating valve (2), a hydrogen flow valve (3), a flame arrester (18), and a hydrogen injector (16) connected in sequence via a hydrogen intake pipeline. The hydrogen injector (16) is installed on the cylinder head and communicates with the combustion chamber (13). The hydrogen injector (16) is inclined, and its inclination direction and inclination angle are consistent with those of the air intake channel (28). The diameter of the outlet end of the hydrogen injector (16) is smaller than the diameter of the inlet end. The outlet end of the hydrogen injector (16) is provided with a... There are multiple hydrogen injection holes, which are connected to the inner cavity of the hydrogen injector (16) through a spiral air passage set inside the outlet end of the hydrogen injector (16); it also includes a water injection system, which includes a water tank (4), a high-pressure water pump (5), and a water injection valve (15) connected in sequence through a water supply pipeline. The water injection valve (15) is connected to the air intake pipeline of the air intake system; the electronic control system includes an ECU (23), an electronic throttle (20), and a speed sensor (9). The ECU (23) is electrically connected to the hydrogen pressure regulating valve (2), the hydrogen flow valve (3), the high-pressure water pump (5), the water injection valve (15), the hydrogen injector (16), the speed sensor (9), the electronic throttle (20), and the fuel injection pump (22) of the diesel supply system.
2. The compression ignition hydrogen-diesel hybrid single-cylinder engine system according to claim 1, characterized in that: There are 3-4 hydrogen injection holes.
3. The compression ignition hydrogen-diesel hybrid single-cylinder engine system according to claim 2, characterized in that: The outlet end of the hydrogen injector (16) is an arc surface, and there are 3 hydrogen injection holes. All 3 hydrogen injection holes are located on the side of the outlet end of the hydrogen injector (16) away from the air intake channel.
4. The compression ignition hydrogen-diesel hybrid single-cylinder engine system according to claim 3, characterized in that: On the orthographic projection of the outlet end of the hydrogen injector (16), three hydrogen injection holes are evenly arranged on the same semicircle.
5. The compression ignition hydrogen-diesel hybrid single-cylinder engine system according to claim 2, characterized in that: The outlet end of the hydrogen injector (16) is an arc surface, and there are four hydrogen injection holes evenly arranged. A guide shroud (31) is fixedly installed on the outside of the outlet end of the hydrogen injector (16) near the air inlet channel.
6. The compression ignition hydrogen-diesel hybrid single-cylinder engine system according to claim 1, 2, 3, 4, or 5, characterized in that: A flame arrestor seal (30) is provided between the outside of the outlet end of the hydrogen injector (16) and the cylinder head.
7. The compression ignition hydrogen-diesel hybrid single-cylinder engine system according to claim 1, 2, 3, 4, or 5, characterized in that: The air pressure regulating valve is electrically connected to the ECU.