CN108547710B - Direct injection gas nozzle and engine and power system thereof - Google Patents
Direct injection gas nozzle and engine and power system thereof Download PDFInfo
- Publication number
- CN108547710B CN108547710B CN201810148049.XA CN201810148049A CN108547710B CN 108547710 B CN108547710 B CN 108547710B CN 201810148049 A CN201810148049 A CN 201810148049A CN 108547710 B CN108547710 B CN 108547710B
- Authority
- CN
- China
- Prior art keywords
- hydrogen
- gas
- engine
- cylinder
- water
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000002347 injection Methods 0.000 title claims abstract description 47
- 239000007924 injection Substances 0.000 title claims abstract description 47
- 239000007789 gas Substances 0.000 claims abstract description 487
- 239000001257 hydrogen Substances 0.000 claims abstract description 482
- 229910052739 hydrogen Inorganic materials 0.000 claims abstract description 482
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 claims abstract description 460
- 239000001301 oxygen Substances 0.000 claims abstract description 120
- 229910052760 oxygen Inorganic materials 0.000 claims abstract description 120
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 claims abstract description 116
- 150000002431 hydrogen Chemical class 0.000 claims abstract description 25
- 239000007921 spray Substances 0.000 claims abstract description 15
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 244
- 229910001868 water Inorganic materials 0.000 claims description 217
- 239000000446 fuel Substances 0.000 claims description 167
- 239000002918 waste heat Substances 0.000 claims description 117
- 239000007788 liquid Substances 0.000 claims description 106
- 238000002485 combustion reaction Methods 0.000 claims description 100
- 229910012375 magnesium hydride Inorganic materials 0.000 claims description 96
- 239000000498 cooling water Substances 0.000 claims description 95
- RSHAOIXHUHAZPM-UHFFFAOYSA-N magnesium hydride Chemical compound [MgH2] RSHAOIXHUHAZPM-UHFFFAOYSA-N 0.000 claims description 93
- 239000012528 membrane Substances 0.000 claims description 64
- 238000001914 filtration Methods 0.000 claims description 54
- 238000000746 purification Methods 0.000 claims description 49
- 239000003054 catalyst Substances 0.000 claims description 36
- 238000005461 lubrication Methods 0.000 claims description 31
- 239000000314 lubricant Substances 0.000 claims description 30
- 239000012535 impurity Substances 0.000 claims description 18
- 230000001050 lubricating effect Effects 0.000 claims description 18
- 239000007769 metal material Substances 0.000 claims description 18
- 238000000034 method Methods 0.000 claims description 16
- 239000003921 oil Substances 0.000 claims description 15
- 230000002528 anti-freeze Effects 0.000 claims description 13
- 239000007787 solid Substances 0.000 claims description 13
- 239000003381 stabilizer Substances 0.000 claims description 13
- 238000000926 separation method Methods 0.000 claims description 12
- 239000000463 material Substances 0.000 claims description 11
- 239000003638 chemical reducing agent Substances 0.000 claims description 10
- 238000009833 condensation Methods 0.000 claims description 10
- 230000005494 condensation Effects 0.000 claims description 10
- 229910052755 nonmetal Inorganic materials 0.000 claims description 9
- 238000005507 spraying Methods 0.000 claims description 9
- 230000005540 biological transmission Effects 0.000 claims description 8
- 238000011049 filling Methods 0.000 claims description 7
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 claims description 6
- 229910052799 carbon Inorganic materials 0.000 claims description 6
- 239000000843 powder Substances 0.000 claims description 6
- 239000007770 graphite material Substances 0.000 claims description 5
- 239000010687 lubricating oil Substances 0.000 claims description 5
- 241000276498 Pollachius virens Species 0.000 claims description 4
- 150000004678 hydrides Chemical group 0.000 claims description 4
- 239000010705 motor oil Substances 0.000 claims description 4
- 238000011084 recovery Methods 0.000 claims description 4
- 230000009471 action Effects 0.000 claims description 3
- 238000009413 insulation Methods 0.000 claims description 3
- 230000007246 mechanism Effects 0.000 claims description 3
- 239000002245 particle Substances 0.000 claims description 3
- 239000011248 coating agent Substances 0.000 claims description 2
- 238000000576 coating method Methods 0.000 claims description 2
- 230000009347 mechanical transmission Effects 0.000 claims description 2
- 238000010248 power generation Methods 0.000 claims description 2
- XKRFYHLGVUSROY-UHFFFAOYSA-N Argon Chemical compound [Ar] XKRFYHLGVUSROY-UHFFFAOYSA-N 0.000 abstract description 24
- 229910052786 argon Inorganic materials 0.000 abstract description 12
- 238000001816 cooling Methods 0.000 abstract description 9
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 abstract description 8
- 239000003345 natural gas Substances 0.000 abstract description 4
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 114
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 48
- 238000006243 chemical reaction Methods 0.000 description 29
- 229910052757 nitrogen Inorganic materials 0.000 description 24
- MYMOFIZGZYHOMD-UHFFFAOYSA-N Dioxygen Chemical compound O=O MYMOFIZGZYHOMD-UHFFFAOYSA-N 0.000 description 11
- UXVMQQNJUSDDNG-UHFFFAOYSA-L Calcium chloride Chemical compound [Cl-].[Cl-].[Ca+2] UXVMQQNJUSDDNG-UHFFFAOYSA-L 0.000 description 10
- 239000001110 calcium chloride Substances 0.000 description 10
- 229910001628 calcium chloride Inorganic materials 0.000 description 10
- VTHJTEIRLNZDEV-UHFFFAOYSA-L magnesium dihydroxide Chemical compound [OH-].[OH-].[Mg+2] VTHJTEIRLNZDEV-UHFFFAOYSA-L 0.000 description 10
- 239000000347 magnesium hydroxide Substances 0.000 description 10
- 229910001862 magnesium hydroxide Inorganic materials 0.000 description 10
- 238000012546 transfer Methods 0.000 description 8
- 230000003647 oxidation Effects 0.000 description 7
- 238000007254 oxidation reaction Methods 0.000 description 7
- 230000008569 process Effects 0.000 description 7
- 238000010586 diagram Methods 0.000 description 6
- 238000010438 heat treatment Methods 0.000 description 6
- 229910052751 metal Inorganic materials 0.000 description 6
- 239000002184 metal Substances 0.000 description 6
- 230000001502 supplementing effect Effects 0.000 description 5
- 239000007864 aqueous solution Substances 0.000 description 4
- 230000015572 biosynthetic process Effects 0.000 description 4
- 238000004880 explosion Methods 0.000 description 4
- 238000007710 freezing Methods 0.000 description 4
- 230000008014 freezing Effects 0.000 description 4
- 238000002156 mixing Methods 0.000 description 4
- 239000000047 product Substances 0.000 description 4
- 239000002994 raw material Substances 0.000 description 4
- 239000000126 substance Substances 0.000 description 4
- 239000002826 coolant Substances 0.000 description 3
- 230000005611 electricity Effects 0.000 description 3
- 239000003502 gasoline Substances 0.000 description 3
- XLYOFNOQVPJJNP-ZSJDYOACSA-N heavy water Substances [2H]O[2H] XLYOFNOQVPJJNP-ZSJDYOACSA-N 0.000 description 3
- 238000006703 hydration reaction Methods 0.000 description 3
- 239000013589 supplement Substances 0.000 description 3
- 238000002679 ablation Methods 0.000 description 2
- 239000007798 antifreeze agent Substances 0.000 description 2
- 230000003197 catalytic effect Effects 0.000 description 2
- 239000000428 dust Substances 0.000 description 2
- 230000007613 environmental effect Effects 0.000 description 2
- 239000002737 fuel gas Substances 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- 238000005086 pumping Methods 0.000 description 2
- 238000006722 reduction reaction Methods 0.000 description 2
- VEXZGXHMUGYJMC-UHFFFAOYSA-M Chloride anion Chemical compound [Cl-] VEXZGXHMUGYJMC-UHFFFAOYSA-M 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 239000003245 coal Substances 0.000 description 1
- 239000002131 composite material Substances 0.000 description 1
- 239000000470 constituent Substances 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 239000002283 diesel fuel Substances 0.000 description 1
- 229910001882 dioxygen Inorganic materials 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005868 electrolysis reaction Methods 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
- 239000003344 environmental pollutant Substances 0.000 description 1
- 238000003912 environmental pollution Methods 0.000 description 1
- 238000000605 extraction Methods 0.000 description 1
- 238000002309 gasification Methods 0.000 description 1
- 239000011261 inert gas Substances 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 231100000252 nontoxic Toxicity 0.000 description 1
- 230000003000 nontoxic effect Effects 0.000 description 1
- 238000013021 overheating Methods 0.000 description 1
- 239000003208 petroleum Substances 0.000 description 1
- 231100000719 pollutant Toxicity 0.000 description 1
- 238000012827 research and development Methods 0.000 description 1
- 238000001179 sorption measurement Methods 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0203—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels characterised by the type of gaseous fuel
- F02M21/0206—Non-hydrocarbon fuels, e.g. hydrogen, ammonia or carbon monoxide
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
- F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
- F02B41/02—Engines with prolonged expansion
- F02B41/06—Engines with prolonged expansion in compound cylinders
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
- F02B41/02—Engines with prolonged expansion
- F02B41/10—Engines with prolonged expansion in exhaust turbines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
- F02B43/10—Engines or plants characterised by use of other specific gases, e.g. acetylene, oxyhydrogen
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/0227—Means to treat or clean gaseous fuels or fuel systems, e.g. removal of tar, cracking, reforming or enriching
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/0248—Injectors
- F02M21/0251—Details of actuators therefor
- F02M21/0254—Electric actuators, e.g. solenoid or piezoelectric
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/0248—Injectors
- F02M21/0257—Details of the valve closing elements, e.g. valve seats, stems or arrangement of flow passages
- F02M21/026—Lift valves, i.e. stem operated valves
- F02M21/0263—Inwardly opening single or multi nozzle valves, e.g. needle valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- General Chemical & Material Sciences (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Analytical Chemistry (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
The invention relates to a direct injection gas nozzle, an engine and a power system thereof, wherein the nozzle is composed of a shell, a gas collection chamber, a nozzle spray hole and a gas channel, and the gas channel penetrates through the gas collection chamber and is communicated with the nozzle spray hole; the upper part of the gas channel is provided with a spring, the lower part of the gas channel is provided with a hollow plunger, and the wall of a gas collection chamber section of the gas channel is provided with a plunger spray hole; the upper part of the gas collection chamber is provided with an upper gas bearing of the plunger, the lower part of the gas collection chamber is provided with a lower gas bearing of the plunger, the hollow plunger is provided with a plunger stopper, the shell of the shell is provided with an electromagnetic coil, and the plunger stopper is installed in a matched manner with the electromagnetic coil. The gas direct injection nozzle can be used for direct injection of oxygen, hydrogen, natural gas, argon and other gases, can resist high temperature and high pressure, is not easy to temper, can utilize the injected gas to perform self-cooling, and prolongs the service life of the hydrogen nozzle.
Description
Technical Field
The invention belongs to the technical field of new energy engines, and relates to a direct injection gas nozzle, an engine and a power system thereof.
Background
Energy shortage, environmental pollution, global climate change, and the development of clean, efficient, safe and sustainable energy is urgently needed, and hydrogen energy is being valued by more and more countries. The engine industry has developed rapidly into the twenty-first century, however, gasoline and diesel engines are still the major engine types for vehicles. Gasoline and diesel oil are non-renewable resources, in order to alleviate a series of negative effects caused by shortage of petroleum resources and reduce atmospheric pollution and exhaust emission of engines, alternative fuels of engines need to be found, and hydrogen energy is the most ideal clean fuel at present. With the stricter environmental protection measures in various countries in the world, hydrogen energy vehicles have become a key point in engine research and development due to the characteristics of energy conservation, low emission and the like, and have already begun to be commercialized.
The hydrogen is used as the fuel, and has the advantages that water is used as the raw material, so that the resource is rich; the heat emitted during combustion is large; the combustion product is water, is non-toxic and pollution-free, can be recycled, and is called as green energy. The hydrogen can be prepared in large quantity from the gasification of the electrolyzed water and the coal, and the engine does not need to be greatly modified, so the hydrogen energy power has wide application prospect. Three technical problems need to be solved for the promotion of hydrogen energy power: firstly, a large amount of cheap hydrogen is prepared, the traditional electrolysis method is expensive, consumes other resources and cannot be popularized; secondly, the problem of safe storage and transportation of hydrogen; and thirdly, a high-performance and inexpensive hydrogen supply system required for the engine. Meanwhile, the hydrogen energy can generate a series of problems of knocking, instability and the like when being directly used on a power system, and the like, so that the trend is to mix hydrogen with other gases including inert gases and pressurize the mixture, and the hydrogen-electricity energy is used as a substitute fuel of a new power system.
Compared with a hydrogen fuel cell, the hydrogen internal combustion engine has high fuel cell cost, and the hydrogen internal combustion engine can be further perfected and improved on the basis of the traditional gasoline internal combustion engine to facilitate rapid popularization and industrialization.
Disclosure of Invention
The invention aims to provide a direct injection gas nozzle, an engine and a power system thereof, which can be used for the direct injection of fuel gas such as oxygen, hydrogen, natural gas and the like and combustion-supporting gas, and the gas direct injection nozzle is resistant to high-temperature ablation, free of backfire and capable of self-cooling, thereby solving the problem of service life of the existing hydrogen nozzle.
The technical scheme of the invention is as follows:
a direct injection gas nozzle is composed of a shell, a gas collection chamber, a nozzle spray hole and a gas channel, wherein the gas channel penetrates through the gas collection chamber and is communicated with the nozzle spray hole; the upper part of the gas channel is provided with a spring, the lower part of the gas channel is provided with a hollow plunger, and the wall of a gas collection chamber section of the gas channel is provided with a plunger spray hole; the upper part of the gas collection chamber is provided with an upper gas bearing of the plunger, the lower part of the gas collection chamber is provided with a lower gas bearing of the plunger, the hollow plunger is provided with a plunger stopper, the shell of the shell is provided with an electromagnetic coil, and the plunger stopper is installed in a matched manner with the electromagnetic coil.
The nozzle is used for directly injecting hydrogen, oxygen or argon.
A kind of direct injection gas nozzle engine, the engine is the hydrogen fuel engine, the hydrogen fuel engine has air cylinder, cylinder cover, crankcase, there are spark plugs, hydrogen air port or/and oxygen nozzle on the cylinder cover, still there are exhaust holes on the air cylinder, the hydrogen fuel engine includes two-stroke hydrogen fuel engine, four-stroke hydrogen fuel engine and small-stroke high-frequency engine; the two-stroke hydrogen fuel engine and the four-stroke hydrogen fuel engine adopt a single-cylinder or multi-cylinder operation mode, and the small-stroke high-frequency engine consists of hydrogen combustion cylinders with any number of cylinders and/or tail gas expansion cylinders with any number of cylinders and comprises a four-cylinder small-stroke high-frequency engine and a six-cylinder small-stroke high-frequency engine; the hydrogen port of the two-stroke hydrogen fuel engine is a hydrogen nozzle or/and an air inlet hole with the same structure as that of the direct injection gas nozzle, the hydrogen port of the four-stroke hydrogen fuel engine is an air inlet, and the hydrogen port of the small-stroke high-frequency engine is a hydrogen nozzle with the same structure as that of the direct injection gas nozzle; the two-stroke hydrogen fuel engine comprises a cylinder, a cylinder cover and a crankcase, wherein the cylinder cover is provided with a spark plug, a hydrogen nozzle and an oxygen nozzle, and the wall of the cylinder is provided with an air inlet and an air outlet; a crankshaft is arranged in the crankcase, a piston is arranged in the cylinder, and the piston is connected with the crankshaft through a connecting rod; the four-stroke hydrogen fuel engine comprises a cylinder and a crankcase, the top of the cylinder is provided with an oxygen nozzle, a spark plug, an air inlet and an exhaust hole, a crankshaft is arranged in the crankcase, a combustion chamber is arranged in the cylinder, the cylinder is provided with a piston, and the piston is connected with the crankshaft through a connecting rod.
The small-stroke high-frequency engine comprises an air cylinder, a crankcase, a water bottom shell, a pressure stabilizer and an exhaust passage, wherein a water filling port is arranged on the pressure stabilizer, and water enters the pressure stabilizer through the water filling port to directly contact with high-temperature tail gas for heat exchange and is completely converted into water vapor; the exhaust ports of the cylinder bodies of the small-stroke high-frequency engine are communicated with an exhaust channel, the exhaust channel is connected to the inlet of the tail gas expansion machine through a voltage stabilizer, and a cooling water jacket is arranged outside the exhaust channel; a crankshaft is arranged in the crankcase, a piston is arranged in each cylinder, and the piston is connected with the crankshaft through a connecting rod; one end of the crankshaft is coaxially connected with the generator, the other end of the crankshaft is connected with the tail gas expander through the primary speed reducer, and the other end of the tail gas expander is connected with the expander in the tail gas waste heat utilization unit of the engine through the secondary speed reducer; the small-stroke high-frequency engine comprises a connecting rod and crankshaft transmission mechanism, gear transmission, hydraulic transmission and pneumatic transmission, and effectively outputs power generated by a small-stroke engine cylinder; the small-stroke high-frequency engine and the tail gas waste heat utilization unit output work in a power generation mode or in a mechanical transmission mode.
In another form, the small-stroke high-frequency engine includes a cylinder, a crankcase, a sump, and an exhaust passage; at least one cylinder in the front of the small-stroke high-frequency engine is a hydrogen combustion cylinder, the upper part and the lower part of the hydrogen combustion cylinder are respectively provided with a hydrogen nozzle and an oxygen nozzle, the rear cylinder is a tail gas expansion cylinder, and the upper part and the lower part of the tail gas expansion cylinder are respectively provided with a tail gas nozzle, an oxygen nozzle and a water nozzle; a crankshaft is arranged in the crank case, a piston is arranged in each cylinder, the piston is connected with the crankshaft through a connecting rod, and the crankshaft is connected with an expansion machine in a tail gas waste heat utilization unit of the engine; the exhaust port of the small-stroke high-frequency engine tail gas expansion cylinder is communicated with an exhaust passage, and the outlet of the exhaust passage is connected to a catalyst through a turbine of a turbocharging unit.
The hydrogen fuel engine is provided with a water bottom shell or a traditional oil bottom shell and an engine oil system, and the small-stroke high-frequency engine has the advantages of full oxygen, self-ignition, high-temperature and high-pressure exhaust of tail gas, small stroke, high frequency, full recovery of condensation heat, self-protection, high fuel feed amount and high Kohler coefficient; after the combustion chamber is filled with fuel and ignited, the piston operates between the top dead center and the bottom dead center to open the exhaust hole to exhaust, the fuel addition amount added into the combustion chamber by single acting is higher or far higher than the conventional fuel amount, the conventional fuel amount is the fuel amount added into the combustion chamber by single acting of a common two-stroke or four-stroke engine, the power for completing the full stroke of the piston comprises the utilization of the violent combustion expansion or inertia driving force of the fuel, the hydrogen-oxygen ratio is flexibly adjusted, hydrogen is excessive or oxygen is excessive, the exhaust gas does not contain redundant oxygen when hydrogen is excessive, and the temperature and the pressure of the combustion chamber are adjusted by the excessive hydrogen; or liquid water is added from an oxygen nozzle, or a separate water spray nozzle is arranged to add the liquid water, and the temperature and the pressure of the combustion chamber are adjusted; the high-frequency small-stroke engine is an engine which adopts two strokes or less, does not exclude four strokes, and has a piston running between a top dead center and a bottom dead center to open an exhaust hole to exhaust gas, and under the condition of protecting normal operation of an engine mechanism, the piston runs at high frequency and high efficiency by adopting high hydrogen fuel feeding amount, and is also called an ann hydrogen engine which is an engine which uses safe hydrogen fuel, is loaded with the hydrogen fuel in a solid hydride form and appears in a solid form most of time.
The lubrication of each running part of the hydrogen fuel engine adopts various forms, or lubricating oil, lubricating agent, gas lubrication, water lubrication added with lubricating agent, or any combination of the above various forms; the method comprises the following steps: the water with or without lubricant in the water bottom shell lubricates the piston under the action of the crankshaft; adopting closed oil lubrication to regularly maintain and inject lubricating oil; lubricating by adopting a closed medium for lubrication and periodically maintaining and injecting a lubricant; the piston ring adopts graphite material self-lubricating or other carbon-containing materials or metal materials or non-metal materials for self-lubricating; the piston ring, the piston and the cylinder wall are lubricated by gas or water, one mode is that a plurality of fine pipelines with the outlet directions respectively vertical upwards and vertical downwards are arranged in the radial direction of the piston ring or the piston, and the fine pipelines are connected with a gas, liquid or solid source pipeline led out from the interior of the piston from the opening of the piston ring or the piston; the other form is that a plurality of fine pipelines which are connected with gas, liquid or solid source pipelines and have the outlet directions of vertical upward and vertical downward are arranged on the cylinder wall, and the fine pipelines are controlled to be opened or closed according to the stroke of a piston ring; or any combination of the above; the lubricating medium adopted among the piston ring, the piston and the cylinder wall is hydrogen, oxygen, water or water vapor with a lubricant, micro-powder ice particles with or without a lubricant, or a combination of two or more of the lubricating media, and the air outlet direction on the piston ring, the piston and the cylinder wall is a vertical spraying lubricating medium; a cylinder wall or a coating or an inlay made of graphite material or other carbon-containing material or metal material or nonmetal material; or the conventional lubrication mode is adopted by each running part of the hydrogen fuel engine, including oil pan lubrication and an oil system, and the conventional lubrication mode is adopted among piston rings, pistons and cylinder walls.
When the engine cylinder stops working, the water in the water bottom shell is reserved in the water bottom shell or is led out of the engine; when an engine cylinder is started, a lubricating medium is introduced into a water bottom shell; the lubricating medium of the water bottom shell comprises water and water containing a lubricant; the performance of the small-stroke high-frequency engine is evaluated by a Kohlepu coefficient, wherein the Kohlepu coefficient is the quotient of the engine power divided by the product of the effective volume and the effective weight of the engine; the whole hydrogen internal combustion engine power system has light unit weight, small unit volume and high energy density, the fuel is stored at normal pressure and used at normal pressure, the hydrogen fuel is loaded in a solid hydride form, and the hydrogen fuel appears in a solid form in most of time, so the hydrogen internal combustion engine power system is safe and convenient; the engine is ignited by an igniter when being cold and is ignited by self when being hot.
A power system of a direct injection gas nozzle engine is provided with a hydrogen gas source, an air gas source, a tail gas waste heat utilization unit, a gas-liquid separator, a hydrogen purification unit and a cooling water tank; a gas outlet of the gas-liquid separator is provided with a gas filtering membrane; a gas outlet of the hydrogen purification unit is provided with a hydrogen separation membrane; the hydrogen gas source and the air gas source are connected to a hydrogen gas port together, an exhaust hole of the cylinder is connected to a catalyst through a tail gas expander or a turbocharging unit, and an outlet of the catalyst is connected to a gas-liquid separator through a tail gas waste heat utilization unit or a condenser; the gas outlet of the gas-liquid separator is connected to a hydrogen gas source through a hydrogen purification unit; the water outlet of the gas-liquid separator is connected to the cooling water tank through a one-way valve; the outlet of the cooling water tank is divided into two paths, one path is connected to a jacket of the cylinder through a circulating cooling water pipeline, and the outlet of the jacket of the cylinder is connected to the cooling water tank through a condenser or a tail gas waste heat utilization unit; one path is connected to an outlet of an air source through a tail gas condensate water circulating pipe, and a water filtering membrane is arranged at a connecting port; the hydrogen fuel engine is provided with an oil sump; the acting device of the tail gas waste heat utilization unit is coaxially or non-coaxially connected with the engine, and the tail gas waste heat utilization unit is used for solving the problem of insufficient power of the engine.
The hydrogen gas source is a magnesium hydride storage tank and comprises a tank body and a heat insulation layer outside the tank body, and a water spraying pipeline is arranged inside the tank body; the upper part of the tank body is provided with a pressure sensor, an explosion-proof valve, a hydrogen outlet, a water vapor inlet and a temperature sensor, the lower part of the tank body is provided with an adding and pumping outlet, and the adding and pumping outlet is provided with a stop valve with a coded lock; the tank body is made of metal material, non-metal material or the combination material of the metal material and the non-metal material; the magnesium hydride storage tank is provided with a heat-conducting medium inlet, the water-air inlet pipe is provided with a heat-tracing pipeline, the water-tracing pipeline inlet is provided with a water filtering membrane, and the hydrogen outlet is provided with a hydrogen filtering membrane.
A power system of a direct injection gas nozzle engine comprises an ECU, a hydrogen fuel engine, a magnesium hydride storage tank, a condenser, a tail gas expander, a catalyst, a tail gas waste heat utilization unit, a hydrogen purification unit, a cooling water tank, an air pipeline, a gas-liquid separator and a low-pressure hydrogen buffer tank. The hydrogen fueled engine is a two-stroke engine including a cylinder, a cylinder head, and a crankcase. The cylinder cover is provided with a spark plug and an air inlet, and the wall of the cylinder is provided with an exhaust hole. A crankshaft is arranged in the crankcase, a piston is arranged in the cylinder, and the piston is connected with the crankshaft through a connecting rod. The hydrogen outlet of the magnesium hydride storage tank is provided with a hydrogen filtering membrane, the gas outlet of the gas-liquid separator is provided with a gas filtering membrane, the outlet of the hydrogen purification unit is provided with a hydrogen separation membrane, and the cooling water tank and the gas-liquid separator are provided with water outlets. The water outlet of the gas-liquid separator is provided with a one-way valve, and the gas-liquid separator and the cooling water tank are provided with antifreeze replenishing ports.
A hydrogen outlet of the magnesium hydride storage tank is connected with a low-pressure hydrogen buffer tank, the outlet of the low-pressure hydrogen buffer tank is divided into two paths, and one path is connected to an air inlet of a hydrogen fuel engine; one path of the tail gas waste heat utilization unit is connected to the tail gas waste heat utilization unit, the tail gas waste heat utilization unit is connected to the magnesium hydride storage tank through a heat exchange hydrogen pipeline to form circulation, heat in the magnesium hydride storage tank is transferred to the tail gas waste heat utilization unit, and a heat source is provided for the tail gas waste heat utilization unit. The air line is connected to an intake port of the hydrogen-fueled engine. And the exhaust hole of the cylinder is connected to the gas-liquid separator through the shell pass of the tail gas expander, the catalyst and the condenser. The tail gas waste heat utilization unit is circularly communicated with a tube pass of the condenser through a heat exchange pipeline, and a generator of the tail gas waste heat utilization unit is connected with an external power system circuit. The gas outlet of the gas-liquid separator is connected to the water-gas inlet of the magnesium hydride storage tank through the hydrogen purification unit, and the impurity gas outlet of the hydrogen purification unit is connected to the discharge pipeline. The water outlet of the gas-liquid separator is connected to the cooling water tank through a one-way valve, the outlet of the cooling water tank is divided into three paths, one path is connected to the jacket of the cylinder through a circulating cooling water pipeline, and the outlet of the jacket of the cylinder is connected to the cooling water tank through a condenser; one path of the water-heating pipeline is connected to a water-gas inlet of the magnesium hydride storage tank through a water filtering membrane and a heat tracing pipeline; one path is connected to an air pipeline through a tail gas condensate water circulating pipe, and a water filtering membrane is arranged at the joint.
A power system of a direct injection gas nozzle engine comprises an ECU, a hydrogen fuel engine, a magnesium hydride storage tank, a tail gas expander, a catalyst, a turbocharging unit, a tail gas waste heat utilization unit, a hydrogen purification unit, a cooling water tank, an air pipeline, a gas-liquid separator and a low-pressure hydrogen buffer tank. The turbocharging unit comprises a turbine, a gas compressor and a tail gas compressor, wherein the turbine, the gas compressor and the tail gas compressor are coaxially connected. The hydrogen fuel engine is a two-stroke engine and comprises an air cylinder, a cylinder cover and a crankcase, wherein the cylinder cover is provided with a spark plug, and the wall of the air cylinder is provided with an air inlet and an air outlet. The hydrogen outlet of the magnesium hydride storage tank is provided with a hydrogen filtering membrane, the gas outlet of the gas-liquid separator is provided with a gas filtering membrane, the outlet of the hydrogen purification unit is provided with a hydrogen separation membrane, and the cooling water tank and the gas-liquid separator are provided with water outlets. The water outlet of the gas-liquid separator is provided with a one-way valve, and the gas-liquid separator and the cooling water tank are provided with antifreeze replenishing ports.
The hydrogen outlet and the low pressure hydrogen buffer tank of magnesium hydride storage tank are connected, and low pressure hydrogen buffer tank export divide into two the tunnel, and the tail gas compressor through turbocharging unit is connected to the inlet port of cylinder all the way, is connected to tail gas waste heat utilization unit all the way, and tail gas waste heat utilization unit is connected to the magnesium hydride storage tank through heat transfer hydrogen pipe way and is formed the circulation, gives tail gas waste heat utilization unit with the heat transfer in the magnesium hydride storage tank, provides the heat source for tail gas waste heat utilization unit. The air pipeline is connected to an air inlet of the hydrogen fuel engine through a compressor of the turbocharging unit. The exhaust hole of the cylinder is connected to the gas-liquid separator through a turbine of the turbocharging unit, the catalyst and the tail gas waste heat utilization unit. The tail gas waste heat utilization unit is circularly communicated with a tube pass of the condenser through a heat exchange pipeline, and a generator of the tail gas waste heat utilization unit is connected with an external power system circuit. The gas outlet of the gas-liquid separator is connected to the water-gas inlet of the magnesium hydride storage tank through the hydrogen purification unit, and the impurity gas outlet of the hydrogen purification unit is connected to the discharge pipeline. The water outlet of the gas-liquid separator is connected to the cooling water tank through a one-way valve, the outlet of the cooling water tank is divided into three paths, one path is connected to the jacket of the cylinder through a circulating cooling water pipeline, and the jacket outlet of the cylinder is connected to the cooling water tank through a tail gas waste heat utilization unit; one path of the water-heating pipeline is connected to a water-gas inlet of the magnesium hydride storage tank through a water filtering membrane and a heat tracing pipeline; one path is connected to an air pipeline through a tail gas condensate water circulating pipe, and a water filtering membrane is arranged at the joint.
A power system of a direct injection gas nozzle engine comprises an ECU, a hydrogen fuel engine, a magnesium hydride storage tank, a tail gas expander, a catalyst, a turbocharging unit, a tail gas waste heat utilization unit, a hydrogen purification unit 86, a cooling water tank, an air pipeline, a gas-liquid separator and a low-pressure hydrogen buffer tank. The turbocharging unit comprises a turbine and a compressor which are coaxially connected. The hydrogen fuel engine is a four-stroke engine and comprises a cylinder and a crankcase, wherein the top of the cylinder body is provided with a spark plug, an air inlet and an exhaust hole, a crankshaft is arranged in the crankcase, a piston is arranged in the cylinder, and the piston is connected with the crankshaft through a connecting rod. The hydrogen outlet of the magnesium hydride storage tank is provided with a hydrogen filtering membrane, the gas outlet of the gas-liquid separator is provided with a gas filtering membrane, the outlet of the hydrogen purification unit is provided with a hydrogen separation membrane, and the cooling water tank and the gas-liquid separator are provided with water outlets. The water outlet of the gas-liquid separator is provided with a one-way valve, and the gas-liquid separator and the cooling water tank are provided with antifreeze replenishing ports.
The hydrogen outlet and the low pressure hydrogen buffer tank of magnesium hydride storage tank are connected, and low pressure hydrogen buffer tank export divide into two the tunnel, is connected to the turbine entry of the turbocharging unit of air pipeline all the way, is connected to tail gas waste heat utilization unit all the way, and tail gas waste heat utilization unit is connected to the magnesium hydride storage tank through heat transfer hydrogen pipe way and forms the circulation, gives tail gas waste heat utilization unit with the heat transfer in the magnesium hydride storage tank, provides the heat source for tail gas waste heat utilization unit. The air line is connected to the air intake of the hydrogen-fueled engine via the compressor of the turbocharger unit. The exhaust hole of the cylinder is connected to the gas-liquid separator through a turbine of the turbocharging unit, the catalyst and the tail gas waste heat utilization unit. And the generator of the tail gas waste heat utilization unit is connected with an external power system circuit. The gas outlet of the gas-liquid separator is connected to the water-gas inlet of the magnesium hydride storage tank through the hydrogen purification unit, and the impurity gas outlet of the hydrogen purification unit is connected to the discharge pipeline. The water outlet of the gas-liquid separator is connected to the cooling water tank through a one-way valve, the outlet of the cooling water tank is divided into three paths, one path is connected to the jacket of the cylinder through a circulating cooling water pipeline, and the jacket outlet of the cylinder is connected to the cooling water tank through a tail gas waste heat utilization unit; one path of the water-heating pipeline is connected to a water-gas inlet of the magnesium hydride storage tank through a water filtering membrane and a heat tracing pipeline; one path is connected to an air pipeline through a tail gas condensate water circulating pipe, and a water filtering membrane is arranged at the joint.
The invention can be used for the direct injection of fuel gas such as oxygen, hydrogen, natural gas and the like and combustion-supporting gas, the gas direct injection nozzle resists high-temperature ablation, is not tempered and can be self-cooled, and the service life problem of the existing hydrogen nozzle is solved. The hydrogen fuel is suitable for two-stroke engines, four-stroke engines and small-stroke high-frequency engines, the small-stroke high-frequency engines are four-cylinder or six-cylinder engines, and the small-stroke high-frequency engines have the characteristics of full oxygen, self-ignition, high frequency, self-protection, large fuel feeding amount and small strokes. The hydrogen fuel engine system effectively recovers the pressure energy and the heat energy of the high-temperature tail gas, improves the utilization rate of the hydrogen fuel and the power per liter of the engine, adopts rich combustion to greatly reduce the emission of nitrogen oxides, fully recovers the uncombusted hydrogen in the tail gas and reduces the consumption of the fuel.
Drawings
FIG. 1 is a view showing the structure of a hydrogen gas nozzle;
FIG. 2 is a drawing showing the suction state of the hydrogen nozzle;
FIG. 3 is an enlarged view of the gas bearing on the plunger of the hydrogen nozzle;
FIG. 4 is an enlarged view of the gas bearing under the plunger of the hydrogen nozzle;
FIG. 5 is a schematic diagram of a two-stroke configuration of a hydrogen fueled engine;
FIG. 6 is a schematic diagram of a four-stroke configuration of a hydrogen fueled engine;
FIG. 7 is a schematic diagram of another two-stroke configuration of a hydrogen fueled engine;
FIG. 8 is a schematic diagram of a four cylinder small stroke high frequency engine;
FIG. 9 is a schematic single cylinder view of a small-stroke, high-frequency range engine;
FIG. 10 is a schematic view of a six cylinder small stroke high frequency engine;
FIG. 11 is a schematic view of the structure of a magnesium hydride storage tank;
FIG. 12 is a schematic illustration of an embodiment of a hydrogen fueled engine power system;
FIG. 13 is a schematic illustration of another embodiment of a hydrogen fueled engine power system;
fig. 14 is a schematic diagram of yet another embodiment of a hydrogen fueled engine power system.
Wherein: 5-cylinder, 6-water bottom case, 7-catalyst, 8-tail gas waste heat utilization unit, 13-hydrogen nozzle, 15-generator, 18-adding extraction outlet, 20-spring, 21-gas bearing under plunger, 22-gas bearing on plunger, 23-hollow plunger, 24-plunger limiter, 25-gas channel, 26-nozzle spray orifice, 27-plunger spray orifice, 28-gas collection chamber, 29-electromagnetic coil, 34-oxygen nozzle, 35-crankcase, 36-spark plug, 37-gas inlet hole, 38-gas inlet hole, 40-cylinder cover, 41-gas outlet, 43-piston, 44-connecting rod, 45-crankshaft, 46-combustion chamber, 58-turbine pressurizing unit, 64-turbine, 70-temperature sensor, 71-pressure sensor, 72-explosion-valve, 73-hydrogen outlet, 77-primary speed reducer, 78-secondary speed reducer, 79-tail gas expander, 88-cooling water jacket, 9-hydrogen gas turbine, 9-piston, 9-temperature sensor, 9-secondary speed reducer, 79-tail gas expander, and the like, 89-an exhaust channel, 107-a second-stage turbine, 110-a stop valve with a coded lock, 130-a tail gas nozzle, 131-an oxygen and water nozzle, 132-a pressure stabilizer, 133-a water filling port, 134-a water spraying pipeline, 135-a tank body, 137-a heat insulation layer, 138-a heat conducting medium inlet and 141-a tail gas compressor.
Detailed Description
The present invention will be described in detail with reference to the following examples and drawings. The scope of protection of the invention is not limited to the embodiments, and any modification made by those skilled in the art within the scope defined by the claims also falls within the scope of protection of the invention.
Example 1
As shown in fig. 1 to 4, the hydrogen nozzle 13 of the gas direct injection nozzle of the present invention is composed of a housing, a gas collection chamber 28, a nozzle orifice 26, and a gas passage 25, wherein the gas passage passes through the gas collection chamber and is communicated with the nozzle orifice. The upper part of the gas channel is provided with a spring 20, the lower part is provided with a hollow plunger 23, and the wall of the hollow plunger in the gas collection section of the gas channel is provided with a plunger spray hole 27. The upper part of the gas collection chamber is provided with an upper gas bearing 22 of the plunger, the lower part of the gas collection chamber is provided with a lower gas bearing 21 of the plunger, the hollow plunger is provided with a plunger stopper 24, the shell of the shell is provided with an electromagnetic coil 29, and the plunger stopper is installed in a matching way with the electromagnetic coil. The electromagnetic coil attracts and releases the plunger stopper to move the hollow plunger up and down, so that the opening and closing of the nozzle orifice 26 are controlled. The hydrogen nozzle 13 and the oxygen nozzle 34 have the same structure and are not described in detail.
Fig. 1 shows a closed state of the hollow plunger 23, and fig. 2 shows an open state of the hollow plunger 23. When the hollow plunger 23 is in a closed state, hydrogen with high pressure of 4MPa and oxygen with high pressure of 2MPa enter the interior of the hollow plunger 23 through the gas passage 25, are outwards sprayed from the plunger spray hole 27 at the positions of the plunger lower gas bearing 21 and the plunger upper gas bearing 22, and flow downwards along the gap between the plunger lower gas bearing 21 and the plunger upper gas bearing 22 and the hollow plunger 23 to enter the gas collection chamber 28. The hydrogen or oxygen injected from the plunger nozzle 27 can lubricate the bearing on one hand, and can cool the hollow plunger to prevent the hollow plunger from overheating on the other hand, and simultaneously, the gas conveying function is achieved to ensure that the gas collection chamber 28 keeps enough injection pressure. When the hollow plunger 23 is in an open state, high-pressure hydrogen or oxygen in the gas collection chamber 28 is directly injected into the cylinder 5 of the hydrogen fuel engine to perform combustion work. When the electromagnetic coil 29 is electrified, the stopper is attracted by magnetic force to rise, the hollow plunger 23 is opened, and when the electromagnetic coil 29 is deenergized, the hollow plunger 23 is pressed downwards by the spring 20 to be closed. The open and close state and the open and close pulse width of the hollow plunger 23 are controlled by a hydrogen engine automatic control system through an electromagnetic coil 29, and the working principle of the hydrogen nozzle 13 and the oxygen nozzle 34 is the same. The hydrogen nozzle can be used for directly spraying oxygen, hydrogen, natural gas, argon and other gases, can resist high temperature and high pressure, is not easy to temper, can utilize the sprayed gas to carry out self-cooling, and prolongs the service life of the hydrogen nozzle.
As shown in fig. 5, the hydrogen-fueled engine is a two-stroke engine including a cylinder 5, a cylinder head 40, a crankcase 35, and a water bottom shell 6. The cylinder cover is provided with a spark plug 36, a hydrogen nozzle 13 and an oxygen nozzle 34, and the cylinder wall is provided with an exhaust hole 41. A crankshaft 45 is arranged in the crankcase, a piston 43 is arranged in the cylinder, and the piston is connected with the crankshaft through a connecting rod 44. The crankcase at the lower part of the cylinder body is provided with a water bottom shell 6.
The operation mode of the power system of the oxygen direct injection pure hydrogen combustion internal combustion engine is as follows: 4MPa hydrogen is directly injected into a cylinder of the hydrogen fuel engine through a hydrogen nozzle. 2MPa high-pressure oxygen is sprayed into a cylinder of the hydrogen fuel engine through an oxygen nozzle. The hydrogen and pure oxygen are combusted in the cylinder of the hydrogen fuel engine in a rich mode to generate high temperature of 1800 ℃ (hydrogen is excessive by 25%) to push a piston to do work, the conversion rate of nitrogen oxide generated by the reaction of oxygen and nitrogen in a reducing atmosphere is low, and the content of the nitrogen oxide in tail gas is below 20 PPm.
Oxygen and hydrogen all adopt the direct injection of jar, for preventing to burn overtemperature influences cylinder and piston life, adopt to spout into the mode control reaction temperature that excessive hydrogen is burnt concentratedly, the mole mixing ratio 1 of oxygen and hydrogen: 2.4. the main methods for controlling the formation and emission of nitrogen oxides are: pure oxygen combustion is adopted, and only trace nitrogen oxides are generated when trace nitrogen participates in combustion; the hydrogen is used for rich combustion, so that the combustion is carried out in a reducing atmosphere, only a trace of nitrogen oxides are generated, and the main components of tail gas are water vapor, a small amount of Ar argon and unburned excessive hydrogen. The working temperature of the hydrogen fuel engine can be controlled by changing the fuel feeding amount, the exhaust time of tail gas and the oxygen-hydrogen ratio. The engine shaft and the engine tail gas expander shaft are coaxially connected or not coaxially connected to output shaft work respectively. When the piston does work, the piston can select to exhaust at any position between the upper dead point and the lower dead point, if the piston exhausts at 1/2 of the upper dead point and the lower dead point, in order to eliminate the influence of the early exhaust on the thrust in the cylinder and the running speed of the piston, various measures such as increasing the fuel adding amount of the cylinder, reducing the hydrogen excess coefficient, reducing the water amount added into oxygen through the tail gas condensate water circulating pipeline and the like can be adopted, for example, the hydrogen fuel can be 30% more than the standard adding amount, and the oxygen-hydrogen ratio is increased to 1:2.3, so that the thrust can be increased, and the running speed of the piston can be improved. On the premise of the mechanical service life of an engine system, the water quantity added into the oxygen through the tail gas condensate water circulating pipeline is reduced or no water is added, and the hydrogen excess coefficient or hydrogen excess is reduced.
The hydrogen fueled engine cylinder is operated in a two-stroke operating mode. The high-temperature tail gas with certain pressure discharged by the cylinder continues to do work, reduce the pressure and reduce the temperature through the tail gas expander, and then enters the catalytic converter. In the catalyst, a small amount of unreacted oxygen in the tail gas and the unburned excessive hydrogen are subjected to oxidation chemical reaction (the oxygen concentration does not reach the explosion limit), so that the temperature of the tail gas is increased to a certain extent; meanwhile, the trace NOx in the tail gas is subjected to reduction reaction in the catalyst, and the NOx is reduced into N2. When the engine cylinder starts, water is added into the water bottom shell through the water adding pipe, the connecting rod, the crankshaft and the piston are cooled and lubricated, when the engine works, trace gas seeped out of the cylinder can be condensed and discharged, noncondensable gas is purified, condensed water is sent to the circulating water tank, and when the engine cylinder stops working, water in the water bottom shell is led out of the engine, so that pipe blockage caused by freezing in winter is prevented.
The whole hydrogen internal combustion engine power system sucks air at normal temperature and normal pressure and discharges nitrogen and impurity gas at normal temperature and normal pressure, wherein the impurity gas comprises nitrogen, argon, a small amount of oxygen, nitrogen oxide and a small amount of lubricant gas (if other lubricants are added). Oxygen and hydrogen are combusted to do work, and high-temperature tail gas utilizes residual pressure through a tail gas expander and is condensed by utilizing residual heat through a condenser. The whole hydrogen internal combustion engine power system has light unit weight, small unit volume and high energy density, and the fuel can be stored and used at normal pressure, so that the hydrogen internal combustion engine power system is safe and convenient.
Lubrication of the various operating components of a hydrogen fueled engine may take a variety of forms, such as lubricating oil, lubricant, gas lubrication, water lubrication with added lubricant, or any combination of the foregoing. Including but not limited to the following: the water with or without lubricant in the water bottom shell lubricates the piston under the action of the crankshaft; the lubricating oil can be maintained and injected regularly by adopting closed oil lubrication; lubricating medium is lubricated by adopting a closed medium and is periodically maintained and injected; water lubrication or water added with a lubricant can also be adopted for lubrication; the piston ring adopts graphite material self-lubricating or other carbon-containing materials or metal materials or non-metal materials for self-lubricating; the cylinder wall is coated or embedded with graphite material or other carbon-containing material or metal material or nonmetal material. When water lubrication is adopted, the hydrogen-oxygen combustion process of the hydrogen fuel engine avoids the participation of engine oil, and no VOC is discharged in tail gas. The piston ring, the piston and the cylinder wall are lubricated by gas or water, one mode is that a plurality of fine pipelines with the outlet directions respectively vertical upwards and vertical downwards are arranged in the radial direction of the piston ring or the piston, and the fine pipelines are connected with a gas, liquid or solid source pipeline led out from the interior of the piston from the opening of the piston ring or the piston; the other form is that a plurality of fine pipelines which are connected with gas, liquid or solid source pipelines and have the outlet directions of vertical upward and vertical downward are arranged on the cylinder wall, and the fine pipelines are controlled to be opened or closed according to the stroke of a piston ring; or any combination of the above; the lubricating medium adopted among the piston ring, the piston and the cylinder wall is hydrogen, oxygen, water or water vapor with lubricant, micro-powder ice particles with or without lubricant, or the combination of two or more of the lubricating media, and the outlet directions of the piston ring, the piston and the cylinder wall can also be vertical to spray out the lubricating medium. In actual work, the composite form of the self-lubricating, the water-lubricating, the hydrogen direct injection lubricating and other various lubricating can be adopted. The conventional lubrication mode can be adopted for each running part of the hydrogen fuel engine, including oil pan lubrication and an engine oil system, and the conventional lubrication mode is also adopted among piston rings, pistons and cylinder walls, but the environmental protection index is low, and the discharged pollutants are more.
The whole hydrogen internal combustion engine power system has light unit weight, small unit volume and high energy density, and the fuel can be stored and used at normal pressure, so that the hydrogen internal combustion engine power system is safe and convenient.
Example 2
In still another embodiment of the present invention, as shown in fig. 7, the hydrogen fueled engine is a two-stroke engine, which includes a cylinder 5, a cylinder head 40, a crankcase 35, and a water bottom shell 6, the cylinder head is provided with an oxygen nozzle 34 and a spark plug 36, and the cylinder wall is provided with an air inlet 37 and an air outlet 41. A crankshaft 45 is arranged in the crankcase, a piston 43 is arranged in the cylinder, and the piston is connected with the crankshaft through a connecting rod 44. The structure of the oxygen nozzle 34 is the same as that of the gas direct injection nozzle of embodiment 1.
The operation mode of the power system of the oxygen direct injection pure hydrogen combustion internal combustion engine is as follows: 4MPa hydrogen enters a cylinder of the hydrogen fuel engine through an air inlet, is compressed by a piston and is ignited by contacting with oxygen. 2MPa high-pressure oxygen is sprayed into a cylinder of the hydrogen fuel engine through an oxygen nozzle. The hydrogen and pure oxygen are subjected to rich combustion in a cylinder of the hydrogen fuel engine to generate 1900 ℃ high temperature (20% excess hydrogen) to push a piston to do work, the conversion rate of nitrogen oxide generated by the reaction of oxygen and nitrogen in a reducing atmosphere is very low, and the content of the nitrogen oxide in tail gas is below 25 PPm.
Oxygen and hydrogen are burnt in the cylinder, in order to prevent burning overtemperature influence the life of the cylinder and the piston, the reaction temperature is controlled by adopting a mode of spraying excessive hydrogen and carrying out concentrated combustion, and the molar mixing proportion of the oxygen and the hydrogen is 1: 2.4. the main methods for controlling the formation and emission of nitrogen oxides are: pure oxygen combustion is adopted, and only trace nitrogen oxides are generated when trace nitrogen participates in combustion; the hydrogen is used for rich combustion, so that the combustion is carried out in a reducing atmosphere, only a trace of nitrogen oxides are generated, and the main components of tail gas are water vapor, a small amount of Ar argon and unburned excessive hydrogen. The engine shaft and the engine tail gas expander shaft are coaxially connected or not coaxially connected to output shaft work respectively. The cylinder of the hydrogen fuel engine adopts a two-stroke turbocharging operation mode, the two-stroke operation mode is adopted, the exhaust residual pressure is utilized to pressurize the oxygen through a turbocharging unit, the temperature of the exhaust is reduced from 820 ℃ to 620 ℃, the energy of the exhaust is fully utilized to increase the oxygen pressure, the engine efficiency is improved, and the hydrogen pushes a turbine to pressurize the oxygen and pressurize the oxygen together to pressurize the oxygen from 0.15MPa to 2 MPa. The small amount of unreacted oxygen in the exhaust gas discharged from the cylinder and the excessive hydrogen which is not combusted are subjected to oxidation chemical reaction in the catalyst (the oxygen concentration does not reach the explosion limit), so that the temperature of the exhaust gas is increased to a certain extent. Condensed water can be added to dilute the concentration of oxygen when necessary, so that the over-temperature of pure oxygen and pure hydrogen combustion of an engine cylinder is prevented; the water-cooling engine is circularly connected with the water bottom shell through the water supplementing pipe, when the engine cylinder works normally, water is added into the water bottom shell through the water supplementing pipe, the connecting rod, the crankshaft and the piston are cooled, when the engine cylinder stops working, water in the water bottom shell is led out of the engine, and the pipe is prevented from being blocked by frozen ice in winter.
The whole hydrogen internal combustion engine power system sucks air at normal temperature and normal pressure and discharges nitrogen and impurity gas at normal temperature and normal pressure, wherein the impurity gas comprises nitrogen, argon, a small amount of oxygen, nitrogen oxide and a small amount of lubricant gas (if other lubricants are added). Oxygen and hydrogen are combusted to do work, and high-temperature tail gas steam is subjected to excess pressure utilization through a turbocharging unit.
The lubrication of the various operating components of the hydrogen-fueled engine is the same as in example 1. Condensed water obtained after condensation of engine tail gas is filled into a crankcase serving as a water bottom shell to cool a crankshaft, a connecting rod and a piston. The whole hydrogen internal combustion engine power system has the advantages of small unit weight and unit volume, high energy density, capability of storing fuel at normal pressure and using fuel at normal pressure, safety and convenience. The engine can be ignited by an igniter when the engine is cold, and can be ignited by self when the engine is hot.
Example 3
In a third embodiment of the present invention, as shown in fig. 6, the hydrogen-fueled engine is a four-stroke engine including a cylinder 5, a water bottom shell 6, and a crankcase 35, the top of the cylinder is provided with an oxygen nozzle 34, a spark plug 36, an air inlet 38, and an exhaust hole 41, a crankshaft 45 is provided in the crankcase 35, a combustion chamber 46 is provided in the cylinder, a piston 43 is provided in the cylinder, and the piston is connected to the crankshaft 45 through a connecting rod 44. The outlet of the lower part of the water bottom shell 6 of the hydrogen fuel engine is connected to the purification unit, the liquid outlet is connected to the circulating water tank, and the circulating water tank is connected to the water bottom shell 6 through a water supplementing pipe and a three-way valve. The structure of the oxygen nozzle 34 is the same as that of the gas direct injection nozzle of embodiment 1.
The operation mode of the power system of the oxygen direct injection pure hydrogen combustion internal combustion engine is as follows: 2MPa high-pressure oxygen is sprayed into a cylinder of the hydrogen fuel engine through an oxygen nozzle. The oxygen containing 1.5% of nitrogen is burnt with pure oxygen in the cylinder of the hydrogen fuel engine to generate 1700 ℃ high temperature (35% excess hydrogen) to push the piston to do work, the conversion rate of nitrogen oxide generated by the reaction of oxygen and nitrogen in reducing atmosphere is very low, and the content of nitrogen oxide in tail gas is below 15 PPm.
Oxygen and hydrogen are burnt in the cylinder, in order to prevent burning overtemperature influence the life of the cylinder and the piston, the reaction temperature is controlled by adopting a mode of spraying excessive hydrogen and carrying out concentrated combustion, and the molar mixing proportion of the oxygen and the hydrogen is 1: 2.7. the main methods for controlling the formation and emission of nitrogen oxides are: pure oxygen combustion is adopted, and only trace nitrogen oxides are generated when trace nitrogen participates in combustion; the hydrogen is used for rich combustion, so that the combustion is carried out in a reducing atmosphere, only a trace of nitrogen oxides are generated, and the main components of tail gas are water vapor, a small amount of Ar argon and unburned excessive hydrogen. The working temperature of the hydrogen fuel engine can be controlled by changing the fuel feeding amount, the exhaust time of tail gas and the oxygen-hydrogen ratio. The expander shafts of the engine shaft and the engine tail gas expander shaft are coaxially connected or not coaxially connected to output shaft work respectively. The lubricant added in the circulating water tank has no influence on the operation of the whole system of the hydrogen fuel engine. When the piston does work, the piston can exhaust air selectively at any position between the upper dead point and the lower dead point, and at the moment, the fuel can be added by 25 percent more than the standard addition amount, for example, the oxygen-hydrogen ratio is 1: 2.5.
The cylinder of the hydrogen fuel engine adopts a four-stroke turbocharging operation mode, the exhaust residual pressure is utilized to pressurize oxygen through a turbocharging unit, the temperature of the exhaust is reduced to 650 ℃ from 850 ℃, the pressure of the oxygen is increased to 0.5MPa from 0.13MPa, the energy of the exhaust is fully utilized to increase the pressure of the oxygen, and the efficiency of the engine is improved. The small amount of unreacted oxygen in the exhaust gas discharged from the cylinder and the excessive hydrogen which is not combusted are subjected to oxidation chemical reaction in the catalyst (the oxygen concentration does not reach the explosion limit), so that the temperature of the exhaust gas is increased to a certain extent. A jacket connected to the cylinder by a circulating cooling water line for cooling the engine and the cylinder; the tail gas condensate water circulating pipe is connected to an oxygen inlet of the turbocharging unit, and condensate water can be added to dilute the concentration of oxygen when necessary, so that the overtemperature of pure oxygen and pure hydrogen combustion of an engine cylinder is prevented; the water-cooling engine is connected with the water bottom shell through the water supplementing pipe, when the engine cylinder works normally, water is added into the water bottom shell through the water supplementing pipe, the connecting rod, the crankshaft and the piston are cooled, when the engine cylinder stops working, water in the water bottom shell is led out of the engine, and the pipe is prevented from being blocked by frozen ice in winter.
The whole hydrogen internal combustion engine power system sucks air at normal temperature and normal pressure and discharges nitrogen and impurity gas at normal temperature and normal pressure, wherein the impurity gas comprises nitrogen, argon, a small amount of oxygen, nitrogen oxide and a small amount of lubricant gas (if other lubricants are added). The oxygen and hydrogen are combusted to do work, the high-temperature tail gas steam is used for pressurizing the whole hydrogen internal combustion engine power system by the turbocharging unit, the unit weight is light, the unit volume is small, the energy density is high, the fuel can be stored at normal pressure and used at normal pressure, and the hydrogen internal combustion engine power system is safe and convenient. The engine can be ignited by an igniter when the engine is cold, and can be ignited by self when the engine is hot.
The lubrication of the various operating components of the hydrogen-fueled engine is the same as in example 1. Condensed water obtained after condensation of engine tail gas is filled into a crankcase serving as a water bottom shell to cool a crankshaft, a connecting rod and a piston.
Example 4
In a fourth embodiment of the present invention, as shown in fig. 8, the hydrogen fuel engine is a small-stroke high-frequency engine, and comprises a cylinder 5, a crankcase, a water bottom shell 6, a pressure stabilizer 132 and an exhaust passage 89, wherein the pressure stabilizer is provided with a water filling port 133, and water enters the pressure stabilizer through the water filling port to directly contact with high-temperature tail gas for heat exchange and is completely converted into water vapor. The exhaust ports of the 4 cylinder bodies of the small-stroke high-frequency engine are communicated with an exhaust passage, the exhaust passage 89 is connected to the inlet of the tail gas expansion machine through a voltage stabilizer 132, and a cooling water jacket 88 is arranged outside the exhaust passage. A crankshaft 45 is arranged in the crank case, a piston 43 is arranged in each cylinder, the piston is connected with the crankshaft through a connecting rod 44, one end of the crankshaft is coaxially connected with the generator, the other end of the crankshaft is connected with a tail gas expander 79 through a primary speed reducer 77, and the other end of the tail gas expander is connected with another expander through a secondary speed reducer 78. Among them, the exhaust gas expander 79 in fig. 8 is suitable for a case where the pressure is small and the temperature is high. If the tail gas expander 79 is replaced with a steam turbine, water is allowed to be added to the interior of the exhaust passage 89, reducing the temperature of the steam but increasing the pressure of the steam. The outlet of the lower part of the water bottom shell 6 of the hydrogen fuel engine is connected to the hydrogen purification unit, the liquid outlet is connected to the circulating water tank, and the circulating water tank is connected to the water bottom shell 6 through a water replenishing pipe.
The hydrogen fuel engine of the embodiment adopts a small-stroke high-frequency engine. As shown in fig. 9, the cylinder of the small stroke high frequency engine is divided into two independent parts by the piston, and the two parts are provided with the independent hydrogen nozzle 13, oxygen nozzle 34, exhaust port and starting igniter. The structures of the oxygen nozzle 34 and the hydrogen nozzle 13 are the same as those of the gas direct injection nozzle of embodiment 1. In the process that the piston moves from the top dead center to the bottom dead center of the cylinder, hydrogen fuel and oxygen are firstly sprayed into the upper part of the cylinder to do work through combustion, and then exhaust is carried out; in the process that the piston moves from the bottom dead center to the top dead center of the cylinder, the lower part of the cylinder is sprayed with hydrogen fuel and oxygen for combustion to do work, and then exhaust is carried out. The opening of the fuel inlet and the oxygen inlet on the upper part of the cylinder can be arranged before and after the piston reaches the top dead center of the cylinder, and the opening of the exhaust port on the upper part of the cylinder can be arranged at any position of the piston in the running process from the top dead center to the bottom dead center of the cylinder; the opening of the fuel inlet and the oxygen inlet of the lower part of the cylinder is arranged before and after the piston reaches the bottom dead center of the cylinder, and the opening of the exhaust port of the lower part of the cylinder is arranged at any position of the piston in the operation process from the bottom dead center to the top dead center of the cylinder. The high-temperature and high-pressure exhaust gas is sent to a tail gas expansion machine to continuously do work.
The small-stroke high-frequency engine has the advantages of full oxygen, self-ignition, high-temperature and high-pressure exhaust of tail gas, small stroke, high frequency, full recovery of condensation heat, self-protection, high fuel feed amount, high Kohler coefficient and the like. The performance of small stroke high frequency engines is evaluated using the kohlepu coefficient, which is the quotient of the engine power divided by the product of the effective volume and the effective weight of the engine.
The operation mode of the power system of the oxygen direct injection pure hydrogen combustion internal combustion engine is as follows: 4MPa hydrogen is directly injected into a cylinder of the hydrogen fuel engine through a hydrogen nozzle. 2MPa high-pressure oxygen is sprayed into a cylinder of the hydrogen fuel engine through an oxygen nozzle. The hydrogen and pure oxygen are combusted in the cylinder of the hydrogen fuel engine in a rich mode to generate high temperature of 1800 ℃ (hydrogen is excessive by 25%) to push a piston to do work, the conversion rate of nitrogen oxide generated by the reaction of oxygen and nitrogen in a reducing atmosphere is low, and the content of the nitrogen oxide in tail gas is 20 PPm.
Oxygen and hydrogen all adopt the direct injection of jar, for preventing to burn overtemperature influences cylinder and piston life, adopt to spout into the mode control reaction temperature that excessive hydrogen is burnt concentratedly, the mole mixing ratio 1 of oxygen and hydrogen: 2.5. the main methods for controlling the formation and emission of nitrogen oxides are: pure oxygen combustion is adopted, and only trace nitrogen oxides are generated when trace nitrogen participates in combustion; the hydrogen is used for rich combustion, so that the combustion is carried out in a reducing atmosphere, only a trace of nitrogen oxides are generated, and the main components of tail gas are water vapor, a small amount of Ar argon and unburned excessive hydrogen. The working temperature of the hydrogen fuel engine can be controlled by changing the fuel feeding amount, the exhaust time of tail gas and the oxygen-hydrogen ratio. The engine shaft and the expander shaft of the engine tail gas expander shaft are coaxially connected or not coaxially connected to output shaft work respectively. The lubricant added in the circulating water tank has no influence on the operation of the whole system of the hydrogen fuel engine. When the piston does work, the piston can exhaust at any position between the upper dead center and the lower dead center, for example, exhaust at the stroke of 1/3 between the upper dead center and the lower dead center after the piston does work, and at this time, the fuel can be added by more than 50% than the standard amount, for example, the ratio of oxygen to hydrogen is 1: 2.3.
The hydrogen fuel engine is a small-stroke high-frequency engine and can be horizontally arranged or horizontally arranged. The small amount of unreacted oxygen in the exhaust gas discharged from the cylinder and the excessive hydrogen which is not combusted are subjected to oxidation chemical reaction in the catalyst (the oxygen concentration does not reach the explosion limit), so that the temperature of the exhaust gas is increased to a certain extent. The tail gas waste heat is provided for the tail gas waste heat utilization unit, and the tail gas waste heat utilization unit utilizes the tail gas waste heat to generate electricity to meet the power requirement of the pressure swing adsorption oxygen generator or charge the storage battery. The low-temperature tail gas after being utilized by the tail gas waste heat utilization unit mainly comprises the following components: condensed water, excessive hydrogen and trace nitrogen oxides are condensed by argon and water vapor, and after tail gas is separated by a gas-liquid separator, the condensed water enters a cooling water tank through a check valve (preventing backflow) and is used as a cylinder cooling medium to cool a cylinder and recover heat at the same time. The gas-liquid separator and the cooling water tank are added with antifreeze calcium chloride through an antifreeze supplement port to form 5% calcium chloride aqueous solution which can resist low temperature of minus 40 ℃ in winter.
The whole hydrogen internal combustion engine power system sucks air at normal temperature and normal pressure and discharges nitrogen and impurity gas at normal temperature and normal pressure, wherein the impurity gas comprises nitrogen, argon, a small amount of oxygen, nitrogen oxide and a small amount of lubricant gas (if other lubricants are added).
The lubrication of the various operating components of the hydrogen-fueled engine is the same as in example 1. Condensed water obtained after condensation of engine tail gas is filled into a crankcase serving as a water bottom shell to cool a crankshaft, a connecting rod and a piston. The whole hydrogen internal combustion engine power system has light unit weight, small unit volume and high energy density, and the fuel can be stored and used at normal pressure, so that the hydrogen internal combustion engine power system is safe and convenient. The engine can be ignited by an igniter when the engine is cold, and can be ignited by self when the engine is hot.
Example 5
In a fifth embodiment of the present invention, as shown in fig. 10, the hydrogen fueled engine is a six-cylinder small-stroke high frequency engine, which may be horizontally disposed or disposed, and includes a cylinder 5, a crankcase, a bottom shell 6, and an exhaust passage 89. The first two cylinders of the six-cylinder small-stroke high-frequency engine are hydrogen combustion cylinders, and the upper part and the lower part of each hydrogen combustion cylinder are respectively provided with a hydrogen nozzle 13 and an oxygen nozzle 34; the last four cylinders are tail gas expansion cylinders, and the upper part and the lower part of the tail gas expansion cylinder are respectively provided with a tail gas nozzle 130, an oxygen nozzle and a water nozzle 131. The structures of the hydrogen gas nozzle 13, the oxygen gas nozzle 34, and the oxygen and water jet ports 131 are the same as those of the gas direct injection nozzle of embodiment 1. A crankshaft 45 is arranged in the crank case, a piston 43 is arranged in each cylinder, the piston is connected with the crankshaft through a connecting rod 44, one end of the crankshaft is coaxially connected with the generator, and the other end of the crankshaft is connected with the expander of the tail gas waste heat utilization unit 8 through a speed reducer. High-temperature and high-pressure tail gas discharged by the hydrogen combustion cylinder enters the tail gas expansion cylinder through the tail gas main pipe to expand to push the piston to do work. The cylinder of the tail gas expansion cylinder is also divided into two parts which are independent from top to bottom by the piston, and the two parts of the cylinder are provided with independent tail gas inlets and exhaust ports. When the piston reaches the top dead center of the cylinder, a tail gas inlet at the upper part of the cylinder is opened, high-temperature and high-pressure tail gas, oxygen and liquid water enter the cylinder to push the piston to do work downwards, meanwhile, a tail gas inlet at the lower part of the cylinder is closed, an exhaust port is opened, and lower exhaust is performed; when the piston reaches the lower dead point of the cylinder, the tail gas inlet of the lower part of the cylinder is opened, high-temperature and high-pressure tail gas, oxygen and liquid water enter the cylinder to push the piston to do work upwards, meanwhile, the tail gas inlet of the upper part of the cylinder is closed, and the exhaust port is opened to exhaust the upper part. After 5MPa oxygen and 10MPa hydrogen enter the hydrogen combustion cylinder, the hydrogen reaches the ignition point to do work due to the original temperature of the cylinder. When the piston does work, the piston can exhaust at any position between the upper dead point and the lower dead point, and the added hydrogen fuel can be increased to 30-800% of the original ratio due to early exhaust. When the piston only reaches 25% of the full stroke, the exhaust valve is opened, and the tail gas with the temperature of 2000-2500 ℃ quickly enters the tail gas expansion cylinder. The same is true for another hydrogen combustion cylinder corresponding to the cylinder, for example, exhaust is performed at the stroke of the upper dead center and the lower dead center 1/4 after work is done, and the fuel can be added by more than 100% than the standard addition amount, for example, the oxygen-hydrogen ratio is adjusted between 1:2.2 and 1: 2.4. The piston speed is increased due to the increase of fuel, the hydrogen combustion cylinder is in a high-temperature state after work is done, and the temperature in the cylinder is rapidly reduced by oxygen and hydrogen added in the next cycle, so that the parts can be prevented from being damaged by the self-protection measure. As long as the mechanical parts can be effectively protected from being damaged, water is not added as far as possible, and hydrogen is not excessive as far as possible. The tail gas with the temperature of 2000 ℃ and 2MPa in the hydrogen combustion cylinder enters a tail gas expansion cylinder, the main components of the tail gas at this time are water vapor, hydrogen and a small amount of unreacted oxygen, the tail gas enters the tail gas expansion cylinder and then burns with the added liquid water and the added equivalent oxygen to do work, redundant hydrogen is burnt out to do work, when the piston completes 4/5 of the full stroke, an exhaust valve is opened, and the tail gas is cooled to 1MPa and 800 ℃ and enters an exhaust channel.
The exhaust ports of the 4 exhaust expansion cylinders of the small-stroke high-frequency engine are communicated with an exhaust passage 89, and the outlet of the exhaust passage 89 is connected to the catalyst 7 through the turbine 64 of the turbo-charging unit 58. The tail gas condensate water circulating pipe is connected to an oxygen inlet of the turbocharging unit, and a water filtering membrane is arranged on a connecting port. The outlet of the lower part of the water bottom shell 6 of the hydrogen fuel engine is connected to the hydrogen purification unit, the liquid outlet is connected to the circulating water tank, and the circulating water tank is connected to the water bottom shell 6 through a water replenishing pipe. The small-stroke high-frequency engine has the advantages of full oxygen, self-ignition, high-temperature and high-pressure exhaust of tail gas, small stroke, high frequency, full recovery of condensation heat, self-protection, high fuel feed amount, high Kohler coefficient and the like. The performance of small stroke high frequency engines is evaluated using the kohlepu coefficient, which is the quotient of the engine power divided by the product of the effective volume and the effective weight of the engine. The whole hydrogen internal combustion engine power system has light unit weight, small unit volume and high energy density, and the fuel can be stored and used at normal pressure, so that the hydrogen internal combustion engine power system is safe and convenient. The engine can be ignited by an igniter when the engine is cold, and can be ignited by self when the engine is hot. The lubrication of the various operating components of the hydrogen-fueled engine is the same as in example 1.
Example 6
Schematic diagrams of the hydrogen-fueled engine power system of the present invention are shown in fig. 11 and 12. The power system is provided with a hydrogen gas source, an air gas source, a tail gas waste heat utilization unit, a gas-liquid separator, a hydrogen purification unit 86 and a cooling water tank 30.
The magnesium hydride storage tank shown in fig. 11 is composed of a tank 135 and an insulating layer 137 outside the tank, and a water spraying pipe 134 is provided inside the tank. The lower part of the tank body is provided with a pressure sensor 71, an explosion-proof valve 72, a hydrogen outlet 73, a water vapor inlet and a temperature sensor 72. The lower part of the tank body is provided with an adding and extracting port 18 which is provided with a stop valve 110 with a coded lock and is used for extracting all substances mainly containing magnesium hydroxide in a used magnesium hydride storage tank and adding fresh magnesium hydride. The can 135 is made of a metallic material, a non-metallic material, or a combination thereof. The magnesium hydride storage tank is provided with a heat-conducting medium inlet 138, the water-gas inlet pipe is provided with a heat tracing pipeline 105, the inlet of the heat tracing pipeline is provided with a water filtering membrane 33, and the hydrogen outlet 73 is provided with a hydrogen filtering membrane 2.
The hydrogen fuel engine power system shown in fig. 12 includes an ECU, a hydrogen fuel engine, a magnesium hydride storage tank 1, a condenser 99, an exhaust gas expander 79, a catalyst 7, an exhaust gas waste heat utilization unit 8, a hydrogen purification unit 86, a cooling water tank 30, an air pipeline, a gas-liquid separator 9, and a low-pressure hydrogen buffer tank 56. The hydrogen-fuelled engine is a two-stroke engine comprising a cylinder 5, a cylinder head and a crankcase. The cylinder head is provided with a spark plug 36 and an air inlet 38, and the cylinder wall is provided with an exhaust hole. A crankshaft is arranged in the crankcase, a piston is arranged in the cylinder, and the piston is connected with the crankshaft through a connecting rod. The hydrogen outlet of the magnesium hydride storage tank is provided with a hydrogen filtering membrane 2, the gas outlet of the gas-liquid separator is provided with a gas filtering membrane 10, the outlet of the hydrogen purification unit is provided with a hydrogen separation membrane 100, and the cooling water tank 30 and the gas-liquid separator 9 are provided with a water outlet 129. The water outlet of the gas-liquid separator is provided with a check valve 39, and the gas-liquid separator 9 and the cooling water tank 30 are provided with an antifreeze replenishing port 32.
The hydrogen outlet of the magnesium hydride storage tank 1 is connected with a low-pressure hydrogen buffer tank 56, the outlet of the low-pressure hydrogen buffer tank is divided into two paths, and one path is connected to the air inlet 38 of the hydrogen fuel engine; one path of the tail gas waste heat utilization unit is connected to the tail gas waste heat utilization unit, the tail gas waste heat utilization unit is connected to the magnesium hydride storage tank through a heat exchange hydrogen pipeline to form circulation, heat in the magnesium hydride storage tank is transferred to the tail gas waste heat utilization unit, and a heat source is provided for the tail gas waste heat utilization unit. The air line is connected to the intake port 38 of the hydrogen fueled engine. The exhaust port of the cylinder is connected to the gas-liquid separator 9 through the shell side of the tail gas expander 79, the catalyst 7 and the condenser 99. The tail gas waste heat utilization unit is circularly communicated with a tube pass of the condenser through a heat exchange pipeline, and a generator of the tail gas waste heat utilization unit is connected with an external power system circuit. The gas outlet of the gas-liquid separator is connected to the water-gas inlet of the magnesium hydride storage tank through a hydrogen purification unit 86, and the impurity gas outlet of the hydrogen purification unit is connected to the discharge pipeline. The water outlet of the gas-liquid separator is connected to the cooling water tank 30 through a one-way valve 39, the outlet of the cooling water tank is divided into three paths, one path is connected to the jacket of the cylinder through a circulating cooling water pipeline 31, and the outlet of the jacket of the cylinder is connected to the cooling water tank 30 through a condenser 99; one path of the water-heating pipeline is connected to a water-gas inlet of the magnesium hydride storage tank through a water filtering membrane 33 and a heat tracing pipeline 105; one path is connected to an air pipeline through a tail gas condensed water circulating pipe 19, and a water filtering membrane 33 is arranged at the connection position.
The working process of the hydrogen fuel engine power system comprises the following steps: hydrogen fuel engine fuel hydrogen source magnesium hydride storage tank, magnesium hydride reacts with water to produce magnesium hydroxide and hydrogen: MgH2+ 2H2O = Mg（OH）2+2 H2The reaction is carried out at 75 ℃ and normal pressure, the generated hydrogen is stored in a low-pressure hydrogen buffer tank, and 0.15 MPa-0.3 MPa hydrogen is discharged from the low-pressure hydrogen buffer tank and enters a cylinder of the hydrogen fuel engine through an air inlet 38. Hydrogen, a small amount of water vapor, metal magnesium hydride and magnesium hydroxide powder are arranged in the magnesium hydride storage tank, and the hydrogen outlet is provided with hydrogenAnd the hydrogen filtering membrane only allows hydrogen to pass through and does not allow other gases and substances to pass through. Air enters a cylinder of the hydrogen fuel engine through an air inlet 38 after being subjected to dust removal and purification, hydrogen and air in the cylinder of the hydrogen fuel engine are subjected to rich combustion to generate 1450 ℃ high temperature (10% excess hydrogen) to push a piston to do work, the conversion rate of nitrogen oxide generated by the reaction of oxygen and nitrogen in a reducing atmosphere is low, and the content of the nitrogen oxide in tail gas is below 25 PPm.
The main method for controlling the generation and discharge of nitrogen oxides is to adopt hydrogen rich combustion to make the combustion proceed under reducing atmosphere, only trace nitrogen oxides are generated, and the main components of tail gas are water vapor, nitrogen and unburnt excess hydrogen. The working temperature of the hydrogen fuel engine can be controlled by changing the fuel feeding amount, the tail gas exhaust time and the air-hydrogen ratio.
The hydrogen fueled engine cylinder is operated in a two-stroke operating mode. The high temperature tail gas with certain pressure discharged from the cylinder continues to work, reduce pressure and temperature through the tail gas expander 79, and then enters the catalytic converter. In the catalyst, a small amount of unreacted oxygen in the tail gas and the excessive unburnt hydrogen are subjected to oxidation chemical reaction, so that the temperature of the tail gas is increased to a certain extent; meanwhile, the trace NOx in the tail gas is subjected to reduction reaction in the catalyst, and the NOx is reduced into N2. The tail gas purified by the catalyst is sent to a condenser, heat exchange is carried out in the condenser to completely condense water vapor in the tail gas, most sensible heat and most condensation heat of the tail gas are supplied to a tail gas waste heat utilization unit for use, and the tail gas waste heat utilization unit utilizes the waste heat and the condensation heat to generate electricity. The tail gas and the condensed water passing through the condenser 99 are sent to a gas-liquid separator 9 for separation, and the separated condensed water enters the cooling water tank 30 through a one-way valve (for preventing backflow); the separated gas is purified by the hydrogen purification unit 86, the hydrogen is discharged to the water gas inlet of the magnesium hydride storage tank 1 through the hydrogen outlet, and the impurity gas is discharged through the discharge pipeline. The gas-liquid separator and the cooling water tank are added with calcium chloride through an antifreeze agent supplement port to form a 4% calcium chloride aqueous solution which can tolerate low temperature of minus 40 ℃ in winter without freezing. The outlet of the cooling water tank is divided into three paths, wherein one path is used for cooling the engine and the cylinder; all the way is filtered by a water filtering membraneCalcium chloride enters a magnesium hydride storage tank to be used as a hydration reaction raw material of the metal magnesium hydride; one path is connected to an air pipeline, and condensed water can be added when necessary, so that the over-temperature of pure hydrogen combustion of an engine cylinder is prevented; the hydrogen fuel engine is provided with an oil sump; the expander of the tail gas waste heat utilization unit is coaxially or non-coaxially connected with the engine, and the problem of insufficient power of the engine is solved by utilizing the tail gas waste heat utilization unit.
Example 7
Another embodiment of the hydrogen fuel engine power system of the present invention is shown in fig. 13 and includes an ECU, a hydrogen fuel engine, a magnesium hydride storage tank 1, an exhaust gas expander 79, a catalyst 7, a turbo charger unit 58, an exhaust gas waste heat utilization unit 8, a hydrogen purification unit 86, a cooling water tank 30, an air line, a gas-liquid separator 9, and a low-pressure hydrogen buffer tank 56. The turbocharging unit 58 comprises a turbine 64, a compressor 63 and an exhaust gas compressor 141, wherein the turbine 64, the compressor 63 and the exhaust gas compressor 141 are coaxially connected. The hydrogen fuel engine is a two-stroke engine and comprises a cylinder, a cylinder cover and a crankcase, wherein the cylinder cover is provided with a spark plug 36, and the wall of the cylinder is provided with an air inlet 37 and an air outlet. The hydrogen outlet of the magnesium hydride storage tank is provided with a hydrogen filtering membrane 2, the gas outlet of the gas-liquid separator is provided with a gas filtering membrane 10, the outlet of the hydrogen purification unit is provided with a hydrogen separation membrane 100, and the cooling water tank 30 and the gas-liquid separator 9 are provided with a water outlet 129. The water outlet of the gas-liquid separator is provided with a check valve 39, and the gas-liquid separator 9 and the cooling water tank 30 are provided with an antifreeze replenishing port 32.
The hydrogen outlet and the low pressure hydrogen buffer tank 56 of magnesium hydride storage tank 1 are connected, and the low pressure hydrogen buffer tank outlet divide into two the tunnel, and tail gas compressor 141 through turbocharging unit 58 is connected to the inlet port 37 of cylinder all the way, is connected to tail gas waste heat utilization unit all the way, and tail gas waste heat utilization unit is connected to the magnesium hydride storage tank through heat transfer hydrogen pipe way and forms the circulation, gives the tail gas waste heat utilization unit with the heat transfer in the magnesium hydride storage tank, provides the heat source for the tail gas waste heat utilization unit. The air line is connected to the intake port 37 of the hydrogen-fueled engine via the compressor 63 of the turbocharger unit 58. The exhaust port of the cylinder is connected to the gas-liquid separator 9 through the turbine 64 of the turbo charging unit 58, the catalyst 7, and the exhaust gas waste heat utilization unit 8. The tail gas waste heat utilization unit is circularly communicated with a tube pass of the condenser through a heat exchange pipeline, and a generator of the tail gas waste heat utilization unit is connected with an external power system circuit. The gas outlet of the gas-liquid separator is connected to the water-gas inlet of the magnesium hydride storage tank through a hydrogen purification unit 86, and the impurity gas outlet of the hydrogen purification unit is connected to the discharge pipeline. The water outlet of the gas-liquid separator is connected to the cooling water tank 30 through a one-way valve 39, the outlet of the cooling water tank is divided into three paths, one path is connected to the jacket of the cylinder through a circulating cooling water pipeline 31, and the outlet of the jacket of the cylinder is connected to the cooling water tank 30 through a tail gas waste heat utilization unit 8; one path of the water-heating pipeline is connected to a water-gas inlet of the magnesium hydride storage tank through a water filtering membrane 33 and a heat tracing pipeline 105; one path is connected to an air pipeline through a tail gas condensed water circulating pipe 19, and a water filtering membrane 33 is arranged at the connection position.
The working process of the hydrogen fuel engine power system of the invention is as follows: hydrogen fuel engine fuel hydrogen source magnesium hydride storage tank, magnesium hydride reacts with water to produce magnesium hydroxide and hydrogen: MgH2+ 2H2O = Mg（OH）2+2 H2The reaction is carried out at 78 ℃ and normal pressure to generate 0.14-0.5 MPa hydrogen which is stored in a low-pressure hydrogen buffer tank, and the 0.14-0.5 MPa hydrogen which is discharged from the low-pressure hydrogen buffer tank enters a cylinder of the hydrogen fuel engine through an air inlet 37 after being pressurized by a turbine. The magnesium hydride storage tank is internally provided with hydrogen, a small amount of water vapor, metal magnesium hydride and magnesium hydroxide powder, a hydrogen filtering membrane is arranged at a hydrogen outlet and only allows the hydrogen to pass through, but not other gases and substances. The air is pressurized to 0.3MPa by the turbocharging unit after being dedusted and purified, and enters the cylinder of the hydrogen fuel engine through the air inlet 37. The hydrogen and air are combusted in the cylinder of the hydrogen fuel engine in a rich mode to generate high temperature (hydrogen is excessive by 15%) of 1400 ℃ to push the piston to do work, the conversion rate of nitrogen oxide generated by the reaction of oxygen and nitrogen in a reducing atmosphere is low, and the content of the nitrogen oxide in tail gas is below 30 PPm.
The main method for controlling the generation and discharge of nitrogen oxides is to adopt hydrogen rich combustion to make the combustion proceed under reducing atmosphere, only trace nitrogen oxides are generated, and the main components of tail gas are water vapor, nitrogen and unburnt excess hydrogen.
The hydrogen fuel engine cylinder adopts a two-stroke turbocharging operation mode, the two-stroke operation mode is adopted, the air is pressurized by utilizing the exhaust tail gas residual pressure through a turbocharging unit, the temperature of the tail gas is reduced to 520 ℃ from 720 ℃, the air pressure is increased by fully utilizing the energy of the tail gas, the engine efficiency is improved, a small amount of unreacted oxygen and unburned excessive hydrogen in the tail gas exhausted by the cylinder are subjected to oxidation chemical reaction in a catalyst, and the temperature of the tail gas is improved to a certain degree. The tail gas waste heat is provided for the tail gas waste heat utilization unit, and the tail gas waste heat utilization unit utilizes the tail gas waste heat to generate power. The low-temperature tail gas after being utilized by the tail gas waste heat utilization unit mainly comprises the following components: after the tail gas is separated by the gas-liquid separator, the condensed water enters the cooling water tank through the check valve (preventing backflow) and is used as a cylinder cooling medium to cool the cylinder and recover heat. The gas-liquid separator and the cooling water tank are added with calcium chloride through an antifreeze agent supplement port to form a 3.5% calcium chloride aqueous solution which can tolerate low temperature of minus 35 ℃ in winter without freezing. The outlet of the cooling water tank is divided into three paths, one path is connected to a jacket of the cylinder through a circulating cooling water pipeline, and the jacket of the cylinder is connected to the cooling water tank 30 through a tail gas waste heat utilization unit and used for cooling the engine and the cylinder; one path of the hot water is connected to a water-gas inlet of the magnesium hydride storage tank, the hot water in the cooling water tank is filtered to remove calcium chloride through a water filtering membrane, and the hot water enters the magnesium hydride storage tank to be used as a hydration reaction raw material of the metal magnesium hydride; one path is connected to an air inlet of the turbocharging unit through a tail gas condensate water circulating pipe, and condensate water can be added to prevent the pure hydrogen combustion of an engine cylinder from overtemperature when necessary; the hydrogen fuel engine is provided with an oil sump; the expander of the tail gas waste heat utilization unit is coaxially or non-coaxially connected with the engine, and the problem of insufficient power of the engine is solved by utilizing the tail gas waste heat utilization unit.
Example 8
Still another embodiment of the hydrogen fuel engine power system of the present invention is shown in fig. 14, and includes an ECU, a hydrogen fuel engine, a magnesium hydride storage tank 1, an exhaust gas expander 79, a catalyst 7, a turbo-charging unit 58, an exhaust gas waste heat utilization unit 8, a hydrogen purification unit 86, a cooling water tank 30, an air line, a gas-liquid separator 9, and a low-pressure hydrogen buffer tank 56. The turbocharger unit 58 includes a turbine 64 and a compressor 63, and the turbine 64 and the compressor 63 are coaxially connected. The hydrogen fuel engine is a four-stroke engine and comprises a cylinder 5 and a crankcase 35, the top of the cylinder body is provided with a spark plug 36, an air inlet 38 and an exhaust hole, a crankshaft is arranged in the crankcase, a piston 43 is arranged in the cylinder, and the piston is connected with the crankshaft through a connecting rod. The hydrogen outlet of the magnesium hydride storage tank is provided with a hydrogen filtering membrane 2, the gas outlet of the gas-liquid separator is provided with a gas filtering membrane 10, the outlet of the hydrogen purification unit is provided with a hydrogen separation membrane 100, and the cooling water tank 30 and the gas-liquid separator 9 are provided with a water outlet 129. The water outlet of the gas-liquid separator is provided with a check valve 39, and the gas-liquid separator 9 and the cooling water tank 30 are provided with an antifreeze replenishing port 32.
The hydrogen outlet of magnesium hydride storage tank 1 is connected with low pressure hydrogen buffer tank 56, and low pressure hydrogen buffer tank outlet divide into two the tunnel, is connected to the turbine 64 entry of turbo charger unit 58 of air pipeline all the way, is connected to tail gas waste heat utilization unit all the way, and tail gas waste heat utilization unit is connected to the magnesium hydride storage tank through heat transfer hydrogen pipe way and forms the circulation, gives tail gas waste heat utilization unit with the heat transfer in the magnesium hydride storage tank, provides the heat source for tail gas waste heat utilization unit. The air line is connected to the intake 38 of the hydrogen-fuelled engine via the compressor 63 of the turbocharger unit 58. The exhaust port of the cylinder is connected to the gas-liquid separator 9 through the turbine 64 of the turbo charging unit 58, the catalyst 7, and the exhaust gas waste heat utilization unit 8. And the generator of the tail gas waste heat utilization unit is connected with an external power system circuit. The gas outlet of the gas-liquid separator is connected to the water-gas inlet of the magnesium hydride storage tank through a hydrogen purification unit 86, and the impurity gas outlet of the hydrogen purification unit is connected to the discharge pipeline. The water outlet of the gas-liquid separator is connected to the cooling water tank 30 through a one-way valve 39, the outlet of the cooling water tank is divided into three paths, one path is connected to the jacket of the cylinder through a circulating cooling water pipeline 31, and the outlet of the jacket of the cylinder is connected to the cooling water tank 30 through a tail gas waste heat utilization unit 8; one path of the water-heating pipeline is connected to a water-gas inlet of the magnesium hydride storage tank through a water filtering membrane 33 and a heat tracing pipeline 105; one path is connected to an air pipeline through a tail gas condensed water circulating pipe 19, and a water filtering membrane 33 is arranged at the connection position.
The working process of the hydrogen fuel engine power system of the invention is as follows: hydrogen fuel engine fuel hydrogen source magnesium hydride storage tank, magnesium hydride reacts with water to produce magnesium hydroxide and hydrogen: MgH2+ 2H2O = Mg（OH）2+2 H2The reaction is carried out at 72 ℃ under normal pressure, the generated hydrogen is stored in a low-pressure hydrogen buffer tank, 0.12-0.2 MPa hydrogen discharged from the low-pressure hydrogen buffer tank is mixed with air and then pressurized to 0.35MPa through a turbocharging unit, and the mixture enters a cylinder of the hydrogen fuel engine through an air inlet. The magnesium hydride storage tank is internally provided with hydrogen, nitrogen, a small amount of water vapor, metal magnesium hydride and magnesium hydroxide powder, a hydrogen filtering membrane is arranged at a hydrogen outlet, and the hydrogen filtering membrane only allows the hydrogen to pass through but not other gases and substances. After the air is subjected to dust removal and purification and is mixed with hydrogen, the air is pressurized to 0.35MPa through a turbocharging unit, the air enters a cylinder of a hydrogen fuel engine through an air inlet, the hydrogen and the air in the cylinder of the hydrogen fuel engine are subjected to rich combustion to generate 1380 ℃ high temperature (12% excess hydrogen) to push a piston to do work, the conversion rate of nitrogen oxide generated by the reaction of the air and the nitrogen in a reducing atmosphere is low, and the content of the nitrogen oxide in tail gas is below 18 PPm.
Air and hydrogen are combusted in the cylinder, and in order to prevent the combustion overtemperature from influencing the service life of the cylinder and a piston, the reaction temperature is controlled by injecting excessive hydrogen for thick combustion. The main method for controlling the generation and emission of nitrogen oxides is to use hydrogen rich combustion to make the combustion proceed in reducing atmosphere, and only trace amount of nitrogen oxides are generated. The main constituents of the exhaust gas are water vapor, nitrogen and unburned excess hydrogen. The working temperature of the hydrogen fuel engine can be controlled by changing the fuel feeding amount, the tail gas exhaust time and the air-hydrogen ratio. The cylinder of the hydrogen fuel engine adopts a four-stroke turbocharging operation mode, the air is pressurized by the exhaust residual pressure through the turbocharging unit, the temperature of the exhaust is reduced to 550 ℃ from 750 ℃, the air pressure is increased to 0.35MPa from 0.1MPa, the energy of the exhaust is fully utilized to increase the air pressure, and the efficiency of the engine is improved. The small amount of unreacted oxygen in the tail gas discharged from the cylinder and the excessive hydrogen which is not combusted are subjected to oxidation chemical reaction in the catalyst, so that the temperature of the tail gas is increased to a certain extent. The tail gas waste heat is provided for the tail gas waste heat utilization unit, and the tail gas waste heat utilization unit generates electricity by utilizing the tail gas waste heat and condensation heat to charge the storage battery. The low-temperature tail gas after being utilized by the tail gas waste heat utilization unit mainly comprises the following components: after the tail gas is separated by the gas-liquid separator, the condensed water enters the cooling water tank through the check valve (preventing backflow) and is used as a cylinder cooling medium to cool the cylinder and recover heat. The gas-liquid separator and the cooling water tank are added with the antifreeze calcium chloride through the antifreeze replenishing port to form a 2.5% calcium chloride aqueous solution, and can tolerate the low temperature of minus 25 ℃ in winter without freezing. The outlet of the cooling water tank is divided into three paths, one path is connected to a jacket of the cylinder through a circulating cooling water pipeline and is used for cooling the engine and the cylinder; one path of the hot water is connected to a water-gas inlet of the magnesium hydride storage tank, the hot water in the cooling water tank is filtered to remove calcium chloride through a water filtering membrane, and the hot water enters the magnesium hydride storage tank to be used as a hydration reaction raw material of the metal magnesium hydride; one path is connected to an air inlet of the turbocharging unit through a tail gas condensate water circulating pipe, and condensate water can be added when necessary to prevent the pure hydrogen combustion of an engine cylinder from overtemperature; the hydrogen fuel engine is provided with an oil sump; the expander of the tail gas waste heat utilization unit is coaxially or non-coaxially connected with the engine, and the problem of insufficient power of the engine is solved by utilizing the tail gas waste heat utilization unit.
Claims (11)
1. A direct injection gas nozzle engine power system is characterized in that: the power system comprises a hydrogen fuel engine, a hydrogen gas source, an air source, a tail gas waste heat utilization unit, a gas-liquid separator, a hydrogen purification unit (86) and a cooling water tank (30);
the hydrogen fuel engine is provided with an oil pan, a cylinder (5), a cylinder cover (40) and a crankcase (35), wherein the cylinder is provided with a spark plug (36), a hydrogen port and an oxygen nozzle (34), and the cylinder is also provided with an exhaust hole (41); the hydrogen fuel engine is a two-stroke hydrogen fuel engine, a four-stroke hydrogen fuel engine or a small-stroke high-frequency engine; the two-stroke hydrogen fuel engine and the four-stroke hydrogen fuel engine adopt a single-cylinder or multi-cylinder operation mode, and the small-stroke high-frequency engine consists of hydrogen combustion cylinders with any number of cylinders and/or tail gas expansion cylinders with any number of cylinders; the hydrogen port of the two-stroke hydrogen fuel engine is a hydrogen nozzle (13) or an air inlet (37), the hydrogen port of the four-stroke hydrogen fuel engine is an air inlet (38), and the hydrogen port of the small-stroke high-frequency engine is the hydrogen nozzle (13); the hydrogen nozzle (13) is a direct injection gas nozzle;
a crankshaft (45) is arranged in a crank case of the two-stroke hydrogen fuel engine, an air inlet hole (37) is formed in the wall of an air cylinder, a piston (43) is arranged in the air cylinder, and the piston is connected with the crankshaft through a connecting rod (44); a crankshaft (45) is arranged in a crankcase (35) of the four-stroke hydrogen fuel engine, an air inlet (38) is arranged at the top of the cylinder, a combustion chamber (46) is arranged in the cylinder, the cylinder is provided with a piston (43), and the piston is connected with the crankshaft through a connecting rod (44);
the direct injection gas nozzle is composed of a shell, a gas collection chamber (28), a nozzle spray hole (26) and a gas channel (25), wherein the gas channel penetrates through the gas collection chamber and is communicated with the nozzle spray hole; the upper part of the gas channel is provided with a spring (20), the lower part of the gas channel is provided with a hollow plunger (23), and the wall of a gas collection chamber section of the gas channel is provided with a plunger spray hole (27); the upper part of the gas collection chamber is provided with an upper plunger gas bearing (22), the lower part of the gas collection chamber is provided with a lower plunger gas bearing (21), the hollow plunger is provided with a plunger stopper (24), the shell of the shell is provided with an electromagnetic coil (29), and the plunger stopper and the electromagnetic coil are installed in a matched mode;
a gas filtering membrane (10) is arranged at a gas outlet of the gas-liquid separator (9); a gas outlet of the hydrogen purification unit (86) is provided with a hydrogen separation membrane (100); the hydrogen gas source and the air gas source are connected to a hydrogen gas port together, an exhaust hole (41) of the cylinder is connected to the catalyst (7) through a tail gas expander (79) or a turbocharging unit (58), and an outlet of the catalyst is connected to the gas-liquid separator (9) through a tail gas waste heat utilization unit or a condenser (99); the gas outlet of the gas-liquid separator is connected to a hydrogen gas source through a hydrogen purification unit (86); the water outlet of the gas-liquid separator is connected to a cooling water tank (30) through a check valve (39); the outlet of the cooling water tank is divided into two paths, one path is connected to a jacket of the cylinder through a circulating cooling water pipeline (31), and the outlet of the jacket of the cylinder is connected to the cooling water tank through a condenser (99) or a tail gas waste heat utilization unit; one path is connected to an outlet of an air source through a tail gas condensate water circulating pipe (19), and a water filtering membrane (33) is arranged at a connecting port;
the acting device of the tail gas waste heat utilization unit is coaxially or non-coaxially connected with the engine, and the tail gas waste heat utilization unit is used for solving the problem of insufficient power of the engine.
2. The power system of a direct injection gas nozzle engine according to claim 1, wherein: the hydrogen gas source is a magnesium hydride storage tank and comprises a tank body (135) and a heat insulation layer (137) outside the tank body, and a water spraying pipeline (134) is arranged inside the tank body; the upper part of the tank body is provided with a pressure sensor (71), an explosion-proof valve (72), a hydrogen outlet (73), a water vapor inlet and a temperature sensor (70), the lower part of the tank body is provided with an adding and extracting port (18), and the adding and extracting port is provided with a stop valve (110) with a coded lock; the tank body (135) is made of metal material, non-metal material or the combination material of the metal material and the non-metal material; the magnesium hydride storage tank is provided with a heat-conducting medium inlet (138), the water-gas inlet is provided with a heat-tracing pipeline (105), the inlet of the heat-tracing pipeline is provided with a water filtering membrane (33), and the hydrogen outlet (73) is provided with a hydrogen filtering membrane (2).
3. The direct injection gas nozzle engine power system according to claim 2, characterized in that: the device comprises an ECU, a hydrogen fuel engine, a magnesium hydride storage tank (1), a condenser (99), a tail gas expander (79), a catalyst (7), a tail gas waste heat utilization unit (8), a hydrogen purification unit (86), a cooling water tank (30), an air pipeline, a gas-liquid separator (9) and a low-pressure hydrogen buffer tank (56); the hydrogen fuel engine is a two-stroke engine and comprises a cylinder (5), a cylinder cover and a crankcase; the cylinder cover is provided with a spark plug (36) and an air inlet (38), and the wall of the cylinder is provided with an exhaust hole; a crankshaft is arranged in the crankcase, a piston is arranged in the cylinder, and the piston is connected with the crankshaft through a connecting rod; a hydrogen filtering membrane (2) is arranged at a hydrogen outlet of the magnesium hydride storage tank, a gas filtering membrane (10) is arranged at a gas outlet of the gas-liquid separator, a hydrogen separation membrane (100) is arranged at an outlet of the hydrogen purification unit, and a water outlet (129) is arranged in the cooling water tank (30) and the gas-liquid separator (9); a water outlet of the gas-liquid separator is provided with a one-way valve (39), and the gas-liquid separator (9) and the cooling water tank (30) are provided with an antifreeze replenishing port (32);
a hydrogen outlet of the magnesium hydride storage tank (1) is connected with a low-pressure hydrogen buffer tank (56), the outlet of the low-pressure hydrogen buffer tank is divided into two paths, and one path is connected to an air inlet (38) of a hydrogen fuel engine; one path of the tail gas waste heat utilization unit is connected to a magnesium hydride storage tank through a heat exchange hydrogen pipeline to form circulation, and heat in the magnesium hydride storage tank is transferred to the tail gas waste heat utilization unit to provide a heat source for the tail gas waste heat utilization unit; an air line connected to an air intake (38) of the hydrogen-fueled engine; the exhaust hole of the cylinder is connected to a gas-liquid separator (9) through the shell sides of a tail gas expander (79), a catalyst (7) and a condenser (99); the tail gas waste heat utilization unit is circularly communicated with a tube pass of the condenser through a heat exchange pipeline, and a generator of the tail gas waste heat utilization unit is connected with an external power system circuit; a gas outlet of the gas-liquid separator is connected to a water-gas inlet of the magnesium hydride storage tank through a hydrogen purification unit (86), and an impurity gas outlet of the hydrogen purification unit is connected to an external discharge pipeline; the water outlet of the gas-liquid separator is connected to a cooling water tank (30) through a one-way valve (39), the outlet of the cooling water tank is divided into three paths, one path is connected to the jacket of the cylinder through a circulating cooling water pipeline (31), and the outlet of the jacket of the cylinder is connected to the cooling water tank (30) through a condenser (99); one path is connected to a water-gas inlet of the magnesium hydride storage tank through a water filtering membrane (33) and a heat tracing pipeline (105); one path is connected to an air pipeline through a tail gas condensed water circulating pipe (19), and a water filtering membrane (33) is arranged at the connection position.
4. The direct injection gas nozzle engine power system according to claim 2, characterized in that: the device comprises an ECU (electronic control Unit), a hydrogen fuel engine, a magnesium hydride storage tank (1), a tail gas expander (79), a catalyst (7), a turbocharging unit (58), a tail gas waste heat utilization unit (8), a hydrogen purification unit (86), a cooling water tank (30), an air pipeline, a gas-liquid separator (9) and a low-pressure hydrogen buffer tank (56); the turbocharging unit (58) comprises a turbine (64), a compressor (63) and a tail gas compressor (141), wherein the turbine (64), the compressor (63) and the tail gas compressor (141) are coaxially connected; the hydrogen fuel engine is a two-stroke engine and comprises a cylinder, a cylinder cover and a crankcase, wherein the cylinder cover is provided with a spark plug (36), and the wall of the cylinder is provided with an air inlet (37) and an air outlet; a hydrogen filtering membrane (2) is arranged at a hydrogen outlet of the magnesium hydride storage tank, a gas filtering membrane (10) is arranged at a gas outlet of the gas-liquid separator, a hydrogen separation membrane (100) is arranged at an outlet of the hydrogen purification unit, and a water outlet (129) is arranged in the cooling water tank (30) and the gas-liquid separator (9); a water outlet of the gas-liquid separator is provided with a one-way valve (39), and the gas-liquid separator (9) and the cooling water tank (30) are provided with an antifreeze replenishing port (32);
a hydrogen outlet of the magnesium hydride storage tank (1) is connected with a low-pressure hydrogen buffer tank (56), the outlet of the low-pressure hydrogen buffer tank is divided into two paths, one path is connected to an air inlet (37) of the cylinder through a tail gas compressor (141) of a turbocharging unit (58), the other path is connected to a tail gas waste heat utilization unit, the tail gas waste heat utilization unit is connected to the magnesium hydride storage tank through a heat exchange hydrogen pipeline to form circulation, heat in the magnesium hydride storage tank is transferred to the tail gas waste heat utilization unit, and a heat source is provided for the tail gas waste heat utilization unit; the air pipeline is connected to an air inlet hole (37) of the hydrogen fuel engine through a compressor (63) of the turbocharging unit (58); the exhaust hole of the cylinder is connected to the gas-liquid separator (9) through a turbine (64) of the turbocharging unit (58), the catalyst (7) and the tail gas waste heat utilization unit (8); the tail gas waste heat utilization unit is circularly communicated with a tube pass of the condenser through a heat exchange pipeline, and a generator of the tail gas waste heat utilization unit is connected with an external power system circuit; a gas outlet of the gas-liquid separator is connected to a water-gas inlet of the magnesium hydride storage tank through a hydrogen purification unit (86), and an impurity gas outlet of the hydrogen purification unit is connected to an external discharge pipeline; the water outlet of the gas-liquid separator is connected to a cooling water tank (30) through a one-way valve (39), the outlet of the cooling water tank is divided into three paths, one path is connected to the jacket of the cylinder through a circulating cooling water pipeline (31), and the outlet of the jacket of the cylinder is connected to the cooling water tank (30) through a tail gas waste heat utilization unit (8); one path is connected to a water-gas inlet of the magnesium hydride storage tank through a water filtering membrane (33) and a heat tracing pipeline (105); one path is connected to an air pipeline through a tail gas condensed water circulating pipe (19), and a water filtering membrane (33) is arranged at the connection position.
5. The direct injection gas nozzle engine power system according to claim 2, characterized in that: the device comprises an ECU (electronic control Unit), a hydrogen fuel engine, a magnesium hydride storage tank (1), a tail gas expander (79), a catalyst (7), a turbocharging unit (58), a tail gas waste heat utilization unit (8), a hydrogen purification unit (86), a cooling water tank (30), an air pipeline, a gas-liquid separator (9) and a low-pressure hydrogen buffer tank (56); the turbocharging unit (58) comprises a turbine (64) and a compressor (63), wherein the turbine (64) and the compressor (63) are coaxially connected; the hydrogen fuel engine is a four-stroke engine and comprises a cylinder (5) and a crankcase (35), the top of the cylinder body is provided with a spark plug (36), an air inlet (38) and an exhaust hole, a crankshaft is arranged in the crankcase, a piston (43) is arranged in the cylinder, and the piston is connected with the crankshaft through a connecting rod; a hydrogen filtering membrane (2) is arranged at a hydrogen outlet of the magnesium hydride storage tank, a gas filtering membrane (10) is arranged at a gas outlet of the gas-liquid separator, a hydrogen separation membrane (100) is arranged at an outlet of the hydrogen purification unit, and a water outlet (129) is arranged in the cooling water tank (30) and the gas-liquid separator (9); a water outlet of the gas-liquid separator is provided with a one-way valve (39), and the gas-liquid separator (9) and the cooling water tank (30) are provided with an antifreeze replenishing port (32);
a hydrogen outlet of the magnesium hydride storage tank (1) is connected with a low-pressure hydrogen buffer tank (56), the outlet of the low-pressure hydrogen buffer tank is divided into two paths, one path is connected to an inlet of a turbine (64) of a turbocharging unit (58) of an air pipeline, the other path is connected to a tail gas waste heat utilization unit, the tail gas waste heat utilization unit is connected to the magnesium hydride storage tank through a heat exchange hydrogen pipeline to form circulation, heat in the magnesium hydride storage tank is transferred to the tail gas waste heat utilization unit, and a heat source is provided for the tail gas waste heat utilization unit; an air line is connected to an air inlet (38) of the hydrogen-fueled engine via a compressor (63) of the turbocharger unit (58); the exhaust hole of the cylinder is connected to the gas-liquid separator (9) through a turbine (64) of the turbocharging unit (58), the catalyst (7) and the tail gas waste heat utilization unit (8); the generator of the tail gas waste heat utilization unit is connected with an external power system circuit; a gas outlet of the gas-liquid separator is connected to a water-gas inlet of the magnesium hydride storage tank through a hydrogen purification unit (86), and an impurity gas outlet of the hydrogen purification unit is connected to an external discharge pipeline; the water outlet of the gas-liquid separator is connected to a cooling water tank (30) through a one-way valve (39), the outlet of the cooling water tank is divided into three paths, one path is connected to the jacket of the cylinder through a circulating cooling water pipeline (31), and the outlet of the jacket of the cylinder is connected to the cooling water tank (30) through a tail gas waste heat utilization unit (8); one path is connected to a water-gas inlet of the magnesium hydride storage tank through a water filtering membrane (33) and a heat tracing pipeline (105); one path is connected to an air pipeline through a tail gas condensed water circulating pipe (19), and a water filtering membrane (33) is arranged at the connection position.
6. The direct injection gas nozzle engine power system according to claim 5, characterized in that: the small-stroke high-frequency engine comprises an air cylinder (5), a crankcase, a water bottom shell (6), a pressure stabilizer (132) and an exhaust channel (89), wherein a water filling port (133) is formed in the pressure stabilizer, and water enters the pressure stabilizer through the water filling port to directly contact with high-temperature tail gas for heat exchange and is completely converted into water vapor; the exhaust ports of the cylinders of the small-stroke high-frequency engine are communicated with an exhaust channel, the exhaust channel (89) is connected to the inlet of an exhaust expansion machine (79) through a voltage stabilizer (132), and a cooling water jacket (88) is arranged outside the exhaust channel; a crankshaft (45) is arranged in the crankcase, a piston (43) is arranged in each cylinder, and the piston is connected with the crankshaft through a connecting rod (44); one end of the crankshaft is coaxially connected with the generator, the other end of the crankshaft is connected with a tail gas expander (79) through a primary speed reducer (77), and the other end of the tail gas expander is connected with an expander in a tail gas waste heat utilization unit (8) of the engine through a secondary speed reducer (78); the small-stroke high-frequency engine comprises a connecting rod and crankshaft transmission mechanism, gear transmission, hydraulic transmission and pneumatic transmission, and effectively outputs power generated by a small-stroke engine cylinder; the small-stroke high-frequency engine and the tail gas waste heat utilization unit (8) output work in a power generation mode or in a mechanical transmission mode.
7. The direct injection gas nozzle engine power system according to claim 5, characterized in that: the small-stroke high-frequency engine comprises a cylinder (5), a crankcase, a water bottom shell (6) and an exhaust channel (89); at least one cylinder in the front of the small-stroke high-frequency engine is a hydrogen combustion cylinder, the upper part and the lower part of the hydrogen combustion cylinder are respectively provided with a hydrogen nozzle (13) and an oxygen nozzle (34), the rear cylinder is a tail gas expansion cylinder, and the upper part and the lower part of the tail gas expansion cylinder are respectively provided with a tail gas nozzle (130) and an oxygen and water nozzle (131); a crankshaft (45) is arranged in the crank case, a piston (43) is arranged in each cylinder, the piston is connected with the crankshaft through a connecting rod (44), and the crankshaft is connected with an expansion machine in a tail gas waste heat utilization unit (8) of the engine; the exhaust port of the small-stroke high-frequency engine exhaust gas expansion cylinder is communicated with an exhaust passage (89), and the outlet of the exhaust passage (89) is connected to a catalyst (7) through a turbine (64) of a turbocharging unit (58).
8. The direct injection gas nozzle engine power system according to any one of claims 5 to 7, characterized in that: the hydrogen fuel engine is provided with a water bottom shell or a traditional oil bottom shell and an engine oil system, and the small-stroke high-frequency engine has the advantages of full oxygen, self-ignition, high-temperature and high-pressure exhaust of tail gas, small stroke, high frequency, full recovery of condensation heat, self-protection, high fuel feed amount and high Kohler coefficient; after the combustion chamber is filled with fuel and ignited, the piston operates between the top dead center and the bottom dead center to open the exhaust hole to exhaust, the fuel addition amount added into the combustion chamber by single acting is higher or far higher than the conventional fuel amount, the conventional fuel amount is the fuel amount added into the combustion chamber by single acting of a common two-stroke or four-stroke engine, the power for completing the full stroke of the piston comprises the driving force of violent combustion expansion or inertia of the fuel, the hydrogen-oxygen ratio is flexibly adjusted, hydrogen is excessive or oxygen is excessive, no redundant oxygen is contained in exhaust when hydrogen is excessive, and the temperature and the pressure of the combustion chamber are adjusted by the excessive hydrogen; or liquid water is added from an oxygen nozzle (34), or a separate water injection port is arranged to add the liquid water, and the temperature and the pressure of the combustion chamber are adjusted; the small-stroke high-frequency engine is a two-stroke high-frequency engine or a four-stroke high-frequency engine, and a piston of the small-stroke high-frequency engine runs at any position between a top dead center and a bottom dead center to open an exhaust hole for exhaust; with a high hydrogen fuel feed rate, the piston operates efficiently at high frequency with a preserved engine component operating normally, also known as an amh engine, which is an engine using a safe hydrogen fuel with the hydrogen fuel loaded in solid hydride form and appearing in solid form for the majority of the time.
9. The direct injection gas nozzle engine power system according to any one of claims 5 to 7, characterized in that: the lubrication of each running part of the hydrogen fuel engine adopts lubricant or water lubrication added with lubricant; the method comprises the following steps: the water with or without lubricant in the water bottom shell lubricates the piston under the action of the crankshaft; adopting closed oil lubrication to regularly maintain and inject lubricating oil; lubricating by adopting a closed medium for lubrication and periodically maintaining and injecting a lubricant; the piston ring adopts carbon-containing materials or metal materials for self-lubricating; gas lubrication or water lubrication is adopted among the piston ring, the piston and the cylinder wall, a plurality of fine pipelines with the outlet directions respectively vertical upwards and vertical downwards are arranged in the radial direction of the piston ring or the piston, and the fine pipelines are arranged at the opening of the piston ring or the piston and are used for leading out gas, liquid or solid sources in the piston; the lubricating medium adopted among the piston ring, the piston and the cylinder wall is hydrogen, oxygen, water or water vapor with a lubricant, micro-powder ice particles with or without a lubricant, or a combination of two or more of the lubricating media, and the air outlet direction on the piston ring, the piston and the cylinder wall is a vertical spraying lubricating medium; a cylinder wall or a coating or an inlay made of graphite material or other carbon-containing material or metal material or nonmetal material; or the conventional lubrication mode is adopted by each running part of the hydrogen fuel engine, including oil pan lubrication and an oil system, and the conventional lubrication mode is adopted among piston rings, pistons and cylinder walls.
10. The direct injection gas nozzle engine power system according to any one of claims 5 to 7, characterized in that: when the engine cylinder stops working, the water in the water bottom shell is reserved in the water bottom shell or is led out of the engine; when an engine cylinder is started, a lubricating medium is introduced into a water bottom shell (6); the lubricating medium of the water bottom shell comprises water and water containing a lubricant; the performance of the small-stroke high-frequency engine is evaluated by a Kohlepu coefficient, wherein the Kohlepu coefficient is the quotient of the engine power divided by the product of the effective volume and the effective weight of the engine; the whole hydrogen internal combustion engine power system has light unit weight, small unit volume and high energy density, the fuel is stored at normal pressure and used at normal pressure, the hydrogen fuel is loaded in a solid hydride form, and the hydrogen fuel appears in a solid form in most of time, so the hydrogen internal combustion engine power system is safe and convenient; the engine is ignited by an igniter when being cold and is ignited by self when being hot.
11. The direct injection gas nozzle engine power system according to claim 1, characterized in that: the direct injection gas nozzle is used for directly injecting oxygen or hydrogen.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810148049.XA CN108547710B (en) | 2018-02-13 | 2018-02-13 | Direct injection gas nozzle and engine and power system thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810148049.XA CN108547710B (en) | 2018-02-13 | 2018-02-13 | Direct injection gas nozzle and engine and power system thereof |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108547710A CN108547710A (en) | 2018-09-18 |
| CN108547710B true CN108547710B (en) | 2020-09-29 |
Family
ID=63515965
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810148049.XA Active CN108547710B (en) | 2018-02-13 | 2018-02-13 | Direct injection gas nozzle and engine and power system thereof |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN108547710B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2022246441A1 (en) * | 2021-05-20 | 2022-11-24 | Nabors Energy Transition Solutions Llc | Systems and methods for a hydrogen zero emissions vehicle |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110126593A (en) * | 2019-05-15 | 2019-08-16 | 合肥同智机电控制技术有限公司 | A kind of vehicle-mounted oxygen system and method based on molecular sieve absorption |
| CN112127993A (en) * | 2020-08-14 | 2020-12-25 | 上海柯来浦能源科技有限公司 | Liquid hydrogen liquid oxygen direct injection piston type internal combustion power system |
Family Cites Families (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4256602B2 (en) * | 2001-06-29 | 2009-04-22 | 三菱重工業株式会社 | Hydrogen engine |
| DE10261610A1 (en) * | 2002-12-27 | 2004-07-08 | Robert Bosch Gmbh | Valve for controlling a fluid |
| US7951349B2 (en) * | 2006-05-08 | 2011-05-31 | The California Institute Of Technology | Method and system for storing and generating hydrogen |
| CN100462549C (en) * | 2006-10-26 | 2009-02-18 | 贵州红林机械有限公司 | Gas high precision jet valve |
| JP5618751B2 (en) * | 2010-10-08 | 2014-11-05 | 株式会社ケーヒン | Gas fuel injection valve |
| EP2594756B1 (en) * | 2011-11-18 | 2015-08-19 | Magna Steyr Fahrzeugtechnik AG & Co KG | Condensation device |
| DE102013205624B4 (en) * | 2013-03-28 | 2015-07-09 | Continental Automotive Gmbh | Valve for injecting gaseous fuels for a fuel machine |
| JP6039492B2 (en) * | 2013-04-23 | 2016-12-07 | 日立オートモティブシステムズ株式会社 | Fuel injection valve and manufacturing method thereof |
| PL225376B1 (en) * | 2015-03-07 | 2017-04-28 | Gaj Jabłoński Wojciech | Combustion engine |
| CN106006552B (en) * | 2016-05-17 | 2018-10-23 | 武汉凯迪工程技术研究总院有限公司 | Magnesium hydride composite powder and preparation method thereof and its generating hydrogen-storing integrated device |
| CN106337730B (en) * | 2016-09-07 | 2018-09-28 | 石家庄新华能源环保科技股份有限公司 | A kind of hydrogen-fuel engine system |
| CN207481641U (en) * | 2017-05-12 | 2018-06-12 | 李云丛 | A kind of device using engine exhaust waste heat auxiliary drive automobile |
-
2018
- 2018-02-13 CN CN201810148049.XA patent/CN108547710B/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2022246441A1 (en) * | 2021-05-20 | 2022-11-24 | Nabors Energy Transition Solutions Llc | Systems and methods for a hydrogen zero emissions vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| CN108547710A (en) | 2018-09-18 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108443010B (en) | Oxygen direct injection pure hydrogen combustion engine and power system thereof | |
| US8479690B2 (en) | Advanced internal combustion engine | |
| US20090056331A1 (en) | High efficiency integrated heat engine (heihe) | |
| CN102072013B (en) | Internal combustion engine design | |
| CN106224088B (en) | A kind of method and dynamical system using High Pressure Hydrogen fuel combination driving automobile | |
| WO2010036095A1 (en) | Internal combustion engine | |
| CN101418716A (en) | Highly effective integration heat engine | |
| CN108547710B (en) | Direct injection gas nozzle and engine and power system thereof | |
| CN112127993A (en) | Liquid hydrogen liquid oxygen direct injection piston type internal combustion power system | |
| WO2016000402A1 (en) | High pressure energy storage thermal energy power machine and work-doing method therefor | |
| CN105201642B (en) | Six-stroke progressively adding type burning gasoline and diesel engine | |
| CN100535398C (en) | Jet powered engine | |
| WO2008115330A1 (en) | Advanced internal combustion engine | |
| CN108547696B (en) | Hydrogen-burning two-stroke engine and power system thereof | |
| CN203627017U (en) | Fuel oil and gas internal combustion engine | |
| Mohandas et al. | Review of six stroke engine and proposal for alternative fuels | |
| CN105587358A (en) | Overhead camshaft four-stroke electronic injection unmanned helicopter engine | |
| CN101769213B (en) | Fuel and steam combined internal combustion engine | |
| CN201074544Y (en) | Combined engine for energy-saving discharge-reducing internal combustion engine and steam engine | |
| Bakar et al. | The internal combustion engine diversification technology and fuel research for the future: A Review | |
| CN103557070A (en) | Heat-absorption type dry ice engine | |
| CN205445711U (en) | Overhead type camshaft four -stroke -cycle electricity spouts unmanned helicopter engine | |
| CN102767428B (en) | Heat absorption type dry ice engine | |
| CN103670819A (en) | Principle structure and process technology for low-exhaust-emission internal combustion engine | |
| CN1934336B (en) | Gas-steam boiler engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |