CN221002962U - Engine and vehicle - Google Patents

Abstract

The utility model discloses an engine and a vehicle, the engine comprises: the cylinder is internally provided with a combustion chamber, and a cylinder cover of the cylinder is provided with an air inlet, a mixed gas inlet and an exhaust port which are communicated with the combustion chamber; the mixed gas pipeline comprises a hydrogen branch, an ammonia branch and a gas supply main pipeline, wherein the hydrogen branch is connected with a hydrogen tank, the ammonia branch is connected with the ammonia tank, the hydrogen branch and the ammonia branch are connected with the gas supply main pipeline, and the gas supply main pipeline is communicated with a mixed gas inlet. According to the engine disclosed by the utility model, the combustion speed of the engine can be controlled by setting the mixed combustion of hydrogen and ammonia, the abnormal combustion such as knocking and pre-combustion of the engine is solved, meanwhile, the temperature in the engine cylinder can be reduced, the emission of nitrogen oxides of the whole engine is reduced, and ammonia and nitrogen oxides can react to generate harmless nitrogen and water under the high-temperature condition, so that the zero-pollution emission of the engine is realized.

Description

Engine and vehicle

Technical Field

The utility model relates to the technical field of engines, in particular to an engine and a vehicle with the engine.

Background

Hydrogen fuel is used on conventional internal combustion engines, and industry attention is paid gradually. The green hydrogen/green ammonia is used as fuel and is directly used for an internal combustion engine, zero carbon emission can be realized, and the method is one of important paths for achieving carbon peak carbon neutralization. The hydrogen fuel has low flash point and high combustion speed, so that the combustion speed in the engine is high, the temperature in the cylinder is high, air or oxygen possibly mixed in the hydrogen and the ammonia gas can be used for generating abnormal combustion problems such as backfire and the like through air passage injection, and the engine is further provided with an exhaust gas aftertreatment system, so that the cost of the engine is increased, and the room for improvement exists.

Disclosure of utility model

The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, the utility model provides the engine, the combustion speed of the engine can be controlled by setting the mixed combustion of hydrogen and ammonia, the abnormal combustion such as knocking, pre-combustion and the like of the engine can be solved, meanwhile, the temperature in the engine cylinder can be reduced, the emission of nitrogen oxides of the whole engine can be reduced, and ammonia and nitrogen oxides can react to generate harmless nitrogen and water under the high-temperature condition, so that the zero pollution emission of the engine is realized.

An engine according to an embodiment of the present utility model includes: the cylinder is internally provided with a combustion chamber, and a cylinder cover of the cylinder is provided with an air inlet, a mixed gas inlet and an exhaust port which are communicated with the combustion chamber; the mixed gas pipeline comprises a hydrogen branch, an ammonia branch and a gas supply main pipeline, wherein the hydrogen branch is connected with a hydrogen tank, the ammonia branch is connected with the ammonia tank, the hydrogen branch and the ammonia branch are connected with the gas supply main pipeline, and the gas supply main pipeline is communicated with a mixed gas inlet.

According to the engine provided by the embodiment of the utility model, the mixed gas inlet is arranged in the cylinder and is communicated with the mixed gas pipeline, and the hydrogen and the ammonia are introduced into the combustion chamber for combustion through the mixed gas pipeline, so that the combustion speed of the engine can be controlled, the abnormal combustion such as knocking, pre-combustion and the like of the engine can be solved, meanwhile, the temperature in the cylinder of the engine can be reduced, the emission of nitrogen oxides of the whole engine is reduced, and ammonia and the nitrogen oxides can also react to generate harmless nitrogen and water under the high-temperature condition, thereby realizing zero pollution emission of the engine, and the mixed gas pipeline is only provided with fuel, so that the tempering risk similar to that of the air flue for injecting the hydrogen can be avoided.

According to the engine of some embodiments of the present utility model, a mixing chamber which is communicated with the gas supply main path is arranged at the joint of the hydrogen branch path and the ammonia branch path, and the hydrogen branch path and the ammonia branch path are respectively communicated with two cavity walls which are distributed oppositely in the mixing chamber.

According to the engine of some embodiments of the present utility model, a main throttle valve and a pressure stabilizing cavity are arranged in the air supply main path, and the main throttle valve and the pressure stabilizing cavity are distributed in sequence along the mixed gas flow direction between the mixing chamber and the cylinder.

According to the engine of some embodiments of the present utility model, a first pressure reducing valve and a first flow regulating valve are arranged in the hydrogen branch, and the first pressure reducing valve and the first flow regulating valve are distributed in sequence along the hydrogen flow direction; the ammonia branch is provided with a second pressure reducing valve and a second flow regulating valve, and the second pressure reducing valve and the second flow regulating valve are distributed in sequence along the flow direction of the ammonia.

An engine according to some embodiments of the utility model further comprises: the first air inlet valve is used for controlling the on-off of the mixed gas inlet, the second air inlet valve is used for controlling the on-off of the air inlet, and the exhaust valve is used for controlling the on-off of the exhaust port;

The exhaust valve comprises an air inlet cam shaft and an exhaust cam shaft, wherein the air inlet cam shaft is provided with a first cam and a second cam which are coaxially distributed, the first cam is used for driving the first air inlet valve to lift, the second cam is used for driving the second air inlet valve to lift, the exhaust cam shaft is provided with an exhaust cam, and the exhaust cam is used for driving the exhaust valve to lift.

According to some embodiments of the utility model, the cylinder is a plurality of cylinders; wherein the intake camshaft is shared by the first intake valves and the second intake valves of the plurality of cylinders, and the exhaust camshaft is shared by the exhaust valves of the plurality of cylinders.

According to some embodiments of the utility model, the intake camshaft and the exhaust camshaft are spaced apart in parallel and are located on either side of the cylinder.

The engine according to some embodiments of the present utility model further comprises an intake passage and an exhaust passage, each cylinder is provided with two air inlets and two exhaust ports, the two air inlets are respectively communicated with the intake passage, the two exhaust ports are respectively communicated with the exhaust passage, each cylinder is provided with one mixed gas inlet, and one mixed gas inlet is located between the two air inlets.

According to some embodiments of the utility model, the two air inlets and the two exhaust ports are symmetrically distributed on both sides of the center of the cylinder head.

The utility model further provides a vehicle.

According to an embodiment of the utility model, a vehicle is provided with an engine as described in any one of the embodiments above.

The engine and the vehicle have the same advantages over the prior art and are not described in detail herein.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.

Drawings

The foregoing and/or additional aspects and advantages of the utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:

FIG. 1 is a cylinder head combustion chamber layout of an engine according to an embodiment of the present utility model;

FIG. 2 is a layout of the intake, exhaust and mixture lines of an engine according to an embodiment of the present utility model;

FIG. 3 is a schematic diagram of the structure of the intake, exhaust and mixture lines of an engine according to an embodiment of the present utility model;

fig. 4 is a schematic diagram of a gas mixture line of an engine according to an embodiment of the utility model.

Reference numerals:

The engine 100 is configured to operate,

The cylinder 1, the cylinder head 11, the air inlet 12, the mixture inlet 13, the exhaust port 14, the ignition plug 15, the mixture line 2, the hydrogen branch 21, the hydrogen tank 211, the first pressure reducing valve 212, the first flow regulating valve 213, the ammonia branch 22, the ammonia tank 221, the second pressure reducing valve 222, the second flow regulating valve 223, the main supply line 23, the mixing chamber 231, the main throttle 232, the pressure stabilizing chamber 233, the first intake valve 3, the second intake valve 4, the exhaust valve 5, the intake camshaft 6, the first cam 61, the second cam 62, the exhaust camshaft 7, the exhaust cam 71, the spring assembly 8, the intake duct 9, and the exhaust passage 10.

Detailed Description

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the utility model.

In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model. Furthermore, features defining "first", "second" may include one or more such features, either explicitly or implicitly. In the description of the present utility model, unless otherwise indicated, the meaning of "a plurality" is two or more.

In the description of the present utility model, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model will be understood in specific cases by those of ordinary skill in the art.

If not specified, the front-rear direction in the application is the longitudinal direction of the vehicle, namely the X direction; the left-right direction is the transverse direction of the vehicle, namely the Y direction; the up-down direction is the vertical direction of the vehicle, i.e., the Z direction.

The engine 100 according to the embodiment of the present utility model is described below with reference to fig. 1 to 4, in which the cylinder 1 is connected with the gas mixture pipeline 2, the gas mixture of hydrogen and ammonia is introduced into the combustion chamber through the gas mixture pipeline 2 for combustion, the combustion speed of the engine 100 can be controlled, abnormal combustion such as knocking, pre-combustion, etc. of the engine 100 can be solved, meanwhile, the temperature in the cylinder of the engine 100 can be reduced, the emission of nitrogen oxides of the whole engine can be reduced, and the channel is free from air or oxygen, so that the risk of flashback under the condition of injecting hydrogen through a similar air channel can be avoided.

As shown in fig. 1 to 4, an engine 100 according to an embodiment of the present utility model includes: a cylinder 1 and a gas mixture pipeline 2.

A combustion chamber is formed in the cylinder 1, and the cylinder head 11 of the cylinder 1 is provided with an air inlet 12, a mixture inlet 13 and an exhaust port 14 communicating with the combustion chamber, whereby air can enter the combustion chamber from the air inlet 12, a mixture enters the combustion chamber through the mixture inlet 13, and combusted gas is discharged from the exhaust port 14.

In this embodiment, the gas fuel of the air intake system of the engine 100 is hydrogen and ammonia, the hydrogen and the ammonia are mixed to form a hydrogen-ammonia mixed gas, the cylinder 1 is further provided with a spark plug 15, the spark plug 15 is arranged at the middle position of the combustion chamber, the hydrogen-ammonia mixed gas enters the combustion chamber from the mixed gas inlet 13, and the spark plug 15 is ignited to realize the combustion of the hydrogen-ammonia mixed gas.

The mixed gas pipeline 2 comprises a hydrogen branch 21, an ammonia branch 22 and a gas supply main pipeline 23, wherein the hydrogen branch 21 is connected with a hydrogen tank 211, the ammonia branch 22 is connected with an ammonia tank 221, the hydrogen branch 21 and the ammonia branch 22 are connected with the gas supply main pipeline 23, and the gas supply main pipeline 23 is communicated with the mixed gas inlet 13.

Specifically, the gas mixture pipeline 2 includes three branch roads, namely a hydrogen branch road 21, an ammonia branch road 22 and a gas supply main road 23, wherein the hydrogen branch road 21 is used for circulating hydrogen, the ammonia branch road 22 is used for circulating ammonia, the hydrogen is stored in a hydrogen tank 211, one end of the hydrogen branch road 21 is communicated with the hydrogen tank 211, the other end of the hydrogen branch road is communicated with the gas supply main road 23, the ammonia is stored in an ammonia tank 221, one end of the ammonia branch road 22 is communicated with the ammonia tank 221, the other end of the ammonia branch road 22 is communicated with the gas supply main road 23, namely, the hydrogen branch road 21 and the ammonia branch road 22 are combined into one road from the gas supply main road 23, the mixing of hydrogen and ammonia is realized, the gas supply main road 23 is communicated with a mixed gas inlet 13, and the hydrogen-ammonia mixed gas is introduced into the cylinder 1.

Therefore, after the hydrogen is conveyed from the hydrogen branch 21 and the ammonia from the ammonia branch 22 to the air supply main 23 and mixed, the mixture enters the combustion chamber from the mixed gas inlet 13, and ignition combustion is performed in the combustion chamber, so that the hydrogen and the ammonia can be introduced into the combustion chamber after being mixed first, and the more uniform mixing of the hydrogen and the ammonia is ensured. The combustion speed of ammonia gas is low, the combustion speed of the engine 100 can be controlled, abnormal combustion such as knocking and pre-combustion of the engine 100 is avoided, the temperature in a cylinder and the emission of nitrogen oxides of the whole engine are reduced, ammonia and nitrogen oxides can also react to generate harmless nitrogen and water under the high-temperature condition, and zero pollution emission of the engine 100 is realized, so that an exhaust gas aftertreatment system of the traditional engine 100 can be omitted, and the cost of the engine 100 is reduced.

Meanwhile, the hydrogen-ammonia mixed gas adopts the mixed gas pipeline 2 to carry out independent gas supply, and the mixed gas pipeline 2 is only filled with fuel, so that no air or oxygen exists, the tempering risk under the condition that similar air passages spray hydrogen can be avoided, and abnormal combustion is avoided.

In some embodiments, a mixing chamber 231 communicating with the main gas supply path 23 is provided at the connection of the hydrogen branch 21 and the ammonia branch 22, and the hydrogen branch 21 and the ammonia branch 22 are respectively communicated with two cavity walls of the mixing chamber 231, which are distributed oppositely.

Specifically, the junction of hydrogen branch road 21 and ammonia branch road 22 is equipped with mixing chamber 231, in actual design, hydrogen branch road 21 and ammonia branch road 22 relatively distribute in mixing chamber 231's both sides, and hydrogen branch road 21 and ammonia branch road 22's output respectively with mixing chamber 231 relatively distributed two chamber walls intercommunication, and mixing chamber 231 and the input intercommunication of air feed main way 23, namely after leading into mixing chamber 231 earlier hydrogen and ammonia, carry to the combustion chamber again from air feed main way 23.

Therefore, the hydrogen gas flows into the mixing chamber 231 from the hydrogen branch 21 and the ammonia gas flows into the air supply main 23 after being mixed in the mixing chamber 231, and then flows into the combustion chamber from the mixed gas inlet 13, so that the hydrogen gas and the ammonia gas are mixed in the mixing chamber 231, the mixing time is long, the hydrogen gas and the ammonia gas are mixed more uniformly, and abnormal combustion such as pre-combustion and the like caused by uneven distribution of hydrogen-ammonia mixed gas in a cylinder is avoided.

In some embodiments, a main throttle valve 232 and a pressure stabilizing chamber 233 are provided in the air supply main passage 23, and the main throttle valve 232 and the pressure stabilizing chamber 233 are distributed in this order in the flow direction of the mixture between the mixing chamber 231 and the cylinder 1.

Specifically, the main air supply path 23 is connected with a main air throttle 232 and a pressure stabilizing cavity 233, as shown in fig. 4, the main air throttle 232 and the pressure stabilizing cavity 233 are arranged between the mixing chamber 231 and the cylinder 1 and are distributed in sequence along the flow direction of the mixed air, namely, the mixing chamber 231, the main air throttle 232, the pressure stabilizing cavity 233 and the cylinder 1, so that after the hydrogen and the ammonia are mixed in the mixing chamber 231, the main air supply path 23 sequentially passes through the main air throttle 232 and the pressure stabilizing cavity 233, and the hydrogen-ammonia mixed air after being stabilized by the pressure stabilizing cavity 233 enters the cylinder 1, wherein the main air throttle 232 can control the total fuel amount of the mixed air entering the cylinder 1, so that the load of the engine 100 is regulated, particularly when the transient working condition is changed, the mixed air pipeline 2 is longer, the load cannot be quickly responded, and the main air throttle 232 can be electronically controlled, so that the problem of quick response of the load is better solved.

And, set up the main way air throttle 232 in the air feed main way 23, be exclusively used in supplying hydrogen ammonia mixture, adopt the air throttle mode to supply hydrogen ammonia mixture, can solve ordinary hydrogen nozzle and ammonia nozzle and lead to the problem that the nozzle wear revealed because of lacking lubrication, improved the quality of letting in hydrogen ammonia mixture.

In some embodiments, a first pressure reducing valve 212 and a first flow regulating valve 213 are disposed in the hydrogen branch 21, the first pressure reducing valve 212 and the first flow regulating valve 213 are sequentially disposed along the hydrogen flow direction, as shown in fig. 4, the first pressure reducing valve 212 and the first flow regulating valve 213 are disposed between the hydrogen tank 211 and the mixing chamber 231, and are sequentially disposed along the hydrogen flow direction, that is, the hydrogen tank 211→the first pressure reducing valve 212→the first flow regulating valve 213→the mixing chamber 231, so that the hydrogen flows out from the hydrogen tank 211, enters the first pressure reducing valve 212 for pressure reduction, and the depressurized hydrogen flows into the mixing chamber 231 through the first flow regulating valve 213.

The ammonia branch 22 is provided with a second pressure reducing valve 222 and a second flow regulating valve 223, the second pressure reducing valve 222 and the second flow regulating valve 223 are sequentially distributed along the flow direction of the ammonia, as shown in fig. 4, the second pressure reducing valve 222 and the second flow regulating valve 223 are arranged between the ammonia tank 221 and the mixing chamber 231, and are sequentially distributed along the flow direction of the ammonia, that is, the ammonia tank 221→the second pressure reducing valve 222→the second flow regulating valve 223→the mixing chamber 231, so that the ammonia flows out from the ammonia tank 221, enters the second pressure reducing valve 222 for pressure reduction, and the decompressed ammonia flows into the mixing chamber 231 through the second flow regulating valve 223.

Therefore, the hydrogen and the ammonia are respectively introduced into the mixing chamber 231 for mixing through the hydrogen branch 21 and the ammonia branch 22, and the first flow regulating valve 213 and the second flow regulating valve 223 are arranged, so that the amounts of the hydrogen and the ammonia entering the mixing chamber 231 can be respectively regulated, the hydrogen-ammonia ratio in the gas entering the combustion chamber is regulated, and the total fuel amount of the mixed gas entering the combustion chamber is controlled by matching with the main throttle valve 232 so as to quickly regulate the load of the engine 100, and the regulation is convenient and reliable.

Wherein, because the flash point of hydrogen is low, the combustion speed is high, and the hydrogen is easier to burn than ammonia. The hydrogen and ammonia mixed gas is mainly hydrogen, the volume ratio of the hydrogen can be 50-90%, and the rest is the volume ratio of the ammonia. According to the air quantity of the optimal thermal efficiency point and the consumption evaluation of the hydrogen-ammonia mixed gas, the volume air supply quantity of the single-cycle hydrogen-ammonia mixed gas is about 10% -15% of the air volume air supply quantity, and the valve size and cam molded line for supplying the hydrogen-ammonia mixed gas are specially designed because the hydrogen-ammonia mixed gas single-cycle volume air supply quantity is small, so that the rapid air intake can be realized within the range of 20-40 crank angles of the air intake stroke.

In some embodiments, engine 100 further comprises: the exhaust valve comprises a first intake valve 3, a second intake valve 4 and an exhaust valve 5, wherein the first intake valve 3 is used for controlling the on-off of a mixed gas inlet 13, the second intake valve 4 is used for controlling the on-off of an air inlet 12, and the exhaust valve 5 is used for controlling the on-off of an exhaust port 14.

As shown in fig. 2, the first intake valve 3 is provided at the air-mixture inlet 13, the air-mixture inlet 13 is opened and closed by opening and closing the first intake valve 3, the second intake valve 4 is provided at the air inlet 12, the air inlet 12 is opened and closed by opening and closing the second intake valve 4, the exhaust valve 5 is provided at the exhaust port 14, and the exhaust port 14 is opened and closed by opening and closing the exhaust valve 5.

Wherein, engine 100 further includes: the intake camshaft 6 and the exhaust camshaft 7, the intake camshaft 6 is provided with a first cam 61 and a second cam 62 which are coaxially distributed, the first cam 61 is used for driving the first intake valve 3 to lift, the second cam 62 is used for driving the second intake valve 4 to lift, and the exhaust camshaft 7 is provided with an exhaust cam 71, and the exhaust cam 71 is used for driving the exhaust valve 5 to lift.

Specifically, the intake camshaft 6 is disposed on the intake side of the cylinder 1, a first cam 61 and a second cam 62 are disposed on the intake camshaft 6, the first cam 61 and the second cam 62 are coaxially distributed outside the intake camshaft 6, wherein the first cam 61 is connected with the first intake valve 3, a spring assembly 8 is disposed between the first intake valve 3 and the first cam 61, the first intake valve 3 is driven to lift by the first cam 61 so as to realize opening and closing of the first intake valve 3, the second cam 62 is connected with the second intake valve 4, a spring assembly 8 is disposed between the second intake valve 4 and the second cam 62, and the second intake valve 4 is driven to lift by the second cam 62 so as to realize opening and closing of the second intake valve 4.

And, the exhaust cam shaft 7 is arranged on the exhaust side of the cylinder 1, the exhaust cam shaft 7 is provided with an exhaust cam 71, the intake cam shaft 6 is arranged outside the exhaust cam shaft 7, the exhaust cam 71 is connected with the exhaust valve 5, a spring assembly 8 is arranged between the exhaust valve 5 and the exhaust cam 71, the exhaust valve 5 is driven to lift through the exhaust cam 71 so as to realize the opening and closing of the exhaust valve 5, thereby controlling the selective communication of the first intake valve 3, the second intake valve 4 and the exhaust valve 5 according to the combustion condition of the combustion chamber, and the opening and closing modes of the three are stable and reliable.

In some embodiments, the plurality of cylinders 1 are uniformly spaced apart, and each cylinder 1 is formed with a combustion chamber therein, the cylinders 1 are provided with an air inlet 12, a mixture inlet 13 and an exhaust outlet 14 communicating with the combustion chamber, wherein the first intake valves 3 and the second intake valves 4 of the plurality of cylinders 1 share the intake camshaft 6, the exhaust valves 5 of the plurality of cylinders 1 share the exhaust camshaft 7, that is, the intake side of the plurality of cylinders 1 share one intake camshaft 6, the installation of the plurality of intake cams can be achieved by one intake camshaft 6, and the exhaust side shares one exhaust camshaft 7, and the installation of the plurality of exhaust cams 71 can be achieved by one exhaust camshaft 7, which is compact and simple.

In this embodiment, taking the four-cylinder engine 100 as an example, as shown in fig. 2, the four cylinders 1 are uniformly distributed at intervals, the first intake valve 3 and the second intake valve 4 of each cylinder 1 share the intake camshaft 6, and the first intake valve 3 and the second intake valve 4 can be opened and closed asynchronously, so that the air and the ammonia-hydrogen mixture of the plurality of cylinders 1 can be introduced, the exhaust valve 5 of each cylinder 1 shares the exhaust camshaft 7, and the plurality of exhaust valves 5 can be opened and closed synchronously, so that the plurality of cylinders 1 can exhaust simultaneously.

And, in other embodiments, the first intake valve 3 and the second intake valve 4 may not share the intake camshaft 6, i.e. one camshaft is separately designed at the first intake valve 3, and the camshaft may be used to drive the opening and closing of the first intake valve 3 by adopting a conventional camshaft and hydraulic tappet drive.

In some embodiments, the intake camshaft 6 and the exhaust camshaft 7 are spaced apart in parallel and are respectively located at two sides of the cylinder 1, specifically, as shown in fig. 3, the cylinder 1 is divided into an intake side and an exhaust side, the intake camshaft 6 and the exhaust camshaft 7 are distributed in parallel and spaced apart, the intake camshaft 6 is located at the intake side of the cylinder 1, and the exhaust camshaft 7 is located at the exhaust side of the cylinder 1, so that the first intake valve 3 and the second intake valve 4 at the intake side of the cylinder 1 can be driven by the intake camshaft 6, the exhaust valve 5 at the exhaust side of the cylinder 1 can be driven by the exhaust camshaft 7, and the intake and the exhaust are respectively realized, and the intake camshaft 6 and the exhaust camshaft 7 are separately driven and do not affect each other.

In some embodiments, engine 100 further includes an intake port 9 and an exhaust port 10, each cylinder 1 is provided with two air inlets 12 and two exhaust ports 14, the two air inlets 12 are respectively in communication with the intake port 9, the two exhaust ports 14 are respectively in communication with the exhaust port 10, each cylinder 1 is provided with one mixture inlet 13, and one mixture inlet 13 is located between the two air inlets 12.

Specifically, intake duct 9 and exhaust passage 10 link to each other with cylinder 1, and distribute in the both sides of cylinder 1, every cylinder 1 is equipped with two air inlet 12 and two gas vent 14, wherein, two air inlet 12 communicate with intake duct 9 respectively, realize intake duct 9 and cylinder 1 in two places intercommunication, two gas vent 14 communicate with exhaust passage 10 respectively, realize exhaust passage 10 and cylinder 1 in two places intercommunication, the air inlet side of every cylinder 1 still is equipped with a mixture inlet 13, mixture inlet 13 is located between two air inlet 12, through above-mentioned setting, the space of cylinder 1 has been rationally utilized and is arranged.

Thus, the air intake duct 9 is introduced into the cylinder 1 through the two air inlets 12, and the hydrogen and ammonia gas are introduced into the cylinder 1 through the mixture inlet 13, and the gas burned in the combustion chamber is discharged from the two exhaust ports 14 into the exhaust duct 10.

In some embodiments, the two air inlets 12 and the two exhaust ports 14 are symmetrically distributed on both sides of the center of the cylinder head 11, as shown in fig. 3, the two air inlets 12 and the two exhaust ports 14 are symmetrically distributed along the center of the cylinder head 11, and the two air inlets 12 are disposed on the right side of the center of the cylinder head 11, i.e., on the intake side of the cylinder 1, and the two exhaust ports 14 are disposed on the left side of the center of the cylinder head 11, i.e., on the exhaust side of the cylinder 1, thereby allowing intake air on one side of the cylinder 1 and exhaust air on the other side, which is simple and compact in configuration.

The utility model further provides a vehicle.

According to the vehicle provided by the embodiment of the utility model, the engine 100 is provided with any one of the embodiments, the mixed gas inlet 13 is arranged in the cylinder 1, the mixed gas inlet 13 is communicated with the mixed gas pipeline 2, and hydrogen and ammonia are introduced into the combustion chamber through the mixed gas pipeline 2 for combustion, so that the combustion speed of the engine 100 can be controlled, the abnormal combustion such as knocking and pre-combustion of the engine 100 is solved, meanwhile, the temperature in the cylinder of the engine 100 can be reduced, the emission of nitrogen oxides of the whole engine is reduced, and ammonia and nitrogen oxides can react to generate harmless nitrogen and water under the high-temperature condition, thereby realizing zero pollution emission of the engine 100.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the present utility model have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the utility model, the scope of which is defined by the claims and their equivalents.

Claims (10)

1. An engine, comprising:

The cylinder is internally provided with a combustion chamber, and a cylinder cover of the cylinder is provided with an air inlet, a mixed gas inlet and an exhaust port which are communicated with the combustion chamber;

The mixed gas pipeline comprises a hydrogen branch, an ammonia branch and a gas supply main pipeline, wherein the hydrogen branch is connected with a hydrogen tank, the ammonia branch is connected with the ammonia tank, the hydrogen branch and the ammonia branch are connected with the gas supply main pipeline, and the gas supply main pipeline is communicated with a mixed gas inlet.

2. The engine of claim 1, wherein a mixing chamber communicated with the main gas supply path is arranged at the joint of the hydrogen branch and the ammonia branch, and the hydrogen branch and the ammonia branch are respectively communicated with two cavity walls which are distributed oppositely in the mixing chamber.

3. The engine of claim 2, wherein a main throttle valve and a pressure stabilizing chamber are provided in the main air supply passage, and the main throttle valve and the pressure stabilizing chamber are sequentially distributed between the mixing chamber and the cylinder in a mixture flow direction.

4. The engine of claim 1, wherein a first pressure reducing valve and a first flow regulating valve are arranged in the hydrogen branch, and the first pressure reducing valve and the first flow regulating valve are distributed in sequence along the hydrogen flow direction;

The ammonia branch is provided with a second pressure reducing valve and a second flow regulating valve, and the second pressure reducing valve and the second flow regulating valve are distributed in sequence along the flow direction of the ammonia.

5. The engine of any one of claims 1-4, further comprising:

The first air inlet valve is used for controlling the on-off of the mixed gas inlet, the second air inlet valve is used for controlling the on-off of the air inlet, and the exhaust valve is used for controlling the on-off of the exhaust port;

The exhaust valve comprises an air inlet cam shaft and an exhaust cam shaft, wherein the air inlet cam shaft is provided with a first cam and a second cam which are coaxially distributed, the first cam is used for driving the first air inlet valve to lift, the second cam is used for driving the second air inlet valve to lift, the exhaust cam shaft is provided with an exhaust cam, and the exhaust cam is used for driving the exhaust valve to lift.

6. The engine of claim 5, wherein the cylinders are plural;

Wherein the intake camshaft is shared by the first intake valves and the second intake valves of the plurality of cylinders, and the exhaust camshaft is shared by the exhaust valves of the plurality of cylinders.

7. The engine of claim 5, wherein the intake camshaft and the exhaust camshaft are spaced apart in parallel and are located on either side of the cylinder.

8. The engine of any one of claims 1-4, further comprising an intake passage and an exhaust passage, each of said cylinders being provided with two of said air inlets and two of said exhaust ports, said two of said air inlets being in communication with said intake passage and said two of said exhaust ports being in communication with said exhaust passage, each of said cylinders being provided with one of said mixture inlets, one of said mixture inlets being located between said two of said air inlets.

9. The engine of claim 8, wherein two of said air inlets and two of said exhaust ports are symmetrically disposed on either side of a center of said cylinder head.

10. A vehicle characterized in that an engine as claimed in any one of claims 1-9 is provided.