JP2016118109A - Hydrogen engine system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hydrogen engine system which can suppress that an intake manifold is excessively heated by a back fire.SOLUTION: A hydrogen engine system comprises: first water injection means 41 which injects water into a corresponding intake port 21 of a cylinder which is formed at each cylinder of a hydrogen engine 20; an intake passage 31 connected to the intake port 21 of the hydrogen engine 20 via an intake manifold 30; second water injection means 42 arranged at the intake passage 31; and control means 50 which decides a volume of water injected by the water injection means on the basis of a generation status of a back fire in the hydrogen engine 20, and makes the water injection means inject the decided volume of water.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a hydrogen engine system.

  In a hydrogen engine that is an internal combustion engine using hydrogen as a fuel, backfire is likely to occur because the combustion speed of fuel (hydrogen) is high. Therefore, it has been proposed to suppress the occurrence of backfire by injecting water into the combustion chamber of a hydrogen engine. However, the backfire may reach the intake manifold even when water is injected into the combustion chamber. For this reason, when a general engine intake manifold is used for the hydrogen engine, the intake manifold is sometimes excessively heated by the backfire and damaged.

  In addition, the following patent document 1 is mentioned as a prior art document relevant to this invention.

JP 2013-024094 A

  Then, the subject of this invention is providing the hydrogen engine system which can suppress that an intake manifold is heated too much by a backfire.

  In order to solve the above problems, a hydrogen engine system according to the present invention supplies water to a hydrogen engine and a combustion chamber of a corresponding cylinder provided in each cylinder of the hydrogen engine or an intake port communicating with the combustion chamber. A first water injection means for injecting; an intake passage connected to each intake port of the hydrogen engine via an intake manifold; and the intake passage or the intake manifold disposed in the intake passage or the intake manifold. A second water injection means for injecting water into the manifold, a detection means for detecting the occurrence of backfire in the intake path of each cylinder of the hydrogen engine, and a backfire in the intake path of a cylinder by the detection means. Based on one or more physical quantities that change due to the occurrence of backfire when occurrence is detected, Determining the amount of water to be injected by the first water injection means provided for the cylinder and the amount of water to be injected by the second water injection means, and injecting the determined amount of water, And control means for controlling the first water injection means and the second water injection means provided for the cylinder.

That is, in the hydrogen engine system of the present invention, if water is injected into the first water injection means, the backfire generated in the intake path (combustion chamber and intake port) of each cylinder is extinguished, It has a configuration capable of lowering the temperature (making it difficult for backfire to occur). Furthermore, in the hydrogen engine system of the present invention, when water is injected to the second water injection means, the backfire that has reached the intake manifold can be extinguished, or the temperature of the intake manifold raised by the backfire can be lowered. It is also configured as follows. The amount of water appropriate to be injected into each water injection means is obtained from one or more physical quantities (backfire strength, intake manifold temperature, hydrogen engine operating condition, etc.) that change due to the occurrence of backfire. I can do it. Therefore, if the said structure is employ | adopted, it can suppress that an intake manifold is heated too much by a backfire. If the second water injection means is provided in the intake passage, a general engine engine can be used as it is as the intake manifold.

  Note that the control means of the hydrogen engine system of the present invention can detect the occurrence of backfire even when the first and second water injection means inject water in the intake stroke in which the occurrence of backfire is detected. It may be a means for injecting water to the first and second water injection means in the intake stroke next to the intake stroke. Further, the control means of the hydrogen engine system of the present invention does not have to be means for always injecting water to the second water injection means. For example, if it is estimated that the backfire has not reached the intake manifold from one or more physical quantities that change due to the occurrence of the backfire, the control means does not cause the second water injection means to inject water (second The amount of water to be injected by the water injection means may be “0”).

  ADVANTAGE OF THE INVENTION According to this invention, the hydrogen engine system which can suppress that an intake manifold is heated too much by a backfire can be provided.

FIG. 1 is a schematic configuration diagram of a hydrogen engine system according to a first embodiment of the present invention. FIG. 2 is an explanatory diagram of a process that can be adopted as the B / F occurrence status monitoring process. FIG. 3 is a flowchart of a water injection injector control process executed by the ECU in the hydrogen engine system according to the first embodiment. FIG. 4 is an explanatory diagram of a water injection amount map. FIG. 5 is an explanatory diagram of a magnification table. FIG. 6 is a flowchart of a water injection injector control process executed by the ECU in the hydrogen engine system according to the second embodiment of the present invention. FIG. 7 is a view for explaining a position where the first and second water injection injectors can be attached.

  Embodiments of the present invention will be described below with reference to the drawings.

<< First Embodiment >>
FIG. 1 shows a schematic configuration of a hydrogen engine system according to the first embodiment of the present invention. First, the configuration of the hydrogen engine system according to the present embodiment will be described with reference to FIG.

  The hydrogen engine system according to the present embodiment is a system mounted on a vehicle. As shown in FIG. 1, the hydrogen engine system includes a hydrogen storage tank 10, a hydrogen engine 20, a water tank 40, and an ECU (Electronic Control Unit) 50.

  The hydrogen storage tank 10 is a tank that stores hydrogen in a high-pressure state. The hydrogen engine 20 is a four-cylinder four-cycle engine that uses hydrogen in the hydrogen storage tank 10 as fuel. A pulsar rotor 26 is attached to the crankshaft of the hydrogen engine 20. A crank angle sensor 27 that detects a rotation angle of the pulsar rotor 26 as a crank angle is disposed at a portion facing the outer periphery of the pulsar rotor 26.

A spark plug 23 is attached to each cylinder of the hydrogen engine 20. Each intake port 21 of the hydrogen engine 20 is provided with an injector 16 for injecting hydrogen fuel into the intake port 21. Each injector 16 is connected to the hydrogen storage tank 10 via a delivery pipe 12 and a fuel pipe 11, and a regulator 13 for adjusting the pressure of hydrogen fuel supplied to the delivery pipe 12 is provided in the middle of the fuel pipe 11. Is arranged. Further, a pressure sensor 14 and a temperature sensor 15 for measuring the pressure and temperature of the hydrogen fuel in the pipe are arranged on the upstream side (hydrogen storage tank 10 side) of the fuel pipe 11 from the regulator 13 respectively. Has been.

  Each intake port 21 of the hydrogen engine 20 is provided with a first water injection injector 41 for injecting water in the water tank 40 into the intake port 21.

  Each intake port 21 of the hydrogen engine 20 is connected to an intake passage 31 via an intake manifold (hereinafter also referred to as intake manifold) 30. As shown in the drawing, a temperature sensor 32 for detecting the temperature of the intake manifold 30 and a pressure sensor 33 for detecting the pressure in the intake manifold 30 are attached to the intake manifold 30. An air cleaner 35, an air amount sensor 36, and a throttle valve 37 are arranged in this order from the upstream side of the intake passage 31. Furthermore, a second water injection injector 42 for injecting water in the water tank 40 into the intake passage 31 is disposed on the most downstream side of the intake passage 31 (portion near the intake manifold 30).

  An exhaust passage 46 is connected to each exhaust port (not shown) of the hydrogen engine 20 via an exhaust manifold 45. A catalyst 47 for purifying the exhaust (mainly NOx in the exhaust) of the hydrogen engine 20 is disposed in the exhaust passage 46.

The ECU 50 is a unit that integrally controls each part (injectors 16, 41 and 42, throttle valve 37, etc.) of the hydrogen engine system based on signals from the various sensors described above, the accelerator opening sensor 39, and the like. The ECU 50 is configured by a CPU (Central Processing Unit), a ROM (Read Only Memory; in the present embodiment, a flash ROM), a RAM (Random Access Memory), and the like. Firmware) is stored.

  Hereinafter, the operation of the hydrogen engine system according to the present embodiment will be described focusing on the control operation of the water injection injectors 41 and 42 by the ECU 50.

  While the hydrogen engine 20 is in operation, the ECU 50 operates so as to start the water injection injector control process for the cylinder at the start of the intake stroke while executing the B / F occurrence state monitoring process. Are configured (programmed).

First, the B / F occurrence status monitoring process will be described.
In the B / F occurrence status monitoring process, the presence or absence of backfire in the intake path (combustion chamber and intake port 21) of each cylinder is monitored, and the B / F intensity index is determined for each cylinder based on the monitoring result. And B / F frequency are calculated and stored on the RAM. Here, the B / F intensity index is a value representing the intensity of the generated backfire, and the B / F frequency is the number of occurrences of the backfire within a unit time.

  The B / F occurrence status monitoring process according to the present embodiment uses the B / F intensity index and B / F frequency newly calculated for a certain cylinder, and the B / F intensity index and B for that cylinder on the RAM. / F is a process of rewriting the frequency. Further, the B / F occurrence state monitoring process is a process for performing the rewriting at the end of the intake stroke of the cylinder.

The specific contents of the B / F occurrence status monitoring process are not particularly limited, but the following information can be used to monitor the occurrence of backfire during the B / F occurrence status monitoring process.
A time change pattern of the pressure in the intake manifold 40 (output of the pressure sensor 33) A time change pattern of the temperature of the intake manifold 40 (output of the temperature sensor 32) A time change pattern of the in-cylinder pressure (output of the in-cylinder pressure sensor) of each cylinder・ Time change pattern of engine speed (change pattern of engine speed (engine speed) at each crank angle)

  That is, when a backfire occurs in the intake path of a certain cylinder, as shown in FIG. 2A, the pressure in the intake manifold 40 (hereinafter also referred to as intake pipe pressure) It rises during a certain period. The amount of increase ΔP1 in the intake pipe pressure and the time integral value of ΔP1 are values representing the intensity of the generated backfire. Therefore, as the B / F occurrence status monitoring process, a process of monitoring the presence or absence of the occurrence of backfire based on the intake pipe pressure (pressure in the intake manifold 40) can be employed. Note that a backfire can occur in the intake path of a cylinder when the stroke of the cylinder is the intake stroke. And the time zone which becomes an intake stroke changes with cylinders. Therefore, by monitoring the intake pipe pressure, it is possible to determine the occurrence of backfire for each cylinder.

  Further, when a backfire is generated in the intake path of a certain cylinder, as shown in FIG. 2B, the temperature of the intake manifold 40 (hereinafter also referred to as intake pipe temperature) is generated. Rise during the period. The amount of increase ΔT of the intake pipe temperature and the time integral value of ΔT are values representing the intensity of the generated backfire. Therefore, as the B / F occurrence status monitoring process, it is possible to employ a process for monitoring the presence or absence of the occurrence of backfire based on the intake pipe temperature.

  Further, when a backfire occurs in the intake path of a certain cylinder, the in-cylinder pressure of the cylinder changes as shown in FIG. The change amount ΔP2 of the in-cylinder pressure due to the occurrence of the backfire and the time integral value of ΔP2 are values representing the strength of the generated backfire. Therefore, as the B / F occurrence status monitoring process, it is possible to employ a process for monitoring the presence or absence of the occurrence of backfire based on the in-cylinder pressure of each cylinder.

  Further, when a backfire is generated in the intake path of a certain cylinder, as shown in FIG. 2D, the engine speed at each crank angle (engine speed) is during the period when the backfire is generated. ,Decrease. The reduction amount ΔNE (> 0) of the engine speed due to the occurrence of the backfire and the time integral value of ΔNE are values representing the intensity of the generated backfire. Therefore, as the B / F occurrence status monitoring process, it is possible to employ a process for monitoring the presence or absence of the occurrence of backfire based on the engine speed at each crank angle.

  Next, the water injection injector control process will be described.

  FIG. 3 shows a flowchart of the water injection injector control process. As already described, the water injection injector control process is a process that is started at the start of the intake stroke of the corresponding cylinder for each cylinder, and is executed in parallel with the B / F occurrence status monitoring process. is there.

  That is, the ECU 50 starts the water injection injector control process for the cylinder (hereinafter referred to as a process target cylinder) at the start of an intake stroke of a certain cylinder. The ECU 50 first determines whether or not a backfire (B / F in the figure) has occurred (backfire has started to occur) (step S101).

The following processing is adopted as the processing in step S101. In the following description, the set time zone is a time zone that is set in advance as a time zone at which the backfire starts to occur with reference to the start time of the intake stroke.

A process for determining that a backfire has occurred when the intake pipe pressure (pressure in the intake manifold 40; the output of the pressure sensor 33) starts to rise within the set time zone (see FIG. 2A).
A process for determining that a backfire has occurred when the intake pipe temperature (the temperature of the intake manifold 40; the output of the temperature sensor 32) starts to rise within the set time zone (see FIG. 2B)
A process for determining that a backfire has occurred when the in-cylinder pressure of the cylinder to be processed begins to rise within the set time period (see FIG. 2C).
-Processing to determine that a backfire has occurred when the engine speed starts to fall within the set time zone (see Fig. 2 (D))

  Further, when the rise / fall of intake pipe pressure or the like is detected in the B / F occurrence status monitoring process, a flag is set, and the process of step S101 is set in the set time zone. In addition, a process for determining that a backfire has occurred may be used.

  When it is determined that no backfire has occurred (step S101; NO), the ECU 50 ends the water injection injector control process (the process of FIG. 3).

  On the other hand, when it is determined that the backfire has occurred (step S101; YES), the ECU 50 determines the water injection amount of the first water injection injector 41 for the processing target cylinder based on various information (step) (step S101). S102) is performed.

  The processing in step S102 is performed using a water injection amount map and a magnification table created from various experimental results and set in the ECU 50.

  As shown in FIG. 4, the water injection amount map is a map in which the water injection amount is stored in association with the load factor of the hydrogen engine 20 and the engine speed NE. More specifically, the water injection amount map is injected into the intake port 21 of a cylinder when a standard strength index backfire occurs at a standard frequency in an intake path of a cylinder. Thus, the minimum amount of water (experimental value) that can suppress the occurrence of backfire is stored in association with the load factor of the hydrogen engine 20 and the engine speed NE.

  As shown in FIG. 5, the magnification table is a table in which “magnification” is associated with the “B / F intensity index / B / F frequency” value. This magnification table shows the difference between the water injection amount read from the water injection amount map and the standard strength index of the actual strength index and the standard frequency of the actual frequency. It is the table prepared in order to add the magnification correction according to. Therefore, the magnification table is a table in which a larger “magnification” is associated with a larger “B / F intensity index / B / F frequency” value as shown in FIG. This is a table in which the magnification “1” is associated with the “B / F intensity index / B / F frequency” value that matches the “index / standard frequency” (standard value in the figure).

During the process of step S102, the ECU 50 first reads out the water injection amount associated with the load factor of the hydrogen engine 20 and the engine speed NE at that time from the water injection amount map (FIG. 4). Next, the ECU 50 reads out the B / F intensity index and the B / F frequency related to the processing target cylinder obtained by the B / F occurrence state monitoring process from the RAM. Thereafter, the ECU 50 reads from the magnification table (FIG. 5) the magnification associated with the multiplication result of the B / F intensity index and the B / F frequency for the cylinder to be processed. Then, the ECU 50 calculates the water injection amount of the first water injection injector 41 for the processing target cylinder by multiplying the water injection amount read from the water injection amount map by the magnification read from the magnification table. The process of step S102 ends.

As already described, the B / F occurrence status monitoring process is performed for the B / F for each cylinder on the RAM.
This is a process of updating the F intensity index and the B / F frequency when the intake stroke of each cylinder is completed. Accordingly, the B / F intensity index for the processing target cylinder obtained by the B / F occurrence state monitoring process may be “0” during the process of step S102.

If magnification correction is performed based on such a B / F intensity index (and B / F frequency), unintentional correction is performed on the water injection amount. Therefore, the ECU 50 according to the present embodiment, when the B / F intensity index related to the processing target cylinder that is obtained by the B / F occurrence state monitoring process at the time of the process of step S102 is “0”, is the predetermined magnification as the magnification. (In this embodiment, “1”) is configured (programmed).

  After completing the calculation of the water injection amount of the first water injection injector 41 for the processing target cylinder, in step S103, the ECU 50 injects the calculated amount of water into the first water injection injector for the processing target cylinder. 41 is controlled.

  Thereafter, the ECU 50 detects the intake manifold temperature (the temperature of the intake manifold 30) (step S104). Then, the ECU 50 determines the water injection amount of the second water injection injector 42 based on the detected intake manifold temperature (step S105).

  More specifically, in step S105, the ECU 50 first determines whether or not the detected intake manifold temperature is equal to or lower than the intake manifold reference temperature. Here, the intake manifold reference temperature is preliminarily set as a lower limit temperature estimated that the backfire reaches the intake manifold 30 when the intake manifold temperature exceeds the temperature (the intake manifold 30 is heated by the backfire). It is the set temperature.

  When the intake manifold temperature is equal to or lower than the intake manifold reference temperature, the ECU 50 sets the water injection amount of the second water injection injector 42 to “0”. On the other hand, when the intake manifold temperature is not lower than the intake manifold reference temperature, the ECU 50 sets the water injection amount of the second water injection injector 42 as an amount set in advance as a function of “intake manifold temperature−intake manifold reference temperature”.

  After determining the water injection amount of the second water injection injector 42 as described above, the ECU 50 controls the second water injection injector 42 to inject the determined amount of water after finishing the process of step S105. (Step S106). As is apparent from the determination procedure of the water injection amount of the second water injection injector 42 in step S105 described above, the process of step S106 is performed when water is not injected into the second water injection injector 42 (second water injection). This is a process in which the amount of water “0” is injected into the injector 42 for injection).

  Then, the ECU 50 that has finished the process of step S106 finishes the water injection injector control process for the current process target cylinder, and starts the water injection injector control process for the next process target cylinder.

As described above, the first water injection injector 41 is provided in each intake port 21 of the hydrogen engine 20 in the hydrogen engine system according to the present embodiment. Therefore, if water is injected into the first water injection injector 41, the backfire generated in the intake path (combustion chamber and intake port 21) of each cylinder is extinguished and the temperature of the intake path is lowered (
Making it difficult for backfires to occur. Further, a second water injection injector 42 is provided in the intake passage 31 of the hydrogen engine 20. Therefore, if water is injected into the second water injection injector 42, the backfire that has reached the intake manifold 30 can be extinguished, and the temperature of the intake manifold 30 that has risen by the backfire can be lowered. In the hydrogen engine system according to the present embodiment, it is appropriate to inject water into each of the water injection injectors 41 and 42 based on the strength of the backfire, the temperature of the intake manifold 30, etc. The amount of water close to the limit amount is determined, and the determined amount of water is injected from each of the water injection injectors 41 and 42.

  Accordingly, the hydrogen engine system according to the present embodiment is a system in which the intake manifold 30 is not excessively heated by the backfire, and rust is easily generated by an excessive amount of water / engine oil is diluted. It functions as a system that does not cause any problems. As a result, if the configuration of the hydrogen engine system according to the present embodiment is adopted, the intake manifold 30 can be used as it is for a general engine.

<< Second Embodiment >>
Hereinafter, the configuration and operation of the hydrogen engine system according to the second embodiment of the present invention are denoted by the same reference numerals as those used when describing the hydrogen engine system according to the first embodiment, and the hydrogen engine according to the first embodiment is used. The explanation will focus on the differences from the system.

  The hydrogen engine system according to the second embodiment of the present invention is a system that differs from the hydrogen engine system according to the first embodiment only in the content of the water injection injector control process performed by the ECU 50. Hereinafter, for convenience of explanation, the ECU 50 in the hydrogen engine system according to the nth (n = 1 or 2) embodiment is referred to as an nth ECU50.

  FIG. 6 shows a flowchart of the water injection injector control process performed by the second ECU 50.

  The process of step S201 of this water injection injector control process is the same as the process of step S101 in the water injection injector control process (FIG. 3) performed by the first ECU 50.

  The subsequent process of step S202 is a process corresponding to the processes of steps S102, S104, and S105.

  Specifically, in step S202, the second ECU 50 determines the water injection amount of the first water injection injector 41 for the processing target cylinder in the same procedure as in step S102. Further, the second ECU 50 uses the B / F intensity index related to the cylinder to be processed, etc., to provide the second water injection injector with an amount substantially the same as the water injection amount of the second water injection injector 42 determined by the processing of steps S104 and S105. The process which determines as 42 water injection amount is also performed.

  That is, whether or not the backfire reaches the intake manifold 30 (the intake manifold 30 is heated by the backfire) can be estimated from the B / F intensity index or the like without using the intake manifold temperature. Further, how much the intake manifold 30 is heated by the backfire can be estimated from the B / F intensity index or the like.

Therefore, from the B / F intensity index related to the cylinder to be processed, it is possible to obtain an amount substantially the same as the water injection amount of the second water injection injector 42 determined by the processing of steps S104 and S105. In addition, as a process which can obtain | require such quantity, there exist the following, for example.

When the determined water injection amount of the first water injector 41 is not more than a predetermined amount, the water injection amount of the second water injector 42 is set to “0”, otherwise , B / F relating to the processing / processing target cylinder in which the amount set in advance as a function of “the water injection amount of the first water injection injector 41−the predetermined amount” is the water injection amount of the second water injection injector 42 If the strength index is less than or equal to a predetermined value, the water injection amount of the second water injection injector 42 is set to “0”. Otherwise, “B / F strength index related to the cylinder to be processed—predetermined The process sets the amount set in advance as a function of the “value” as the water injection amount of the second water injection injector 42.

  In step S202, the water injection amount (> 0) of the first water injection injector 41 for the cylinder to be processed and the water injection amount (≧ 0) of the second water injection injector 42 are as described above. It is determined.

  The second ECU 50 that has finished the process of step S202 injects the determined amount of water into each of the first water injector 41 and the second water injector 42 for the cylinder to be processed (step S203). Then, the second ECU 50 ends the water injection injector control process for the current process target cylinder and starts the water injection injector control process for the next process target cylinder.

  As is clear from the above description, the second ECU 50 in the hydrogen engine system according to the present embodiment has essentially the same contents as those performed by the second ECU 50 for each water injection injector (41, 42). Take control. Therefore, the hydrogen engine system according to the present embodiment is a system in which the intake manifold 30 is not practically excessively heated by the backfire, as is the case with the hydrogen engine system according to the first embodiment. It functions as a system in which rust is easily generated by water / engine oil is not diluted. Moreover, even if the configuration of the hydrogen engine system according to the present embodiment is adopted, a general engine engine can be used as it is as the intake manifold 30.

<Deformation>
The hydrogen engine system according to each of the above embodiments can be variously modified. For example, as schematically shown in FIG. 7, the first water injection injector 41 may be attached at a position where water can be injected into the combustion chamber or the intake port 21. Therefore, the hydrogen engine system according to each embodiment can be modified into a system in which the first water injection injector 41 is attached to a cylinder head or the like. Further, as schematically shown in FIG. 7, the attachment position of the second water injection injector 42 may be any location in the intake passage 31 as long as it is a location downstream of the air cleaner 35, It may be a collecting portion of the intake manifold 30. However, when it is desired to use an existing intake manifold 30 as it is, it is necessary to attach the intake passage 31 to the second water injection injector 42 as in the system according to each embodiment.

  Water injection affects the B / F intensity index. Therefore, the B / F occurrence status monitoring process performed by the first and second ECUs 50 may be modified into a process for obtaining the B / F intensity index in consideration of the influence of water injection. Further, the first and second ECUs 50 normally perform only monitoring processing for calculating the B / F intensity index and the B / F frequency by monitoring the presence or absence of backfire during each intake stroke of each cylinder. It may be programmed to perform the water injection injector control process without performing the monitoring process during the intake stroke next to the intake stroke in which the occurrence of the fire is detected, and then return to the state in which only the monitoring process is performed.

  Further, the hydrogen engine system according to each embodiment is modified into a system for a hydrogen engine having a different configuration from that described above (for example, a hydrogen engine in which hydrogen fuel is injected into the combustion chamber, or a hydrogen engine having a different number of cylinders). Needless to say, it may be changed to a marine system.

DESCRIPTION OF SYMBOLS 10 ... Hydrogen storage tank 11 ... Fuel piping 12 ... Delivery pipe 13 ... Regulator 14, 33 ... Pressure sensor 15, 32 ... Temperature sensor 16 ... Injector 20 ... Hydrogen Engine 21 ... Intake port 23 ... Spark plug 27 ... Crank angle sensor 30 ... Intake manifold 31 ... Intake passage 35 ... Air cleaner 36 ... Air amount sensor 37 ... Throttle valve 39 ... Accelerator opening sensor 40 ... Water tank 41 ... First water injection injector 42 ... Second water injection injector 45 ... Exhaust manifold 46 ... Exhaust passage 47 ... Catalyst 50 ... ECU

Claims (1)

A hydrogen engine,
First water injection means provided for each cylinder of the hydrogen engine to inject water into a combustion chamber of a corresponding cylinder or an intake port communicating with the combustion chamber;
An intake passage connected to each intake port of the hydrogen engine via an intake manifold;
A second water injection means disposed in the intake passage or the intake manifold, for injecting water into the intake passage or into the intake manifold;
Detection means for detecting the occurrence of backfire in the intake path of each cylinder of the hydrogen engine;
When the detection means detects the occurrence of a backfire in the intake path of a certain cylinder, the first water injection means provided for the cylinder based on one or more physical quantities that change due to the occurrence of the backfire. The first water injection means provided for the cylinder so as to determine the amount of water to be injected to the second water injection means and the amount of water to be injected to the second water injection means, and to inject the determined amount of water; Control means for controlling the second water injection means;
A hydrogen engine system comprising:

Images