Crankcase air supply system and crankcase air supply control method

Abstract

The invention discloses a crankcase air supply system and a crankcase air supply control method, and relates to the field of hydrogen internal combustion engines, and the crankcase air supply control method comprises the steps that under the conditions that the moisture content of a crankcase is not smaller than a moisture analysis threshold value and the temperature of a mixture discharged by the crankcase is not smaller than a high-temperature limit value, a condensation type oil-gas separator is controlled to operate in a full-power state; and the controller is also used for controlling the temperature controller to carry out temperature control on the mixture in the gas guide pipeline under the condition that the temperature of the mixture is not in the moisture condensation temperature interval, so that the temperature of the mixture is in the moisture condensation temperature interval. The condensation type oil-gas separator is controlled to operate at full power to accelerate the outflow rate of the gas in the crankcase so as to prevent the moisture of the mixed gas from being separated out in the crankcase, and the temperature controller is arranged to control the temperature of the mixture, so that the moisture content of the gas entering the supercharger is reduced, and the inhibition effect on the engine oil emulsification phenomenon is improved.

Description

Technical Field

[0001] The present application relates to the technical field of hydrogen internal combustion engines, and in particular to a crankcase air replenishment system and a crankcase air replenishment control method. Background Art

[0002] A hydrogen internal combustion engine uses hydrogen fuel (such as hydrogen gas or a fuel containing hydrogen). Because the exhaust gas from hydrogen combustion contains a high moisture content, as the exhaust gas passes through the crankcase and oil-gas separator, the moisture in the exhaust gas is easily separated due to temperature and comes into contact with the engine oil, causing the oil to emulsify, reducing its lubrication effectiveness and lowering the operating reliability of the hydrogen internal combustion engine. Summary of the Invention

[0003] In view of the above problems, this application provides a crankcase air filling system and a crankcase air filling control method to suppress the oil emulsification phenomenon and improve the operating reliability of hydrogen internal combustion engines. The specific solution is as follows: In a first aspect, the present application provides a crankcase air supply system, which is applied to a hydrogen internal combustion engine. The crankcase air supply system comprises: Air pipeline, condensing oil and gas separator, thermostat and controller, The air outlet of the crankcase of the hydrogen internal combustion engine is connected to the inlet of the condensing oil-gas separator through the air guide pipe, the thermostat is disposed in the air guide pipe, and the exhaust port of the condensing oil-gas separator is connected to the air inlet of the supercharger of the hydrogen internal combustion engine; The controller is electrically connected to the temperature controller and the condensing oil-gas separator, respectively, and is used to control the condensing oil-gas separator to operate at full power when the water content of the crankcase is not less than the water separation threshold and the temperature of the mixture discharged from the crankcase is not less than the high temperature limit; and is also used to control the thermostat to control the temperature of the mixture in the air guide pipe so that the temperature of the mixture is within the water condensation temperature range when the temperature of the mixture is not within the water condensation temperature range.

[0004] In a possible implementation, the crankcase air supply system further includes: A first flow regulating valve, a second flow regulating valve, a first air supply pipeline and a second air supply pipeline, The first end of the first air supply line is connected to the outlet of the supercharger, the second end of the first air supply line is connected to the air inlet of the crankcase, the first end of the second air supply line is connected to the outlet of the air filter of the hydrogen internal combustion engine, and the second end of the second air supply line is connected to the air inlet of the crankcase; The first flow regulating valve is disposed in the first air supply pipeline, and the second flow regulating valve is disposed in the second air supply pipeline; The controller is electrically connected to the first flow regulating valve and the second flow regulating valve, respectively, and is used to control the first flow regulating valve and the second flow regulating valve to open to an opening that is adapted to both the ambient humidity and the speed of the hydrogen internal combustion engine, wherein the opening of the first flow regulating valve that is adapted to both the ambient humidity and the speed of the hydrogen internal combustion engine is different from the opening of the second flow regulating valve that is adapted to both the ambient humidity and the speed of the hydrogen internal combustion engine.

[0005] In a possible implementation, the controller is further configured to control the condensing oil-gas separator to operate at a minimum power state when the water content is less than the water separation threshold and the mixture temperature is less than a low temperature limit; or, when the water content is less than the water separation threshold and the mixture temperature is not less than the low temperature limit and less than the high temperature limit, controlling the condensing oil-gas separator to operate in a first power state; or, when the water content is less than the water separation threshold and the mixture temperature is not less than the high temperature limit, controlling the condensing oil-gas separator to operate in a second power state; or, when the water content is not less than the water separation threshold and the mixture temperature is less than a low temperature limit, controlling the condensing oil-gas separator to operate in a third power state; Alternatively, when the water content is not less than the water analysis threshold, and the mixture temperature is not less than the low temperature limit and less than the high temperature limit, the condensing oil-gas separator is controlled to operate in a fourth power state, wherein the operating power of the fourth power state is greater than the operating power of the third power state, the operating power of the third power state is greater than the operating power of the second power state, the operating power of the second power state is greater than the operating power of the first power state, and the operating power of the first power state is greater than the operating power of the minimum power state.

[0006] In a possible implementation, the crankcase air supply system further includes: a temperature sensor, a four-way valve, and a heating device, wherein a first end of the four-way valve is in communication with the second end of the first air supply pipeline, a second end of the four-way valve is in communication with the second end of the second air supply pipeline, a third end of the four-way valve is in communication with the air inlet of the crankcase, a fourth end of the four-way valve is in communication with the air inlet of the heating device, an air outlet of the heating device is in communication with the air inlet of the crankcase, and the temperature sensor is disposed inside the four-way valve; The controller is electrically connected to the temperature sensor, the four-way valve and the heating device, respectively, and is used to control the first end, the second end and the third end of the four-way valve to be connected, and the fourth end of the four-way valve to be closed when the temperature of the mixed gas collected by the temperature sensor is not less than the water analysis temperature threshold, so as to introduce the intake air of the first air supply pipeline and the second air supply pipeline into the air inlet of the crankcase; it is also used to control the first end, the second end and the fourth end of the four-way valve to be connected, and the third end of the four-way valve to be closed when the temperature of the mixed gas is less than the water analysis temperature threshold, so as to introduce the intake air of the first air supply pipeline and the second air supply pipeline into the heating device, and control the heating device to heat the intake air to a temperature not less than the water analysis temperature threshold, and then introduce the heated intake air into the air inlet of the crankcase.

[0007] In a possible implementation, the crankcase air supply system further includes: a first oil guide line, an oil water content sensor, a bypass valve, a heating container, a boost pump, and a second oil guide line, wherein the first oil guide line communicates with the oil drain port of the condensing oil-gas separator and the oil inlet of the crankcase oil pan, the oil water content sensor and the bypass valve are sequentially arranged in the first oil guide line along the oil flow direction, the bypass port of the bypass valve is communicated with the oil inlet of the heating container, the oil outlet of the heating container bypasses the first oil guide line through the second oil guide line, and the bypass position is located upstream of the oil water content sensor, and the boost pump is deployed in the second oil guide line; The controller is also electrically connected to the oil water content sensor, the bypass valve, the heating container and the boost pump, respectively, and is used to control the bypass port of the bypass valve to close when the oil water content collected by the oil water content sensor is less than the oil water content threshold, so as to introduce the oil discharged from the oil drain port into the oil pan of the crankcase; and is also used to control the outlet of the bypass valve to close and the bypass port to open when the oil water content is not less than the oil water content threshold, so as to introduce the oil discharged from the oil drain port into the heating container, control the heating container to heat the introduced oil to evaporate the water in the oil, and control the boost pump to start, so as to introduce the oil from which the water has evaporated into the first oil guide pipe.

[0008] A second aspect of the present application provides a crankcase air supply control method, which is applied to a controller of a crankcase air supply system. The crankcase air supply system is the crankcase air supply system provided by the first aspect of the present application and any possible implementation of the first aspect. The crankcase air supply control method includes: When the water content of the crankcase is not less than a water separation threshold and the temperature of the mixture discharged from the crankcase is not less than a high temperature limit, controlling the condensing oil-gas separator to operate at full power; When the temperature of the mixture is not within the water condensation temperature range, the temperature controller is controlled to control the temperature of the mixture in the air guide pipe so that the temperature of the mixture is within the water condensation temperature range.

[0009] In a possible implementation, the crankcase air supply system further includes: A first flow regulating valve, a second flow regulating valve, a first air supply pipeline and a second air supply pipeline, The first end of the first air supply line is connected to the outlet of the supercharger of the hydrogen internal combustion engine, the second end of the first air supply line is connected to the air inlet of the crankcase, the first end of the second air supply line is connected to the outlet of the air filter of the hydrogen internal combustion engine, and the second end of the second air supply line is connected to the air inlet of the crankcase; The first flow regulating valve is disposed in the first air supply pipeline, and the second flow regulating valve is disposed in the second air supply pipeline; The crankcase air supply control method further includes: The first flow regulating valve and the second flow regulating valve are respectively controlled to open to an opening that is adapted to both the ambient humidity and the speed of the hydrogen internal combustion engine, wherein the opening of the first flow regulating valve that is adapted to both the ambient humidity and the speed of the hydrogen internal combustion engine is different from the opening of the second flow regulating valve that is adapted to both the ambient humidity and the speed of the hydrogen internal combustion engine.

[0010] In a possible implementation, the crankcase air supply control method further includes: When the water content is less than the water separation threshold and the mixture temperature is less than the low temperature limit, controlling the condensing oil-gas separator to operate at a minimum power state; or, when the water content is less than the water separation threshold and the mixture temperature is not less than the low temperature limit and less than the high temperature limit, controlling the condensing oil-gas separator to operate in a first power state; or, when the water content is less than the water separation threshold and the mixture temperature is not less than the high temperature limit, controlling the condensing oil-gas separator to operate in a second power state; or, when the water content is not less than the water separation threshold and the mixture temperature is less than a low temperature limit, controlling the condensing oil-gas separator to operate in a third power state; Alternatively, when the water content is not less than the water analysis threshold, and the mixture temperature is not less than the low temperature limit and less than the high temperature limit, the condensing oil-gas separator is controlled to operate in a fourth power state, wherein the operating power of the fourth power state is greater than the operating power of the third power state, the operating power of the third power state is greater than the operating power of the second power state, the operating power of the second power state is greater than the operating power of the first power state, and the operating power of the first power state is greater than the operating power of the minimum power state.

[0011] In a possible implementation, the crankcase air supply system further includes: a temperature sensor, a four-way valve, and a heating device, wherein a first end of the four-way valve is in communication with the second end of the first air supply pipeline, a second end of the four-way valve is in communication with the second end of the second air supply pipeline, a third end of the four-way valve is in communication with the air inlet of the crankcase, a fourth end of the four-way valve is in communication with the air inlet of the heating device, an air outlet of the heating device is in communication with the air inlet of the crankcase, and the temperature sensor is disposed inside the four-way valve; The crankcase air supply control method further includes: When the mixed gas temperature collected by the temperature sensor is not less than a water separation temperature threshold, controlling the first end, the second end, and the third end of the four-way valve to be conductive, and closing the fourth end of the four-way valve to guide the intake air of the first air supply line and the second air supply line into the air intake port of the crankcase of the hydrogen internal combustion engine; When the temperature of the mixed gas is lower than the water analysis temperature threshold, the first end, the second end and the fourth end of the four-way valve are controlled to be connected, and the third end of the four-way valve is closed, so as to introduce the intake air of the first air supply pipeline and the second air supply pipeline into the heating device, and the heating device is controlled to heat the intake air to a temperature not lower than the water analysis temperature threshold, and then introduce the heated intake air into the intake port of the crankcase.

[0012] In a possible implementation, the crankcase air supply system further includes: a first oil guide line, an oil water content sensor, a bypass valve, a heating container, a boost pump, and a second oil guide line, wherein the first oil guide line communicates with the oil drain port of the condensing oil-gas separator and the oil inlet of the crankcase oil pan, the oil water content sensor and the bypass valve are sequentially arranged in the first oil guide line along the oil flow direction, the bypass port of the bypass valve is communicated with the oil inlet of the heating container, the oil outlet of the heating container bypasses the first oil guide line via the second oil guide line, and the bypass position is located upstream of the oil water content sensor, and the boost pump is deployed in the second oil guide line; The crankcase air supply control method further includes: When the oil water content detected by the oil water content sensor is less than an oil water content threshold, controlling the bypass port of the bypass valve to close so as to guide the oil discharged from the oil drain port of the condensing oil-gas separator into the oil sump of the crankcase; When the water content of the engine oil is not less than the oil water content threshold, the outlet of the bypass valve is controlled to be closed and the bypass port is opened to introduce the engine oil discharged from the oil drain port into the heating container, and the heating container is controlled to heat the introduced engine oil to evaporate the water in the engine oil, and the boost pump is controlled to start to introduce the engine oil from which the water has evaporated into the first oil guide pipe.

[0013] By utilizing the above-mentioned technical solution, the present application provides a crankcase air replenishment system and crankcase air replenishment control method. By controlling the condensing oil-gas separator to operate at full power when the crankcase water content is no less than a water separation threshold and the temperature of the mixture discharged from the crankcase is no less than a high temperature limit, the system increases the outflow rate of the crankcase gas, thereby improving the suppression of hydrogen deflagration and oil emulsification. Furthermore, by disposing a thermostat in the air duct connecting the crankcase gas outlet and the inlet of the condensing oil-gas separator and controlling the temperature of the mixture in the air duct to maintain it within the water condensation temperature range when the mixture temperature is not within the water condensation temperature range, the system improves the separation efficiency of the condensing oil-gas separator for water vapor in the mixture, reduces the water content in the exhaust gas and the engine oil, and thereby reduces the water content of the gas input from the supercharger to the crankcase and the water content of the engine oil in the crankcase sump, thereby improving the suppression of engine oil emulsification. It can be seen that the present application improves the inhibitory effect on hydrogen deflagration and oil emulsification, and improves the operating reliability of the hydrogen internal combustion engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] The above and other features, advantages, and aspects of the various embodiments of the present disclosure will become more apparent with reference to the following detailed description in conjunction with the accompanying drawings. Throughout the drawings, the same or similar reference numerals represent the same or similar elements. It should be understood that the drawings are schematic and that the originals and elements are not necessarily drawn to scale.

[0015] Figure 1 A schematic structural diagram of a crankcase air replenishment system provided in this application; Figure 2 A schematic structural diagram of a crankcase air replenishment system provided in this application; Figure 3 A schematic diagram of the structure of a controller provided in this application. DETAILED DESCRIPTION

[0016] The following describes the embodiments of the present application in conjunction with the accompanying drawings. The terms used in the implementation methods of the present application are only used to explain the specific embodiments of the present application and are not intended to limit the present application.

[0017] The embodiments of the present application are described below in conjunction with the accompanying drawings. Those skilled in the art will appreciate that, with the development of technology and the emergence of new scenarios, the technical solutions provided in the embodiments of the present application are also applicable to similar technical problems.

[0018] The terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequential order. It should be understood that the terms used in this way can be interchangeable under appropriate circumstances, and this is merely a way of distinguishing the objects of the same attributes when describing them in the embodiments of the present application. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, so that the process, method, system, product or equipment comprising a series of units need not be limited to those units, but may include other units that are not clearly listed or inherent to these processes, methods, products or equipment.

[0019] It should be noted that, in actual application scenarios, this application improves the suppression of oil emulsification and the operating reliability of hydrogen internal combustion engines compared to existing technologies. Specifically, there are several main reasons for oil emulsification. First, the existing method of using a supercharger as a crankcase air supply source. When the hydrogen internal combustion engine is under high load, the supercharger must prioritize the operation of the hydrogen internal combustion engine, resulting in a reduction in the amount of gas entering the crankcase. The reduced gas volume will lead to a decrease in gas flow rate, which will reduce the outflow rate of gas in the crankcase, thereby increasing the water content in the crankcase, causing water separation and oil emulsification. Second, existing centrifugal oil-gas separators mainly use centrifugal force based on the density difference between oil vapor and water vapor to achieve oil-gas separation, but this also results in a relatively high water content in the exhaust gas. The gas discharged from the oil-gas separator is then introduced into the supercharger, resulting in an increase in the water content of the supercharger output gas, which in turn leads to water separation in the crankcase intake air and oil emulsification. This solution, however, connects the crankcase's air outlet to the condensing oil-gas separator's inlet via an air duct. When the crankcase's moisture content is no less than the moisture separation threshold and the temperature of the mixture discharged from the crankcase is no less than the high-temperature limit, the condensing oil-gas separator is controlled to operate at full power. This increases the crankcase gas outflow rate when the hydrogen internal combustion engine is under high load, preventing a continuous increase in the crankcase gas moisture content and suppressing oil emulsification. Furthermore, a thermostat is deployed in the air duct, and when the mixture temperature is not within the moisture condensation temperature range, the thermostat is controlled to maintain the mixture temperature within the moisture condensation temperature range. This improves the efficiency of the condensing oil-gas separator in condensing and separating moisture from the mixture, reducing the moisture content of the gas entering the supercharger and, consequently, the crankcase gas. This improves the suppression of oil emulsification and the operational reliability of hydrogen internal combustion engines.

[0020] The first aspect of the present application provides a crankcase air filling system, which is applied to a hydrogen internal combustion engine, such as Figure 1 As shown, the crankcase air supply system includes: Air guide pipe 101, condensing oil-gas separator 102, thermostat 103 and controller 104, The gas outlet of the crankcase of the hydrogen internal combustion engine is connected to the inlet of the condensing oil-gas separator 102 through the gas guide pipe 101. The thermostat 103 is disposed in the gas guide pipe 101. The exhaust port of the condensing oil-gas separator 102 is connected to the air inlet of the supercharger of the hydrogen internal combustion engine. The controller 104 is electrically connected to the thermostat 103 and the condensing oil-gas separator 102, respectively, and is used to control the condensing oil-gas separator 102 to operate at full power when the water content of the crankcase is not less than the water analysis threshold and the temperature of the mixture discharged from the crankcase is not less than the high temperature limit; it is also used to control the thermostat 103 to control the temperature of the mixture in the air guide pipe 101 so that the temperature of the mixture is within the water condensation temperature range when the temperature of the mixture is not within the water condensation temperature range.

[0021] It should be noted that in actual application scenarios, the thermostat 103 can be a device that is connected to the cooling system of the hydrogen internal combustion engine and uses the high-temperature or low-temperature medium in the cooling system to control the temperature of the mixture in the gas duct. It can also be a temperature control device composed of an electric heating device and an electric cooling device. This application does not impose any restrictions or detailed description on the specific type of the thermostat 103.

[0022] It should be noted that, in practical applications, the condensing oil-gas separator 102 comprises a condensing zone and a separation zone. After a hydrogen internal combustion engine burns hydrogen fuel, the exhaust gas is a gaseous mixture consisting of residual hydrogen, water vapor, and oil vapor. Existing centrifugal oil-gas separators used in vehicles primarily separate gas and oil vapor to provide high-temperature gas for the supercharger. This results in water vapor being included in the gas and oil separated by existing oil-gas separators. The present application deploys a thermostat 103 in the air duct 101 connecting the air outlet of the crankcase and the inlet of the condensing oil-gas separator 102, and controls the thermostat 103 to control the temperature of the mixture in the air duct 101 when the temperature of the mixture is not in the water condensation temperature range, so that the temperature of the mixture is in the water condensation temperature range, thereby improving the separation efficiency of the condensing oil-gas separator for water vapor in the mixture, reducing the water content in the exhaust gas and the engine oil, and further reducing the water content of the gas input into the crankcase from the supercharger, as well as the water content of the engine oil in the crankcase oil pan, thereby improving the effect of suppressing the emulsification of the engine oil.

[0023] It should be noted that in actual application scenarios, the increased hydrogen fuel injection rate when a hydrogen internal combustion engine is under high load leads to increased hydrogen concentration, water content, and temperature in the crankcase. This makes the hydrogen in the crankcase susceptible to high temperatures, resulting in a risk of deflagration. Furthermore, a higher water content also increases the risk of water separation, which in turn causes oil emulsification. Therefore, when the water content and temperature are high, the outflow rate of the gas in the crankcase needs to be increased. When a hydrogen internal combustion engine is under high load, the supercharger must prioritize engine operation, resulting in a reduced gas volume and a lower flow rate of gas output from the supercharger to the crankcase. Therefore, the present application controls the condensing oil-gas separator 102 to operate at full power when the crankcase water content is not less than the water separation threshold and the temperature of the mixture discharged from the crankcase is not less than the high temperature limit. This increases the outflow rate of the gas in the crankcase, thereby improving the suppression of hydrogen deflagration and oil emulsification and enhancing the operational reliability of the hydrogen internal combustion engine.

[0024] This application controls the condensing oil-gas separator to operate at full power when the crankcase water content is no less than a water separation threshold and the temperature of the mixture discharged from the crankcase is no less than a high temperature limit. This increases the outflow rate of crankcase gas, thereby improving the suppression of hydrogen deflagration and oil emulsification. Furthermore, a thermostat is deployed in the air duct connecting the crankcase gas outlet and the condensing oil-gas separator inlet. When the mixture temperature is not within the water condensation temperature range, the thermostat is controlled to control the temperature of the mixture in the air duct to maintain the mixture temperature within the water condensation temperature range. This improves the condensing oil-gas separator's water vapor separation efficiency, reduces the water content in the exhaust gas and engine oil, and further reduces the water content of the gas input from the supercharger to the crankcase, as well as the water content of the engine oil in the crankcase sump, thereby improving the suppression of engine oil emulsification. This application thus improves the suppression of hydrogen deflagration and engine oil emulsification, and enhances the operational reliability of hydrogen internal combustion engines.

[0025] In a possible implementation, the crankcase air supply system provided in the first aspect of the present application further includes: A first flow regulating valve, a second flow regulating valve, a first air supply pipeline and a second air supply pipeline, The first end of the first air supply line is connected to the outlet of the supercharger, the second end of the first air supply line is connected to the air inlet of the crankcase, the first end of the second air supply line is connected to the outlet of the air filter of the hydrogen internal combustion engine, and the second end of the second air supply line is connected to the air inlet of the crankcase; The first flow regulating valve is disposed in the first air supply pipeline, and the second flow regulating valve is disposed in the second air supply pipeline; The controller 104 is electrically connected to the first flow regulating valve and the second flow regulating valve, respectively, and is used to control the first flow regulating valve and the second flow regulating valve to open to an opening that is adapted to both the ambient humidity and the speed of the hydrogen internal combustion engine, wherein the opening of the first flow regulating valve that is adapted to both the ambient humidity and the speed of the hydrogen internal combustion engine is different from the opening of the second flow regulating valve that is adapted to both the ambient humidity and the speed of the hydrogen internal combustion engine.

[0026] It should be noted that in actual application scenarios, since the supercharger is driven by the hydrogen internal combustion engine, when the hydrogen internal combustion engine is in a high-load operating state, the supercharger can continuously output a large amount of high-temperature and high-pressure gas. However, when the hydrogen internal combustion engine is in a low-load operating state, the supercharger will not be able to stably and continuously output high-temperature and high-pressure gas, resulting in the gas volume used for crankcase air replenishment being unable to meet the crankcase air replenishment demand. Therefore, the present application provides a two-way air intake air path structure by configuring a first air replenishment line connecting the outlet of the supercharger and the air inlet of the crankcase, and a second air replenishment line connecting the outlet of the air filter and the air inlet of the crankcase, thereby using the air volume output by the air filter to supplement the air volume reduced by the supercharger due to the load state of the hydrogen internal combustion engine, thereby meeting the crankcase air replenishment demand under different load states and improving the operational reliability of the hydrogen internal combustion engine.

[0027] It should be noted that in actual application scenarios, since the air filter is a device that introduces ambient air into the hydrogen internal combustion engine or crankcase, this results in a higher water content of the gas input by the air filter when the external humidity is high, which in turn leads to an increase in the water content of the gas entering the crankcase. Therefore, the present application configures the first flow regulating valve and the second flow regulating valve to be respectively controlled to open to an opening that is adapted to both the ambient humidity and the speed of the hydrogen internal combustion engine, and configures the first flow regulating valve to have an opening that is adapted to both the ambient humidity and the speed of the hydrogen internal combustion engine, which is different from the opening of the second flow regulating valve to have an opening that is adapted to both the ambient humidity and the speed of the hydrogen internal combustion engine. By adjusting the opening of the flow regulating valve, the high-temperature gas output by the supercharger is used to heat and dilute the gas in the crankcase, thereby avoiding the risk of water analysis in the air inside the crankcase due to the excessively high water content of the gas input by the air filter, thereby improving the inhibitory effect on oil emulsification.

[0028] It should be noted that in actual application scenarios, the aforementioned openings adapted to both ambient humidity and the speed of the hydrogen internal combustion engine can be determined based on test calibration of the hydrogen internal combustion engine. For example, when the hydrogen internal combustion engine's speed is in the high-speed range and the ambient humidity is low, the low ambient humidity causes the air filter's output gas to have a low moisture content. Simultaneously, the high-speed range causes the supercharger's output gas volume to decrease. Therefore, the second flow control valve's opening can be configured to be larger than the first flow control valve's opening, thereby using the air filter's output gas volume to supplement the crankcase intake air volume. Conversely, when the hydrogen internal combustion engine's speed is in the high-speed range and the ambient humidity is high, the high ambient humidity causes the air filter's output gas to have a high moisture content. Therefore, the first flow control valve's opening can be configured to be larger than the second flow control valve's opening, thereby utilizing the high-temperature gas output from the supercharger to dilute and heat the crankcase gas. This application does not impose any further limitations or elaboration on the aforementioned specific openings.

[0029] In a possible implementation, the controller 104 is further configured to control the condensing oil-gas separator 102 to operate at a minimum power state when the water content is less than a water separation threshold and the mixture temperature is less than a low temperature limit.

[0030] Alternatively, when the water content is less than the water separation threshold and the mixture temperature is not less than the low temperature limit and less than the high temperature limit, the condensing oil-gas separator 102 is controlled to operate in the first power state.

[0031] Alternatively, when the water content is less than the water separation threshold and the mixture temperature is not less than the high temperature limit, the condensing oil-gas separator 102 is controlled to operate at the second power state.

[0032] Alternatively, when the water content is not less than the water separation threshold and the mixture temperature is less than the low temperature limit, the condensing oil-gas separator 102 is controlled to operate at the third power state.

[0033] Alternatively, when the water content is not less than the water separation threshold and the mixture temperature is not less than the low temperature limit and less than the high temperature limit, the condensing oil-gas separator 102 is controlled to operate in a fourth power state, wherein the operating power of the fourth power state is greater than the operating power of the third power state, the operating power of the third power state is greater than the operating power of the second power state, the operating power of the second power state is greater than the operating power of the first power state, and the operating power of the first power state is greater than the operating power of the minimum power state.

[0034] It should be noted that, in actual application scenarios, the above-mentioned water separation threshold is the minimum temperature value at which water in the crankcase gas separates out.

[0035] It should be noted that, in actual application scenarios, the low-temperature limit represents the temperature at which hydrogen deflagration will not occur, while the high-temperature limit represents the temperature at which hydrogen deflagration occurs at a relatively high temperature. The low-temperature limit is lower than the high-temperature limit. The low-temperature limit and the high-temperature limit can be established based on test and calibration results of hydrogen internal combustion engines. This application does not impose any additional restrictions or elaboration on the specific values of the low-temperature limit and the high-temperature limit.

[0036] It should be noted that in actual application scenarios, the mixture temperature represents the risk of hydrogen deflagration, and the water content represents the risk of oil emulsification. Therefore, this application configures a comparison between the water content and the water extraction threshold, and between the mixture temperature and the low and high temperature limits, and controls the power state of the condensing oil-gas separator based on the comparison results, thereby dynamically adjusting the operating power of the oil-gas separator to achieve the goal of reducing system energy consumption while ensuring the suppression of hydrogen deflagration and oil emulsification.

[0037] In one possible implementation, the crankcase air supply system provided by the first aspect of the present application and any possible implementation of the first aspect further includes: a temperature sensor, a four-way valve, and a heating device, wherein a first end of the four-way valve is connected to the second end of the first air supply pipeline, a second end of the four-way valve is connected to the second end of the second air supply pipeline, a third end of the four-way valve is connected to the air inlet of the crankcase, a fourth end of the four-way valve is connected to the air inlet of the heating device, an air outlet of the heating device is connected to the air inlet of the crankcase, and the temperature sensor is arranged inside the four-way valve; The controller 104 is electrically connected to the temperature sensor, the four-way valve and the heating device, respectively, and is used to control the first end, the second end and the third end of the four-way valve to be connected, and the fourth end of the four-way valve to be closed when the temperature of the mixed gas collected by the temperature sensor is not less than the water analysis temperature threshold, so as to introduce the intake air of the first air supply pipeline and the second air supply pipeline into the air inlet of the crankcase; it is also used to control the first end, the second end and the fourth end of the four-way valve to be connected, and the third end of the four-way valve to be closed when the temperature of the mixed gas is less than the water analysis temperature threshold, so as to introduce the intake air of the first air supply pipeline and the second air supply pipeline into the heating device, and control the heating device to heat the intake air to a temperature not less than the water analysis temperature threshold, and then introduce the heated intake air into the air inlet of the crankcase.

[0038] It should be noted that in actual application scenarios, since the moisture in the mixed gas cannot be completely removed, when the external ambient temperature is too low, the mixed gas will easily condense and precipitate the moisture in the gas due to the low temperature environment during the process of flowing to the crankcase. The throttle body is connected to the air intake of the crankcase by the first end of the four-way valve and the second end of the four-way valve. The throttle body is connected to the air intake of the crankcase by the second end of the four-way valve. The air outlet of the heating device is connected to the air intake of the crankcase. The temperature sensor is arranged inside the four-way valve and is configured to control the first end, the second end and the fourth end of the four-way valve to be connected when the temperature of the mixed gas is lower than the water analysis temperature threshold, and the third end of the four-way valve is closed to introduce the intake air of the first and second air supply pipelines into the heating device, and control the heating device to heat the intake air to a temperature not lower than the water analysis temperature threshold, and then introduce the heated intake air into the intake port of the crankcase, thereby avoiding the risk of oil emulsification caused by water analysis due to the decrease in gas temperature during the flow.

[0039] It should be noted that in actual applications, since the first and second air supply lines continue to deliver gas during operation, after the first, second, and fourth ends of the four-way valve are controlled to be conductive and the third end of the four-way valve is closed, the gas pressure in the lines will gradually increase before heating is completed. Therefore, to prevent damage to pipes or components due to high pressure, pressure relief can be achieved by installing a pressure relief valve in the heating device or by closing the third end of the four-way valve to its minimum opening.

[0040] In one possible implementation, the crankcase air supply system provided by the first aspect of the present application and any possible implementation of the first aspect further includes: a first oil guide line, an oil water content sensor, a bypass valve, a heating container, a boost pump, and a second oil guide line, wherein the first oil guide line connects the oil drain port of the oil-gas separator and the oil inlet of the crankcase oil pan, the oil water content sensor and the bypass valve are arranged in sequence in the first oil guide line along the oil flow direction, the bypass port of the bypass valve is connected to the oil inlet of the heating container, the oil outlet of the heating container bypasses the first oil guide line through the second oil guide line, and the bypass position is located upstream of the oil water content sensor, and the boost pump is arranged in the second oil guide line; The controller 104 is also electrically connected to the oil water content sensor, the bypass valve, the heating container and the boost pump, respectively, and is used to control the bypass port of the bypass valve to close when the oil water content collected by the oil water content sensor is less than the oil water content threshold, so as to introduce the oil discharged from the oil drain port into the oil pan of the crankcase; it is also used to control the bypass valve outlet to close and the bypass port to open when the oil water content is not less than the oil water content threshold, so as to introduce the oil discharged from the oil drain port into the heating container, and control the heating container to heat the introduced oil to evaporate the water in the oil, and control the boost pump to start, so as to introduce the oil from which the water has evaporated into the first oil guide pipe.

[0041] It should be noted that in actual application scenarios, since there will inevitably be residual water in the engine oil separated by the oil-gas separator, even if the content is small, long-term accumulation will also cause the oil in the oil pan to become emulsified. Therefore, the present application configures a first oil guide line to connect the oil drain port of the condensing oil-gas separator and the oil inlet of the crankcase oil pan, and the oil water content sensor and the bypass valve are arranged in sequence in the air guide line 101 along the oil flow direction. The bypass port of the bypass valve is connected to the oil inlet of the heating container, and the oil inlet of the heating container bypasses the first oil guide line through the second oil guide line, and the bypass position is located upstream of the oil water content sensor. The boost pump is deployed in the second oil guide line and is configured to control the bypass valve outlet to close and the bypass port to open when the oil water content is not less than the oil water content threshold, so as to guide the oil discharged from the oil drain port into the heating container, and control the heating container to heat the introduced oil to evaporate the water in the oil, and control the boost pump to start to guide the oil after the water evaporated into the first oil guide line, thereby further reducing the water content of the separated oil, thereby improving the inhibitory effect of the oil emulsification phenomenon in the oil pan.

[0042] To facilitate understanding of the structure of the crankcase air replenishment system provided by the first aspect of the present application and any possible implementation of the first aspect, a possible implementation of the present application is specifically described herein: like Figure 2The figure shows a schematic diagram of the structure of a crankcase air supply system. The crankcase air supply system is applied to a hydrogen internal combustion engine system. The hydrogen internal combustion engine system includes a supercharger, an air filter, a combustion chamber, a crankcase, and an oil pan. The first outlet of the air filter is connected to the first air inlet of the supercharger, and the first outlet of the supercharger is connected to the intake duct of the combustion chamber. The second outlet of the supercharger is connected to the first end of the four-way valve 107 via the first air supply line 105, the second outlet of the air filter is connected to the second end of the four-way valve 107 via the second air supply line 106, the third end of the four-way valve 107 is connected to the air inlet of the crankcase, the fourth end of the four-way valve 107 is connected to the air inlet of the heating device 108, and the air outlet of the heating device 108 is connected to the air inlet of the crankcase. The crankcase's air outlet is connected to the inlet of a condensing oil-gas separator 102 via an air duct 101. A thermostat 103 is located within this duct 101. The exhaust port of the condensing oil-gas separator 102 is connected to the second air inlet of the supercharger. The oil drain of the condensing oil-gas separator 102 is connected to the oil inlet of the oil sump via a first oil duct 109. A bypass valve 110 is located within this first oil duct 109. The bypass port of this valve is connected to the oil inlet of a heating container 111. The oil outlet of this heating container 111 bypasses this first oil duct 109 via a second oil duct 112. A boost pump 113 is located within this second oil duct 112. A first flow control valve 114 is located within the first air supply duct 105, and a second flow control valve 115 is located within the second air supply duct 106. The first flow regulating valve 114 , the second flow regulating valve 115 , the four-way valve 107 , the heating device 108 , the condensing oil-gas separator 102 , the temperature controller 103 , the bypass valve 110 , the heating container 111 and the booster pump 113 are all electrically connected to the controller 104 .

[0043] A second aspect of the present application provides a crankcase air supply control method, which is applied to a controller of a crankcase air supply system. The crankcase air supply system is the crankcase air supply system provided by the first aspect of the present application and any possible implementation of the first aspect. The crankcase air supply control method includes: S301: When the water content of the crankcase is not less than a water separation threshold and the temperature of the mixture discharged from the crankcase is not less than a high temperature limit, control the condensing oil-gas separator to operate at full power; S302: When the temperature of the mixture is not within the water condensation temperature range, control the thermostat to control the temperature of the mixture in the air guide pipe so that the temperature of the mixture is within the water condensation temperature range.

[0044] It should be noted that, in actual application scenarios, the above steps S301 and S302 can be performed independently or sequentially. This application does not impose too many restrictions or redundant descriptions on the execution steps of the above steps S301 and S302.

[0045] In a possible implementation, the crankcase air supply system further includes: A first flow regulating valve, a second flow regulating valve, a first air supply pipeline and a second air supply pipeline, The first end of the first air supply line is connected to the outlet of the supercharger of the hydrogen internal combustion engine, the second end of the first air supply line is connected to the air inlet of the crankcase, the first end of the second air supply line is connected to the outlet of the air filter of the hydrogen internal combustion engine, and the second end of the second air supply line is connected to the air inlet of the crankcase; The first flow regulating valve is disposed in the first air supply pipeline, and the second flow regulating valve is disposed in the second air supply pipeline; The crankcase air filling control method provided in the second aspect of the present application further includes: The first flow regulating valve and the second flow regulating valve are respectively controlled to open to an opening that is adapted to both the ambient humidity and the speed of the hydrogen internal combustion engine, wherein the opening of the first flow regulating valve that is adapted to both the ambient humidity and the speed of the hydrogen internal combustion engine is different from the opening of the second flow regulating valve that is adapted to both the ambient humidity and the speed of the hydrogen internal combustion engine.

[0046] In one possible implementation, the crankcase air replenishment control method provided in the second aspect of the present application further includes: When the water content is less than the water separation threshold and the mixture temperature is less than the low temperature limit, the condensing oil-gas separator is controlled to operate at the minimum power state; or, when the water content is less than the water separation threshold and the mixture temperature is not less than the low temperature limit and less than the high temperature limit, controlling the condensing oil-gas separator to operate at the first power state; or, when the water content is less than the water separation threshold and the mixture temperature is not less than the high temperature limit, controlling the condensing oil-gas separator to operate at the second power state; or, when the water content is not less than the water separation threshold and the mixture temperature is less than the low temperature limit, controlling the condensing oil-gas separator to operate at the third power state; Alternatively, when the water content is not less than the water separation threshold and the mixture temperature is not less than the low temperature limit and less than the high temperature limit, the condensing oil-gas separator is controlled to operate in a fourth power state, wherein the operating power of the fourth power state is greater than the operating power of the third power state, the operating power of the third power state is greater than the operating power of the second power state, the operating power of the second power state is greater than the operating power of the first power state, and the operating power of the first power state is greater than the operating power of the minimum power state.

[0047] In a possible implementation, the crankcase air supply system further includes: a temperature sensor, a four-way valve, and a heating device, wherein a first end of the four-way valve is connected to the second end of the first air supply pipeline, a second end of the four-way valve is connected to the second end of the second air supply pipeline, a third end of the four-way valve is connected to the air inlet of the crankcase, a fourth end of the four-way valve is connected to the air inlet of the heating device, an air outlet of the heating device is connected to the air inlet of the crankcase, and the temperature sensor is arranged inside the four-way valve; The crankcase air filling control method provided in the second aspect of the present application further includes: When the mixed gas temperature collected by the temperature sensor is not less than a water separation temperature threshold, controlling the first end, the second end, and the third end of the four-way valve to be conductive, and closing the fourth end of the four-way valve to guide the intake air of the first and second air supply pipelines into the intake port of the crankcase of the hydrogen internal combustion engine; When the temperature of the mixed gas is lower than the water analysis temperature threshold, the first, second and fourth ends of the four-way valve are controlled to be connected, and the third end of the four-way valve is closed, so as to introduce the intake air of the first air supply pipeline and the second air supply pipeline into the heating device, and the heating device is controlled to heat the intake air to a temperature not lower than the water analysis temperature threshold, and then introduce the heated intake air into the intake port of the crankcase.

[0048] In a possible implementation, the crankcase air supply system further includes: a first oil guide line, an oil water content sensor, a bypass valve, a heating container, a boost pump, and a second oil guide line, wherein the first oil guide line connects the oil drain port of the condensing oil-gas separator and the oil inlet of the crankcase oil pan, the oil water content sensor and the bypass valve are arranged in sequence in the first oil guide line along the oil flow direction, the bypass port of the bypass valve is connected to the oil inlet of the heating container, the oil outlet of the heating container bypasses the first oil guide line through the second oil guide line, and the bypass position is located upstream of the oil water content sensor, and the boost pump is arranged in the second oil guide line; The crankcase air filling control method provided in the second aspect of the present application further includes: When the oil water content detected by the oil water content sensor is less than the oil water content threshold, the bypass port of the bypass valve is controlled to close so as to guide the oil discharged from the oil drain port of the condensing oil-gas separator into the oil pan of the crankcase; When the water content of the engine oil is not less than the oil water content threshold, the outlet of the bypass valve is controlled to be closed and the bypass port is opened to introduce the engine oil discharged from the oil drain port into the heating container, and the heating container is controlled to heat the introduced engine oil to evaporate the water in the engine oil, and the boost pump is controlled to start to introduce the engine oil from which the water has evaporated into the first oil guide pipe.

[0049] A third aspect of the present application provides a vehicle, comprising: a crankcase air replenishment system as provided in the first aspect of the present application and any possible implementation of the first aspect.

[0050] The embodiment of the present application also provides a controller, the structural diagram of which is as follows: Figure 3 The controller in the embodiments of the present application may be a server, a PC, a PAD, a mobile phone, an ECU (Electronic Control Unit), a VCU (Vehicle Control Unit), an MCU (Micro Controller Unit), an HCU (Hybrid Control Unit), etc. Figure 3 The controller shown is merely an example and should not limit the functions and scope of use of the embodiments of the present application.

[0051] like Figure 3 As shown, the controller may include a processing device (e.g., a central processing unit, graphics processing unit, etc.) 301, which can perform various appropriate actions and processes based on programs stored in a read-only memory (ROM) 302 or programs loaded from a storage device 308 into a random access memory (RAM) 303. When the controller is powered on, RAM 303 also stores various programs and data required for controller operation. Processing device 301, ROM 302, and RAM 303 are interconnected via a bus 304. An input / output (I / O) interface 305 is also connected to bus 304.

[0052] Typically, the following devices may be connected to the I / O interface 305: an input device 306 including, for example, a touch screen, a touchpad, a keyboard, a mouse, a camera, a microphone, a torque sensor, a hydrogen concentration sensor, etc.; an output device 307 including, for example, a liquid crystal display (LCD), a speaker, a flow control valve, etc.; a storage device 308 including, for example, a memory card, a hard disk, etc.; and a communication device 309. The communication device 309 may allow the controller to communicate with other devices wirelessly or by wire to exchange data. Although Figure 3 The controller is shown with various devices, but it should be understood that it is not required to implement or have all of the devices shown. More or fewer devices may be implemented or have instead.

[0053] An embodiment of the present application also provides a computer program product including computer-readable instructions. When the computer-readable instructions are executed on an electronic device, the electronic device implements any crankcase air replenishment control method provided in the embodiment of the present application.

[0054] A computer-readable storage medium is also provided in an embodiment of the present application. The storage medium carries one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement any crankcase air replenishment control method provided in the embodiment of the present application.

[0055] It should also be noted that the device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separate, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed across multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the present embodiment. In addition, in the drawings of the device embodiments provided in this application, the connection relationship between the modules indicates that there is a communication connection between them, which can be specifically implemented as one or more communication buses or signal lines.

[0056] Through the description of the above embodiments, those skilled in the art can clearly understand that the present application can be implemented by means of software plus necessary general hardware, and of course can also be implemented by special hardware including application-specific integrated circuits, special CPUs, special memories, special components, etc. In general, all functions performed by computer programs can be easily implemented with corresponding hardware, and the specific hardware structures used to implement the same function can also be diverse, such as analog circuits, digital circuits or special circuits, etc. However, for the present application, software program implementation is a better implementation method in most cases. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a readable storage medium, such as a computer's floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk or optical disk, etc., and includes a number of instructions to enable a computer device (which can be a personal computer, training equipment, or network equipment, etc.) to execute the methods described in each embodiment of the present application.

[0057] In the above embodiments, all or part of the embodiments may be implemented by software, hardware, firmware, or any combination thereof. When implemented by software, all or part of the embodiments may be implemented in the form of a computer program product.

[0058] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in the embodiment of the present application is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions can be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from a website, a computer, a training device or a data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) mode to another website, a computer, a training device or a data center. The computer-readable storage medium can be any available medium that a computer can store or a data storage device such as a training device, a data center, etc. that includes one or more available media integrations. The available medium can be a magnetic medium, (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state drive (SSD)).

Claims

1. A crankcase air supply system, characterized in that: Applied to a hydrogen internal combustion engine, the crankcase air supply system comprises: Air pipeline, condensing oil and gas separator, thermostat and controller, The air outlet of the crankcase of the hydrogen internal combustion engine is connected to the inlet of the condensing oil-gas separator through the air guide pipe, the thermostat is disposed in the air guide pipe, and the exhaust port of the condensing oil-gas separator is connected to the air inlet of the supercharger of the hydrogen internal combustion engine; The controller is electrically connected to the temperature controller and the condensing oil-gas separator, respectively, and is used to control the condensing oil-gas separator to operate at full power when the water content of the crankcase is not less than the water separation threshold and the temperature of the mixture discharged from the crankcase is not less than the high temperature limit; and is also used to control the thermostat to control the temperature of the mixture in the air guide pipe so that the temperature of the mixture is within the water condensation temperature range when the temperature of the mixture is not within the water condensation temperature range.

2. The crankcase air supply system according to claim 1, characterized in that: The crankcase air supply system also includes: A first flow regulating valve, a second flow regulating valve, a first air supply pipeline and a second air supply pipeline, The first end of the first air supply line is connected to the outlet of the supercharger, the second end of the first air supply line is connected to the air inlet of the crankcase, the first end of the second air supply line is connected to the outlet of the air filter of the hydrogen internal combustion engine, and the second end of the second air supply line is connected to the air inlet of the crankcase; The first flow regulating valve is disposed in the first air supply pipeline, and the second flow regulating valve is disposed in the second air supply pipeline; The controller is electrically connected to the first flow regulating valve and the second flow regulating valve, respectively, and is used to control the first flow regulating valve and the second flow regulating valve to open to an opening that is adapted to both the ambient humidity and the speed of the hydrogen internal combustion engine, wherein the opening of the first flow regulating valve that is adapted to both the ambient humidity and the speed of the hydrogen internal combustion engine is different from the opening of the second flow regulating valve that is adapted to both the ambient humidity and the speed of the hydrogen internal combustion engine.

3. The crankcase air supply system according to claim 1, characterized in that: The controller is further configured to control the condensing oil-gas separator to operate at a minimum power state when the water content is less than the water separation threshold and the mixture temperature is less than a low temperature limit; or, when the water content is less than the water separation threshold and the mixture temperature is not less than the low temperature limit and less than the high temperature limit, controlling the condensing oil-gas separator to operate in a first power state; or, when the water content is less than the water separation threshold and the mixture temperature is not less than the high temperature limit, controlling the condensing oil-gas separator to operate in a second power state; or, when the water content is not less than the water separation threshold and the mixture temperature is less than a low temperature limit, controlling the condensing oil-gas separator to operate in a third power state; Alternatively, when the water content is not less than the water analysis threshold, and the mixture temperature is not less than the low temperature limit and less than the high temperature limit, the condensing oil-gas separator is controlled to operate in a fourth power state, wherein the operating power of the fourth power state is greater than the operating power of the third power state, the operating power of the third power state is greater than the operating power of the second power state, the operating power of the second power state is greater than the operating power of the first power state, and the operating power of the first power state is greater than the operating power of the minimum power state.

4. The crankcase air supply system according to claim 2, characterized in that: The crankcase air supply system also includes: a temperature sensor, a four-way valve, and a heating device, wherein a first end of the four-way valve is in communication with the second end of the first air supply pipeline, a second end of the four-way valve is in communication with the second end of the second air supply pipeline, a third end of the four-way valve is in communication with the air inlet of the crankcase, a fourth end of the four-way valve is in communication with the air inlet of the heating device, an air outlet of the heating device is in communication with the air inlet of the crankcase, and the temperature sensor is disposed inside the four-way valve; The controller is electrically connected to the temperature sensor, the four-way valve and the heating device, respectively, and is used to control the first end, the second end and the third end of the four-way valve to be connected, and the fourth end of the four-way valve to be closed when the temperature of the mixed gas collected by the temperature sensor is not less than the water analysis temperature threshold, so as to introduce the intake air of the first air supply pipeline and the second air supply pipeline into the air inlet of the crankcase; it is also used to control the first end, the second end and the fourth end of the four-way valve to be connected, and the third end of the four-way valve to be closed when the temperature of the mixed gas is less than the water analysis temperature threshold, so as to introduce the intake air of the first air supply pipeline and the second air supply pipeline into the heating device, and control the heating device to heat the intake air to a temperature not less than the water analysis temperature threshold, and then introduce the heated intake air into the air inlet of the crankcase.

5. The crankcase air supply system according to any one of claims 1 to 4, characterized in that: The crankcase air supply system also includes: a first oil guide line, an oil water content sensor, a bypass valve, a heating container, a boost pump, and a second oil guide line, wherein the first oil guide line communicates with the oil drain port of the condensing oil-gas separator and the oil inlet of the crankcase oil pan, the oil water content sensor and the bypass valve are sequentially arranged in the first oil guide line along the oil flow direction, the bypass port of the bypass valve is communicated with the oil inlet of the heating container, the oil outlet of the heating container bypasses the first oil guide line via the second oil guide line, and the bypass position is located upstream of the oil water content sensor, and the boost pump is deployed in the second oil guide line; The controller is also electrically connected to the oil water content sensor, the bypass valve, the heating container and the boost pump, respectively, and is used to control the bypass port of the bypass valve to close when the oil water content collected by the oil water content sensor is less than the oil water content threshold, so as to introduce the oil discharged from the oil drain port into the oil pan of the crankcase; and is also used to control the outlet of the bypass valve to close and the bypass port to open when the oil water content is not less than the oil water content threshold, so as to introduce the oil discharged from the oil drain port into the heating container, control the heating container to heat the introduced oil to evaporate the water in the oil, and control the boost pump to start, so as to introduce the oil from which the water has evaporated into the first oil guide pipe.

6. A crankcase air supply control method, characterized in that: In a controller applied to a crankcase air supply system, the crankcase air supply system is the crankcase air supply system according to any one of claims 1 to 5, and the crankcase air supply control method comprises: When the water content of the crankcase is not less than a water separation threshold and the temperature of the mixture discharged from the crankcase is not less than a high temperature limit, controlling the condensing oil-gas separator to operate at full power; When the temperature of the mixture is not within the water condensation temperature range, the temperature controller is controlled to control the temperature of the mixture in the air guide pipe so that the temperature of the mixture is within the water condensation temperature range.

7. The crankcase air supply control method according to claim 6, characterized in that: The crankcase air supply system also includes: A first flow regulating valve, a second flow regulating valve, a first air supply pipeline and a second air supply pipeline, The first end of the first air supply line is connected to the outlet of the supercharger of the hydrogen internal combustion engine, the second end of the first air supply line is connected to the air inlet of the crankcase, the first end of the second air supply line is connected to the outlet of the air filter of the hydrogen internal combustion engine, and the second end of the second air supply line is connected to the air inlet of the crankcase; The first flow regulating valve is disposed in the first air supply pipeline, and the second flow regulating valve is disposed in the second air supply pipeline; The crankcase air supply control method further includes: The first flow regulating valve and the second flow regulating valve are respectively controlled to open to an opening that is adapted to both the ambient humidity and the speed of the hydrogen internal combustion engine, wherein the opening of the first flow regulating valve that is adapted to both the ambient humidity and the speed of the hydrogen internal combustion engine is different from the opening of the second flow regulating valve that is adapted to both the ambient humidity and the speed of the hydrogen internal combustion engine.

8. The crankcase air supply control method according to claim 6, characterized in that: The crankcase air supply control method further includes: When the water content is less than the water separation threshold and the mixture temperature is less than the low temperature limit, controlling the condensing oil-gas separator to operate at a minimum power state; or, when the water content is less than the water separation threshold and the mixture temperature is not less than the low temperature limit and less than the high temperature limit, controlling the condensing oil-gas separator to operate in a first power state; or, when the water content is less than the water separation threshold and the mixture temperature is not less than the high temperature limit, controlling the condensing oil-gas separator to operate in a second power state; or, when the water content is not less than the water separation threshold and the mixture temperature is less than a low temperature limit, controlling the condensing oil-gas separator to operate in a third power state; Alternatively, when the water content is not less than the water analysis threshold, and the mixture temperature is not less than the low temperature limit and less than the high temperature limit, the condensing oil-gas separator is controlled to operate in a fourth power state, wherein the operating power of the fourth power state is greater than the operating power of the third power state, the operating power of the third power state is greater than the operating power of the second power state, the operating power of the second power state is greater than the operating power of the first power state, and the operating power of the first power state is greater than the operating power of the minimum power state.

9. The crankcase air supply control method according to claim 7, characterized in that: The crankcase air supply system also includes: a temperature sensor, a four-way valve, and a heating device, wherein a first end of the four-way valve is in communication with the second end of the first air supply pipeline, a second end of the four-way valve is in communication with the second end of the second air supply pipeline, a third end of the four-way valve is in communication with the air inlet of the crankcase, a fourth end of the four-way valve is in communication with the air inlet of the heating device, an air outlet of the heating device is in communication with the air inlet of the crankcase, and the temperature sensor is disposed inside the four-way valve; The crankcase air supply control method further includes: When the mixed gas temperature collected by the temperature sensor is not less than a water separation temperature threshold, controlling the first end, the second end, and the third end of the four-way valve to be conductive, and closing the fourth end of the four-way valve to guide the intake air of the first air supply line and the second air supply line into the air intake port of the crankcase of the hydrogen internal combustion engine; When the temperature of the mixed gas is lower than the water analysis temperature threshold, the first end, the second end and the fourth end of the four-way valve are controlled to be connected, and the third end of the four-way valve is closed, so as to introduce the intake air of the first air supply pipeline and the second air supply pipeline into the heating device, and the heating device is controlled to heat the intake air to a temperature not lower than the water analysis temperature threshold, and then introduce the heated intake air into the intake port of the crankcase.

10. The crankcase air supply control method according to any one of claims 6 to 9, characterized in that: The crankcase air supply system also includes: a first oil guide line, an oil water content sensor, a bypass valve, a heating container, a boost pump, and a second oil guide line, wherein the first oil guide line communicates with the oil drain port of the condensing oil-gas separator and the oil inlet of the crankcase oil pan, the oil water content sensor and the bypass valve are sequentially arranged in the first oil guide line along the oil flow direction, the bypass port of the bypass valve is communicated with the oil inlet of the heating container, the oil outlet of the heating container bypasses the first oil guide line through the second oil guide line, and the bypass position is located upstream of the oil water content sensor, and the boost pump is deployed in the second oil guide line; The crankcase air supply control method further includes: When the oil water content detected by the oil water content sensor is less than an oil water content threshold, controlling the bypass port of the bypass valve to close so as to guide the oil discharged from the oil drain port of the condensing oil-gas separator into the oil sump of the crankcase; When the water content of the engine oil is not less than the oil water content threshold, the outlet of the bypass valve is controlled to be closed and the bypass port is opened to introduce the engine oil discharged from the oil drain port into the heating container, and the heating container is controlled to heat the introduced engine oil to evaporate the water in the engine oil, and the boost pump is controlled to start to introduce the engine oil from which the water has evaporated into the first oil guide pipe.

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