Engine system and vehicle

Abstract

The utility model provides an engine system and a vehicle. According to one example of the present application, the engine system comprises: a fuel tank provided with a steam vent and a liquid outlet; the combustion device comprises a combustion chamber and a first pipeline, and the first pipeline is communicated with the steam vent and the combustion chamber; the engine assembly comprises an engine, a second pipeline and a liquid inlet pipeline, the engine is provided with an engine cylinder body, the liquid inlet pipeline is communicated with the liquid outlet and the engine cylinder body, and the second pipeline is communicated with the steam vent and the engine cylinder body. According to the scheme, the problem of fuel steam leakage can be solved.

Description

Technical Field

[0001] This application relates to the technical field of engines, and more particularly, to an engine system and a vehicle. Background Art

[0002] With the continuous advancement and implementation of the national dual-carbon strategy, the number of various new energy vehicle models such as hybrid electric vehicles, pure electric vehicles, hydrogen fuel cell vehicles, and alcohol-hydrogen electric vehicles in the market has been increasing.

[0003] Compared with traditional electric vehicle models, alcohol-hydrogen electric vehicles have higher energy density and faster refueling speed. In addition, alcohol-hydrogen fuel is safer and more convenient for storage and transportation compared to pure hydrogen.

[0004] However, when an alcohol-hydrogen electric vehicle is excited by a bumpy road surface during driving, the methanol in the methanol tank will become unstable due to violent shaking, prompting more methanol to evaporate into methanol vapor. Excessive methanol vapor leads to a relatively high pressure in the methanol tank, resulting in the leakage of methanol vapor from the methanol tank and polluting the environment. Summary of the Invention

[0005] This application provides an engine system and a vehicle that can improve the problem of fuel vapor leakage.

[0006] In a first aspect, this application provides an engine system, including:

[0007] A fuel tank provided with a vapor vent;

[0008] A combustion device including a combustion chamber and a first pipeline, the first pipeline connecting the vapor vent and the combustion chamber; and

[0009] An engine assembly including an engine and a second pipeline, the engine having an engine block, the second pipeline connecting the vapor vent and the engine block.

[0010] Optionally, the combustion device further includes a first air control device, the first air control device being respectively connected to the vapor vent and the first pipeline, the first air control device being configured to generate a first negative pressure in the first pipeline.

[0011] Optionally, the engine assembly further includes a second air control device, the second air control device being respectively connected to the vapor vent and the second pipeline, the second air control device being configured to generate a second negative pressure in the second pipeline;

[0012] wherein, the engine includes a full-load condition and a non-full-load condition. When in the full-load condition, the second negative pressure is greater than the first negative pressure; when in the non-full-load condition, the second negative pressure is less than the first negative pressure.

[0013] Optionally, when in the full load condition, the ratio of the second negative pressure to the first negative pressure is 3 to 10; and / or

[0014] When in the full load condition, the ratio of the first negative pressure to the second negative pressure is 3 to 10.

[0015] Optionally, the engine assembly further includes a supercharger which has a gas inlet and a gas outlet. The gas outlet is communicated with the engine cylinder block. The second pipeline further includes a second main pipeline and a second secondary pipeline. The second main pipeline is respectively communicated with the second pneumatic control device and the gas inlet, and the second secondary pipeline is respectively communicated with the second pneumatic control device and the engine cylinder block;

[0016] Wherein, the supercharger has a working state and a non - working state. When the supercharger is in the working state, the second main pipeline is conducted and the second secondary pipeline is closed; when the supercharger is in the non - working state, the second secondary pipeline is conducted and the second main pipeline is closed.

[0017] Optionally, at least one of the first pneumatic control device and the second pneumatic control device is a vacuum pump.

[0018] Optionally, the combustion device further includes a warm air blower which has the combustion chamber.

[0019] Optionally, the combustion chamber has a warm air outlet; wherein:

[0020] The warm air outlet is used to be communicated with the passenger compartment air supply pipeline of the vehicle; and / or

[0021] The engine assembly further includes an air pipeline. One end of the air pipeline is communicated with the outside, and the other end is communicated with the engine cylinder block. The warm air outlet is communicated with the air pipeline.

[0022] Optionally, it further includes a carbon canister which is communicated with the vapor vent, and is also respectively communicated with the first pipeline and the second pipeline.

[0023] In a second aspect, the present application provides a vehicle, including: the engine system according to any one of the above.

[0024] The engine system and the vehicle provided by the present application have at least the following advantages:

[0025] The vapor generated by the fuel tank can be discharged from the vapor vent, enter the combustion chamber through the first pipeline for combustion, and enter the engine cylinder block through the second pipeline for combustion. This can prevent the vapor from accumulating in the fuel tank, reduce the pressure in the fuel tank, thereby minimizing the leakage of vapor from the fuel tank, which is beneficial to environmental protection. Description of the Drawings

[0026] Figure 1 is a schematic diagram of the overall structure of the engine system shown in an embodiment;

[0027] Figure 2 is a schematic diagram of the structure of the engine system shown in an embodiment after removing the engine components;

[0028] Figure 3 is a block diagram of the structure of the engine system shown in an embodiment;

[0029] Figure 4 is a block diagram of the structure of the engine during cold start shown in an embodiment;

[0030] Figure 5 is a block diagram of the structure of the engine system including an air control device shown in an embodiment;

[0031] Figure 6 is a block diagram of the structure of the engine system with the supercharger in the working state shown in an embodiment;

[0032] Figure 7 is a block diagram of the structure of the engine system with the supercharger in the non - working state shown in an embodiment.

[0033] Explanation of reference numerals: 100, engine system; 10, fuel tank; 11, vapor vent; 20, combustion device; 21, combustion chamber; 22, first pipeline; 23, first air control device; 24, heater; 30, engine components; 31, engine; 311, engine block; 32, second pipeline; 321, second main pipeline; 322, second secondary pipeline; 33, second air control device; 34, supercharger; 40, carbon canister; 51, three - way valve; 52, first check valve; 53, second check valve; 54, third check valve. Detailed implementation manners

[0034] This application provides an engine system 100 and a vehicle, which can improve the problem of unstable operation of the engine 31 caused by excessive fuel vapor in the fuel tank 10. The technical solutions in the embodiments (or "implementation manners") of this application will be clearly and completely described below in conjunction with the accompanying drawings. Without conflict, the features in the following embodiments and implementation manners can be combined with each other. When the following description involves the accompanying drawings, unless otherwise indicated, the same numerals in different drawings represent the same or similar elements.

[0035] Please refer to Figure 1 、 Figure 2 and Figure 3。The embodiments of the present application provide an engine system 100, which is applied to a vehicle. The engine system 100 includes a fuel tank 10, a combustion device 20, and an engine assembly 30. Among them, alcohol-hydrogen fuels such as methanol and gasoline fuels can be filled in the fuel tank 10. The fuel tank 10 is provided with a vapor vent 11 and a liquid outlet (not shown). The combustion device 20 includes a combustion chamber 21 and a first pipeline 22. The first pipeline 22 communicates the vapor vent 11 and the combustion chamber 21, and fuel vapor can flow into the combustion chamber 21 through the first pipeline 22. The engine assembly 30 includes an engine 31, a second pipeline 32, and a liquid inlet pipeline. The engine 31 has an engine block 311. The liquid inlet pipeline connects the liquid outlet and the engine block 311. The fuel vapor in the fuel tank 10 can be transported to the engine block 311 through the liquid inlet pipeline to provide fuel for the engine block 311; the second pipeline 32 communicates the vapor vent 11 and the engine block 311, and vapor can flow into the engine block 311 through the second pipeline 32.

[0036] As can be seen from the above description, the vapor generated by fuels such as methanol can be discharged from the vapor vent 11, enter the combustion chamber 21 through the first pipeline 22 for combustion, and enter the engine block 311 through the second pipeline 32 for combustion. This can prevent the vapor from accumulating in the fuel tank 10, reduce the pressure in the fuel tank 10, and thus minimize the leakage of vapor from the fuel tank 10, which is beneficial to environmental protection. Moreover, discharging the vapor from the fuel tank 10 can minimize the impact of a large amount of vapor on the accuracy of the fuel volume in the fuel tank 10 and also prevent the vapor from affecting the input of fuel in the liquid inlet pipeline. At the same time, at least part of the vapor can be used as fuel to enter the engine block 311 for combustion, which can additionally provide fuel for the engine 31.

[0037] It should be noted that the above combustion device 20 can be a separately provided warm air blower 24 or a fuel heater (boiler) of the vehicle, but it is not limited thereto.

[0038] In one embodiment, the combustion device 20 includes a warm air blower 24, and the warm air blower 24 has the above-mentioned combustion chamber 21. The combustion chamber 21 has a warm air outlet; wherein, the warm air outlet is used to communicate with the passenger cabin air supply pipeline of the vehicle to assist the air conditioning system of the vehicle in heating the passenger cabin. But it is not limited thereto.

[0039] In another embodiment, please refer to Figure 4 , the engine 31 also has a cold start state. In the cold start state, the warm air outlet communicates with the engine block 311. Preheating the engine 31 is particularly important for starting the engine 31 in a cold environment because low temperature may affect the start and performance of the engine 31. The solution in this embodiment can use the warm air generated by the combustion chamber 21 to preheat the engine 31 so that the engine block 311 can reach a suitable working temperature faster.

[0040] In one embodiment, the engine system 100 further includes a carbon canister 40 which is connected to the vapor vent 11 and is also respectively connected to a first pipeline 22 and a second pipeline 32. When the engine 31 stops running (the vehicle stops), the carbon canister 40 can adsorb and store the vapor in the fuel tank 10. After the engine 31 starts working, the carbon canister 40 can deliver the stored vapor into the first pipeline 22 and the second pipeline 32 respectively.

[0041] Wherein, the carbon canister 40 can be respectively connected to the first pipeline 22 and the second pipeline 32 through a three-way valve 51. However, this is not limited thereto.

[0042] Please refer to Figure 5 , in one embodiment, the combustion device 20 further includes a first air control device 23 which is respectively connected to the vapor vent 11 and the first pipeline 22. The first air control device 23 is used to generate a first negative pressure in the first pipeline 22, so that the relative vacuum degree in the first pipeline 22 is greater than the relative vacuum degree in the second pipeline 32.

[0043] After being arranged like this, most of the vapor can enter the combustion chamber 21 through the first pipeline 22 for combustion, and a smaller part of the vapor enters the engine cylinder block 311 through the second pipeline 32. It is easy to understand that when the engine cylinder block 311 inhales too much vapor, the excessive vapor may cause incomplete combustion of the air-fuel mixture, and thus it is easy to cause carbon deposition and knocking in the engine cylinder block 311. Therefore, the solution provided in this embodiment can enable most of the vapor to enter the combustion chamber 21 for combustion, and a small amount of vapor enters the engine cylinder block 311 to provide additional fuel.

[0044] Wherein, the first air control device 23 can be a vacuum pump, an air extraction pump, a fan, etc. In a preferred embodiment, the first air control device 23 selects a vacuum pump, and the vacuum pump can extract the gas in the first pipeline 22 to generate the above-mentioned first negative pressure in the first pipeline 22. In addition, for the specific structure and principle of the vacuum pump, reference can be made to the reference books in the relevant field, and this application will not elaborate on it.

[0045] In one embodiment, the engine assembly 30 further includes a second air control device 33 which is connected to the second pipeline 32 and is used to generate a second negative pressure in the second pipeline 32; wherein, the engine 31 has a full load condition and a non-full load condition. When in the full load condition, the second negative pressure is greater than the first negative pressure; when in the non-full load condition, the second negative pressure is less than the first negative pressure. In this way, when the engine 31 is working under full load, most of the vapor can enter the engine cylinder block 311 through the second pipeline 32 for combustion, improving the power output of the engine cylinder block 311. When in the non-full load condition, it is ensured that most of the vapor can enter the combustion chamber 21, avoiding carbon deposition and knocking in the engine cylinder block 311.

[0046] It should be noted that the full load condition means that both the intake air volume and the fuel supply volume of the engine 31 reach the maximum value, and the non-full load operation means that both the intake air volume and the fuel supply volume of the engine 31 are less than the maximum value, but it is not limited thereto. In some other embodiments, the full load operation means that the intake air volume of the engine 31 exceeds the intake air volume threshold, and the fuel supply volume also exceeds the fuel supply threshold. The intake air volume threshold can be 80% to 100% of the maximum intake air volume. For example, the intake air volume threshold can be 0.8 times, 0.9 times, 1 time, etc. of the maximum intake air volume. The fuel supply threshold can be 80% to 100% of the maximum fuel supply volume. For example, the fuel supply threshold can be 0.8 times, 0.9 times, 1 time, etc. of the maximum fuel supply volume. The second air control device 33 can be a vacuum pump, an air extraction pump, a fan, etc. In a preferred embodiment, the second air control device 33 is selected as a vacuum pump.

[0047] In addition, the above-mentioned negative pressure refers to the relative vacuum degree, that is, the difference in pressure relative to the atmospheric pressure. Exemplarily, the pressure at the first air control device 23 of the first pipeline is P1, and the atmospheric pressure is P0, then the first negative pressure is P0 minus P1. The pressure at the second air control device 33 of the second pipeline 32 is P2, then the second negative pressure is P0 minus P2. The above is only used to illustrate the negative pressure for the understanding of those skilled in the art and does not limit the present application.

[0048] In one embodiment, in the full load condition, the ratio of the second negative pressure to the first negative pressure is 7 to 10. Exemplarily, the ratio of the second negative pressure to the first negative pressure can be any one of 7, 8, 9, 10, but it is not limited thereto. In the non-full load condition, the ratio of the first negative pressure to the second negative pressure is 7 to 10. Exemplarily, the ratio of the first negative pressure to the second negative pressure can be any one of 7, 8, 9, 10, but it is not limited thereto.

[0049] In this way, in the non-full load condition, the engine 31 operates under a lower load or a partial load state. At this time, the ratio of the first negative pressure to the second negative pressure will be between 7 and 10, that is to say, the first negative pressure is much greater than the second negative pressure. This can ensure that more steam or gas enters the combustion chamber 21. In the full load condition, the engine 31 needs to provide the maximum output power. At this time, the ratio of the second negative pressure to the first negative pressure is between 7 and 10. This means that in this case, the second negative pressure is much greater than the first negative pressure, so that more steam can enter the engine cylinder block 311, providing more fuel for the engine 31 and improving the combustion efficiency and power output.

[0050] In a specific embodiment, the first pneumatic control device 23 can receive an instruction from the vehicle's vehicle controller to adjust the magnitude of the first negative pressure. At the same time, the second pneumatic control device 33 can receive an instruction from the vehicle's vehicle controller to adjust the magnitude of the second negative pressure, thereby achieving a change in the ratio of the first negative pressure to the second negative pressure.

[0051] Specifically, the first pneumatic control device 23 can be a first vacuum pump. The first vacuum pump includes a first controller and a first pump body. The second pneumatic control device 33 can be a second vacuum pump. The second vacuum pump includes a second controller and a second pump body. The vehicle controller can obtain the operating condition of the engine 31 and send a first adjustment signal and a second adjustment signal to the first controller and the second controller respectively according to the operating condition of the engine 31. The first controller controls the output power of the first pump body according to the first adjustment signal, thereby adjusting the magnitude of the first negative pressure. The second controller controls the output power of the second pump body according to the second adjustment signal, thereby adjusting the magnitude of the second negative pressure. Exemplarily, when the vehicle controller obtains that the current operating condition of the engine 31 is a full load condition, it sends a first signal to reduce and a second signal to increase to the first controller and the second controller respectively. The first controller reduces the output power of the first pump body according to the first signal to reduce, thereby reducing the first negative pressure. The second controller increases the output power of the second pump body according to the second signal to increase, thereby increasing the second negative pressure, so that the second negative pressure is greater than the first negative pressure, or the ratio of the second negative pressure to the first negative pressure is between 7 and 10.

[0052] In one embodiment, pressure sensors communicatively connected to the vehicle controller can be provided at the first pneumatic control device 23 of the first pipeline 22 and at the second pneumatic control device 33 of the second pipeline 32, so as to facilitate the vehicle controller to obtain the pressures in the first pipeline 22 and the second pipeline 32, thereby controlling the first pneumatic control device 23 and the second pneumatic control device 33 to adjust the first negative pressure and the second negative pressure. However, it is not limited thereto.

[0053] Please refer to Figure 6 and Figure 7 In one embodiment, the engine assembly 30 further includes a supercharger 34. The supercharger 34 has a gas inlet and a gas outlet. The gas outlet is communicated with the engine cylinder block 311, and the gas inlet is communicated with the outside. Connecting the gas inlet to the outside allows external air to enter the supercharger 34. The gas outlet is connected to the engine cylinder block 311. The connection method includes but is not limited to through an intake manifold or directly connected to the engine cylinder block 311. When the supercharger 34 operates, it sends the compressed air into the engine cylinder block 311, providing a higher gas pressure. This helps to improve the combustion efficiency and output power of the engine 31.

[0054] The second pipeline 32 includes a second main pipeline 321 and a secondary pipeline 322. The second main pipeline 321 is connected to the steam vent 11 and the gas inlet respectively, and the secondary pipeline 322 is connected to the steam vent 11 and the engine cylinder 311 respectively; wherein the supercharger 34 has a working state and a non-working state. When the supercharger 34 is in the working state, the second main pipeline 321 is connected and the secondary pipeline 322 is closed; when the supercharger 34 is in the non-working state, the secondary pipeline 322 is connected and the second main pipeline 321 is closed.

[0055] It is easy to understand that when the supercharger 34 is working, the supercharger 34 delivers compressed gas to the engine cylinder 311, and the pressure in the engine cylinder 311 increases. At this time, it is difficult for steam to be directly delivered to the engine cylinder 311 through the secondary pipeline 322. Therefore, in this solution, when the supercharger 34 is in the working state, the secondary pipeline 322 is closed, and the second main pipeline 321 is connected. At this time, steam can flow into the supercharger 34 through the second main pipeline 321, and then flow into the engine cylinder 311, which can make it easier to deliver steam to the engine cylinder 311. When the supercharger 34 is not in the working state, the second main pipeline 321 is closed, and the secondary pipeline 322 is connected, and steam can flow directly into the engine cylinder 311 through the secondary pipeline 322.

[0056] In a specific embodiment, a first one-way valve 52 may be provided in the second main pipeline 321, and the conducting direction of the first one-way valve 52 is from the steam outlet 11 to the engine cylinder 311, and the first one-way valve 52 can realize the closure and conduction of the second main pipeline 321. A second one-way valve 53 may be provided in the secondary pipeline 322, and the conducting direction of the second one-way valve 53 is from the steam outlet 11 to the gas inlet of the supercharger 34, and the second one-way valve 53 can realize the closure and conduction of the secondary pipeline 322. Among them, the first one-way valve 52 and the second one-way valve 53 can both be solenoid valves to facilitate the control of the vehicle controller, but are not limited to this. The first pipeline 22 may be provided with a third one-way valve 54, and the conducting direction of the third one-way valve 54 is from the steam outlet 11 to the combustion chamber 21 to prevent the warm air in the combustion chamber 21 from flowing back.

[0057] The supercharger 34 may include an air filter device 35, a compressor and a cooling system. The air filter device 35 has a filter tube 351 connected to the outside for filtering air. The compressor is connected to the air filter device 35 through a connecting pipe 36. The compressor has the above-mentioned gas inlet and gas outlet, and the cooling system is used to cool the high-temperature gas compressed by the compressor and transport it to the engine cylinder 311. Among them, the air filter device 35, the compressor and the cooling system can all refer to the relevant technology in this field, and this embodiment will not be repeated.

[0058] The embodiment of the present application further provides a vehicle, including the engine system 100 described in any of the above embodiments. The above are only the preferred embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present application shall be included within the scope of protection of the present application.

Claims

1. An engine system, characterized in that: include: A fuel tank (10) is provided with a steam vent (11) and a liquid outlet; A combustion device (20), comprising a combustion chamber (21) and a first pipeline (22), wherein the first pipeline (22) communicates with the steam vent (11) and the combustion chamber (21); and An engine assembly (30) comprises an engine (31), a second pipeline (32) and a liquid inlet pipeline, wherein the engine (31) has an engine cylinder (311), the liquid inlet pipeline is connected to the liquid outlet and the engine cylinder, and the second pipeline (32) is connected to the steam vent (11) and the engine cylinder (311).

2. The engine system according to claim 1, characterized in that: The combustion device further comprises a first gas control device (23), the first gas control device (23) being in communication with the first pipeline (22), the first gas control device (23) being used to generate a first negative pressure in the first pipeline (22), so that a relative vacuum degree in the first pipeline (22) is greater than a relative vacuum degree in the second pipeline (32).

3. The engine system according to claim 2, characterized in that: The engine assembly further comprises a second air control device (33), the second air control device (33) being in communication with the second pipeline (32) and being used for generating a second negative pressure in the second pipeline (32); The engine (31) has a full-load operating condition and a non-full-load operating condition. In the full-load operating condition, the second negative pressure is greater than the first negative pressure; in the non-full-load operating condition, the second negative pressure is less than the first negative pressure.

4. The engine system according to claim 3, characterized in that: In the full load condition, the ratio of the second negative pressure to the first negative pressure is 7 to 10; and / or In the non-full load condition, the ratio of the first negative pressure to the second negative pressure is 7 to 10.

5. The engine system according to claim 3, characterized in that: The engine assembly (30) further comprises a supercharger (34), the supercharger having a gas inlet and a gas outlet, the gas outlet being in communication with the engine cylinder (311), and the gas inlet being in communication with the outside; the second pipeline (32) further comprises a second main pipeline (321) and a secondary pipeline (322), the second main pipeline (321) being in communication with the steam vent (11) and the gas inlet, respectively, and the secondary pipeline being in communication with the steam vent and the engine cylinder; The supercharger has a working state and a non-working state. When the supercharger is in the working state, the second main pipeline is connected and the secondary pipeline is closed; when the supercharger is in the non-working state, the secondary pipeline is connected and the second main pipeline is closed.

6. The engine system according to any one of claims 3 to 5, characterized in that: At least one of the first gas control device and the second gas control device is a vacuum pump.

7. The engine system according to any one of claims 1 to 5, characterized in that: The combustion device further includes a heater having the combustion chamber.

8. The engine system according to claim 7, characterized in that: The combustion chamber has a warm air outlet; wherein: The warm air outlet is used to communicate with the vehicle's cabin air supply pipeline; and / or The engine also has a cold start state, and in the cold start state, the warm air outlet is communicated with the engine cylinder block.

9. The engine system according to any one of claims 1 to 5 and 8, characterized in that: A carbon canister is also included, and the carbon canister is in communication with the steam vent and is also in communication with the first pipeline and the second pipeline respectively.

10. A vehicle, characterized in that: include: An engine system as claimed in any one of claims 1 to 9.

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