Ventilation system of engine, control method of ventilation system of engine, and vehicle

Abstract

The application discloses a ventilation system of an engine, a control method of the ventilation system of the engine and a vehicle. A pressure sensor is arranged in a crankcase; a fan and a first hydrogen concentration sensor are arranged in a first branch; a suction accessory is arranged in a second branch and is used for adsorbing hydrogen; one end of the first branch is adapted to be connected with the crankcase; the other end of the first branch is connected with the second branch and a third branch; the first branch selectively communicates with the second branch or the third branch; the second branch and the third branch are in parallel and are adapted to be connected with an intake manifold. Thus, when the pressure in the crankcase is too large, the gas in the crankcase can be extracted through the fan, the first branch can be communicated with the second branch to reduce the hydrogen concentration of the gas through the suction accessory, so that the probability of explosion, combustion and other risks due to too much hydrogen in the crankcase can be reduced, the use safety of the engine is improved, and the extracted gas can flow back to the intake manifold, so that environmental pollution is avoided.

Description

Technical Field

[0001] The present invention relates to the field of vehicles, and in particular to a ventilation system of an engine, a control method of the ventilation system of an engine, and a vehicle. Background Art

[0002] Among related technologies, the application of hydrogen internal combustion engines has received widespread attention, but the crankcase ventilation problem of hydrogen internal combustion engines has been difficult to solve. Specifically, due to the small molecular mass of hydrogen, a large amount of hydrogen will enter the crankcase during use, posing risks such as explosion and combustion, which seriously affects the safety of hydrogen internal combustion engines. Moreover, if an open crankcase ventilation system is used, the gas inside the crankcase is directly discharged into the atmosphere, which will cause environmental pollution. Therefore, there is an urgent need for a reasonable and reliable ventilation system to solve the crankcase ventilation problem. Summary of the Invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide an engine ventilation system that reduces the risk of explosion and combustion caused by excessive hydrogen in the crankcase, thereby improving engine safety and preventing environmental pollution.

[0004] The present invention further proposes a method for controlling a ventilation system of an engine.

[0005] The present invention further provides a vehicle.

[0006] According to the present invention, the ventilation system of the engine includes: a pressure sensor, which is suitable for being arranged in the crankcase of the engine; a blower, a first hydrogen concentration sensor, and a first branch, wherein the blower and the first hydrogen concentration sensor are both arranged in the first branch; a second branch, a third branch, and an adsorbent, wherein the adsorbent is arranged in the second branch and is used to adsorb hydrogen, one end of the first branch is suitable for being connected to the crankcase, and the other end of the first branch is connected to both the second branch and the third branch, the first branch is selectively connected to the second branch or the third branch, the second branch and the third branch are connected in parallel and are both suitable for being connected to the intake manifold of the engine; a controller, wherein the controller is configured to control the blower according to feedback information from the pressure sensor, and the controller is configured to control the first branch to be connected to the second branch or the third branch according to feedback information from the first hydrogen concentration sensor.

[0007] According to the ventilation system of the engine of the present invention, when the pressure in the crankcase is too high, the gas in the crankcase can be extracted by the blower, and the first branch can be connected to the second branch to reduce the hydrogen concentration of the gas through the adsorption element, thereby reducing the probability of risks such as explosion and combustion due to excessive hydrogen in the crankcase, which is beneficial to improving the safety of engine use. Moreover, the extracted gas can flow back to the intake manifold and will not cause environmental pollution.

[0008] In some examples of the present invention, the ventilation system of the engine further includes: a second hydrogen concentration sensor, which is provided in the second branch and downstream of the adsorption element, and the second hydrogen concentration sensor is connected to a controller.

[0009] In some examples of the present invention, the ventilation system of the engine also includes: a fourth branch and a fifth branch, one end of the fourth branch is connected to both the second branch and the third branch, and the other end of the fourth branch is suitable for connection to the intake manifold; one end of the fifth branch is connected to both the second branch and the third branch, and the other end of the fifth branch is suitable for connection to the intake end of the turbocharger of the engine.

[0010] In some examples of the present invention, the ventilation system of the engine further includes: a turbocharger bypass end, the turbocharger bypass end is arranged in the first branch, and the turbocharger bypass end is suitable for transmission connection with the turbocharger intake end of the engine.

[0011] In some examples of the present invention, the ventilation system of the engine further includes: a dehumidifier, which is provided in the first branch and downstream of the fan.

[0012] In some examples of the present invention, the adsorption member includes an adsorption body and a filter screen, the adsorption body defines a receiving space, and the filter screen is detachably disposed in the receiving space.

[0013] According to the control method of the ventilation system of an engine of the present invention, the ventilation system is the ventilation system of the above-mentioned engine, and the control method includes: obtaining the pressure in the crankcase; if the pressure in the crankcase is greater than a first preset value, controlling the blower to operate so as to introduce the gas in the crankcase into the first branch; obtaining the hydrogen concentration of the gas in the first branch; if the hydrogen concentration of the gas in the first branch is greater than a second preset value, controlling the first branch to be connected to the second branch; if the hydrogen concentration of the gas in the first branch is less than or equal to the second preset value, controlling the first branch to be connected to the third branch.

[0014] According to the control method of the ventilation system of the engine of the present invention, when the pressure in the crankcase is too high, the gas in the crankcase can be extracted by the blower, and the first branch can be connected to the second branch to reduce the hydrogen concentration of the gas through the adsorption element, thereby reducing the probability of risks such as explosion and combustion due to excessive hydrogen in the crankcase, which is beneficial to improving the safety of engine use. Moreover, the extracted gas can flow back to the intake manifold and will not cause environmental pollution.

[0015] In some examples of the present invention, the control method of the engine ventilation system further includes: if the first branch is controlled to be connected to the second branch, the hydrogen concentration of the gas downstream of the adsorption element is obtained, and if the hydrogen concentration of the gas downstream of the adsorption element is greater than a third preset value, a prompt message is issued.

[0016] In some examples of the present invention, the control method of the ventilation system of the engine further includes: obtaining the operating condition of the engine; if the operating condition of the engine is in a first operating condition, controlling the turbocharger to operate so that the gas in the second branch or the third branch flows into the turbocharger intake end of the engine; if the operating condition of the engine is in a second operating condition, controlling the turbocharger not to operate so that the gas in the second branch or the third branch flows directly into the intake manifold.

[0017] A vehicle according to the present invention includes the above-mentioned engine ventilation system.

[0018] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments with reference to the accompanying drawings, in which:

[0020] Figure 1 is a schematic diagram of the architecture of a ventilation system according to an embodiment of the present invention;

[0021] Figure 2 is a schematic diagram of an adsorption element according to an embodiment of the present invention;

[0022] Figure 3 is a flow chart of a method for controlling a ventilation system of an engine according to an embodiment of the present invention;

[0023] Figure 4 It is a flowchart of a specific embodiment of the method for controlling the ventilation system of an engine according to an embodiment of the present invention.

[0024] Reference numerals:

[0025] Ventilation system 100; intake manifold 202; turbocharger intake end 203; turbocharger exhaust end 204; intercooler 205; throttle body 206; air filter 207;

[0026] Pressure sensor 10; fan 20; first hydrogen concentration sensor 30;

[0027] First branch 41; second branch 42; third branch 43; fourth branch 44; fifth branch 45;

[0028] Adsorption element 50; adsorption body 51; second hydrogen concentration sensor 60; turbocharger bypass port 70; dehumidifier 80; one-way valve 90; electronically controlled valve 91. DETAILED DESCRIPTION

[0029] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0030] Reference below Figure 1-Figure 3 A ventilation system 100 of an engine having a crankcase and an intake manifold 202 is described according to an embodiment of the present invention.

[0031] like Figure 1-Figure 2 As shown, the ventilation system 100 according to an embodiment of the present invention includes: a pressure sensor 10, a fan 20, a first hydrogen concentration sensor 30, a first branch 41, a second branch 42, a third branch 43, an adsorption element 50 and a controller.

[0032] The pressure sensor 10 is adapted to be located in the crankcase and is used to detect the pressure within the crankcase. The blower 20 and the first hydrogen concentration sensor 30 are both located in the first branch 41. The adsorbent 50 is located in the second branch 42 and is used to adsorb hydrogen. One end of the first branch 41 is adapted to be connected to the crankcase, and the other end of the first branch 41 is connected to both the second branch 42 and the third branch 43. In other words, the first branch 41 is connected between the crankcase and the second branch 42, and also between the crankcase and the third branch 43. The second branch 42 and the third branch 43 are arranged in parallel, and both the second branch 42 and the third branch 43 are adapted to be connected to the intake manifold 202.

[0033] The controller is configured to control the blower 20 according to feedback information from the pressure sensor 10 , and is configured to control the first branch 41 to communicate with the second branch 42 or the third branch 43 according to feedback information from the first hydrogen concentration sensor 30 .

[0034] As some embodiments of this application, Figure 1 As shown, the engine further includes: a turbocharger inlet end 203, a turbocharger exhaust end 204, an intercooler 205, a throttle body 206, and an air filter 207. The air filter 207, the turbocharger inlet end 203, the intercooler 205, the throttle body 206, and the intake manifold 202 are connected in sequence. The turbocharger exhaust end 204 is transmission-connected to the turbocharger inlet end 203. The gas discharged through the exhaust manifold can pass through the turbocharger exhaust end 204 to drive the turbocharger to work, so that the turbocharger inlet end 203 can compress the gas.

[0035] As some embodiments of the present application, the pressure sensor 10 is used to obtain the pressure in the crankcase, and the pressure sensor 10 can feed back the obtained pressure value in the crankcase to the controller. A first preset value is pre-set in the controller. If the pressure value in the crankcase fed back by the pressure sensor 10 is greater than the first preset value, the controller controls the fan 20 to operate to introduce the gas in the crankcase into the first branch 41 to reduce the gas pressure in the crankcase, thereby reducing the amount of hydrogen in the crankcase, and reducing the probability of risks such as explosion and combustion due to excessive hydrogen in the crankcase.

[0036] The first hydrogen concentration sensor 30 is used to obtain the hydrogen concentration of the gas in the first branch 41, and the first hydrogen concentration sensor 30 can feed back the obtained hydrogen concentration of the gas in the first branch 41 to the controller. A second preset value is pre-set in the controller. If the hydrogen concentration of the gas in the first branch 41 fed back by the first hydrogen concentration sensor 30 is greater than the second preset value, the first branch 41 is controlled to be connected to the second branch 42, so that hydrogen is adsorbed by the adsorption element 50 provided in the second branch 42. If the hydrogen concentration of the gas in the first branch 41 fed back by the first hydrogen concentration sensor 30 is less than or equal to the second preset value, the first branch 41 is controlled to be connected to the third branch 43. It can be understood that if the hydrogen concentration of the gas in the first branch 41 fed back by the first hydrogen concentration sensor 30 is less than or equal to the second preset value, it means that the hydrogen concentration of the gas in the first branch 41 is not high. Therefore, the adsorption element 50 can be bypassed by connecting the first branch 41 to the third branch 43.

[0037] It can be understood that when the first branch 41 is connected to the second branch 42, the first branch 41 is disconnected from the third branch 43; when the first branch 41 is connected to the third branch 43, the first branch 41 is disconnected from the second branch 42.

[0038] As some embodiments of the present application, a multi-way valve can be set to achieve selective communication between the first branch 41 and the second branch 42 or the third branch 43. For example, the multi-way valve has a first interface, a second interface, and a third interface. The first interface is connected to the first branch 41, the second interface is connected to the second branch 42, and the third interface is connected to the third branch 43.

[0039] As some embodiments of the present application, control valves may be provided on the second branch 42 and the third branch 43 respectively to enable the first branch 41 to selectively communicate with the second branch 42 or the third branch 43 .

[0040] As some embodiments of this application, Figure 1 As shown, an electrically controlled valve 91 can be provided to enable the first branch 41 to be selectively connected to the second branch 42 or the third branch 43. For example, when the electrically controlled valve 91 is in a first state, the second branch 42 is disconnected and the third branch 43 is connected. When the electrically controlled valve 91 is in a second state, the second branch 42 is connected and the third branch 43 is disconnected.

[0041] After the gas in the first branch 41 flows into the second branch 42, it can flow back to the intake manifold 202 through the second branch 42 for re-burning. After the gas in the first branch 41 flows into the third branch 43, it can flow back to the intake manifold 202 through the third branch 43 for re-burning, which will not cause environmental pollution.

[0042] Therefore, when the pressure in the crankcase is too high, the gas in the crankcase can be extracted through the blower 20, and the first branch 41 can be connected to the second branch 42 to reduce the hydrogen concentration of the gas through the adsorption element 50, thereby reducing the probability of risks such as explosion and combustion due to excessive hydrogen in the crankcase, which is beneficial to improving the safety of engine use. Moreover, the extracted gas can flow back to the intake manifold 202 and will not cause environmental pollution.

[0043] In some embodiments of the present invention, Figure 1 As shown, the ventilation system 100 further includes a second hydrogen concentration sensor 60, which is disposed in the second branch 42 and downstream of the adsorbent 50. The second hydrogen concentration sensor 60 is used to obtain the hydrogen concentration of the gas after adsorption by the adsorbent 50. The second hydrogen concentration sensor 60 is connected to the controller and can feed back the obtained hydrogen concentration of the gas downstream of the adsorbent 50 to the controller.

[0044] As some embodiments of the present application, if the first branch 41 and the second branch 42 are communicated, the hydrogen concentration of the gas downstream of the adsorption member 50 is acquired by the second hydrogen concentration sensor 60 and fed back to the controller, and if the hydrogen concentration of the gas downstream of the adsorption member 50 fed back by the second hydrogen concentration sensor 60 is greater than the third preset value, a prompt information is sent.

[0045] It can be understood that if the hydrogen concentration of the gas downstream of the adsorption member 50 fed back by the second hydrogen concentration sensor 60 is greater than the third preset value, it indicates that the adsorption and filtration effect of the adsorption member 50 is reduced, and at this time, a prompt information can be sent to prompt the user to maintain. As some embodiments of the present application, the prompt information can be sent by, but not limited to, light, vibration, voice, mobile phone message, mobile phone APP and the like, for example, a warning light alarm can be performed through the vehicle instrument, or an alarm can be performed through the mobile phone APP. In this way, the user can be reminded in time when the adsorption and filtration effect of the adsorption member 50 is reduced, so as to facilitate the user to maintain in time, and it is beneficial to improve the reliability of the ventilation system 100 and the use safety of the engine.

[0046] In some embodiments of the present application, as shown in Figure 1 The ventilation system 100 further comprises a fourth branch 44 and a fifth branch 45, wherein one end of the fourth branch 44 is connected with the second branch 42 and the third branch 43, the other end of the fourth branch 44 is adapted to be connected with the intake manifold 202, one end of the fifth branch 45 is connected with the second branch 42 and the third branch 43, and the other end of the fifth branch 45 is adapted to be connected with the turbocharger intake end 203 of the engine.

[0047] Specifically, the gas flowing from the first branch 41 into the second branch 42 can flow into the fourth branch 44 or the fifth branch 45, and the gas flowing from the first branch 41 into the third branch 43 can flow into the fourth branch 44 or the fifth branch 45. The gas in the fourth branch 44 can directly flow into the intake manifold 202 for re-combustion without causing environmental pollution. The gas in the fifth branch 45 can flow into the turbocharger intake end 203 of the engine, and under the pressure of the turbocharger, flow through the intercooler 205 and the throttle body 206 in sequence, and then flow into the intake manifold 202 for re-combustion without causing environmental pollution. It should be noted that whether the gas flows into the fourth branch 44 or the fifth branch 45 depends on whether the turbocharger is operating. If the turbocharger is not operating, under negative pressure, the gas flows into the fourth branch 44 and directly into the intake manifold 202 from there. If the turbocharger is operating, the gas flows into the fifth branch 45 and flows sequentially through the turbocharger intake port 203, the intercooler 205, and the throttle body 206 before flowing into the intake manifold 202 for re-combustion. This arrangement reliably ensures the flow of gas into the intake manifold 202, reduces the probability of gas being unable to flow into the intake manifold 202 due to pressure fluctuations, and improves the rationality and reliability of the ventilation system 100.

[0048] In some embodiments of the present invention, Figure 1 As shown, the ventilation system 100 further includes a turbocharger bypass end 70 , which is provided at the first branch 41 and adapted to be drivingly connected to the turbocharger intake end 203 of the engine.

[0049] It should be noted that the turbocharger inlet 203, the turbocharger bypass 70, and the turbocharger exhaust 204 are all connected in a transmission manner. Gas discharged from the exhaust manifold can pass through the turbocharger exhaust 204 to drive the turbocharger, thereby enabling the turbocharger inlet 203 and the turbocharger bypass 70 to compress gas. If the turbocharger is not operating, the turbocharger bypass 70 is not operating. Under negative pressure, gas in the crankcase is drawn into the first branch 41. If the turbocharger is operating, the turbocharger bypass 70 directs gas in the crankcase into the first branch 41. This arrangement allows the turbocharger bypass 70 to work together with the fan 20 to direct gas in the crankcase into the first branch 41, thereby improving the reliability of the ventilation system 100.

[0050] As some embodiments of the present application, part of the fifth branch 45 is constructed as a curved pipe structure, which can facilitate the arrangement of the ventilation system 100.

[0051] As some embodiments of the present application, if the operating condition of the engine is in the first operating condition, the turbocharger is controlled to operate so that the gas in the second branch 42 or the third branch 43 flows into the turbocharger intake end 203 of the engine; if the operating condition of the engine is in the second operating condition, the turbocharger is controlled not to operate so that the gas in the second branch 42 or the third branch 43 flows directly into the intake manifold 202.

[0052] Specifically, the first operating condition can be a high-load operating condition, and the second operating condition can be a low-load operating condition. When it is identified that the operating condition of the engine is in the first operating condition, the turbocharger can be controlled to work. Specifically, the gas discharged from the exhaust manifold can be made to pass through the turbocharger exhaust end 204 to drive the turbocharger to work, so that the gas in the second branch 42 or the third branch 43 can flow into the fifth branch 45. When it is identified that the operating condition of the engine is in the second operating condition, the turbocharger can be controlled not to work. Specifically, the gas discharged from the exhaust manifold can be made not to pass through the turbocharger exhaust end 204, so that the gas in the second branch 42 or the third branch 43 can flow into the fourth branch 44. Therefore, no matter what operating condition the engine is in, the gas in the second branch 42 or the third branch 43 can flow into the intake manifold 202 for re-combustion, which will not cause environmental pollution.

[0053] In some embodiments of the present invention, Figure 1 As shown, the ventilation system 100 further includes a dehumidifier 80 , which is disposed in the first branch 41 and is located downstream of the fan 20 .

[0054] In some embodiments of the present application, the dehumidifier 80 can be configured as an electronic dehumidifier 80. The dehumidifier 80 can be connected to a controller that can be used to control the operation of the dehumidifier 80. In some embodiments of the present application, the controller can simultaneously control the operation of the dehumidifier 80 while controlling the operation of the blower 20. The dehumidifier 80 can dehumidify the gas entering it to reduce the water vapor content of the gas, thereby reducing corrosion and wear of the cylinder liner and piston, and reducing the probability of engine misfire, which is beneficial to improving the combustion stability of the engine.

[0055] In some embodiments of the present invention, Figure 2 As shown, the adsorption member 50 includes an adsorption body 51 and a filter. The adsorption body 51 defines a storage space, and the filter is detachably mounted within the storage space. By making the filter detachable within the storage space, when the adsorption and filtration performance of the adsorption member 50 decreases, the filter can be easily replaced, thereby reducing the difficulty of vehicle maintenance.

[0056] As some embodiments of the present application, the filter screen can be configured as a palladium-based metal filter screen, and the hydrogen in the gas can be adsorbed by the palladium-based filter screen to form a corresponding compound to be stored in the adsorption body 51. By configuring the filter screen as a palladium-based metal filter screen, the adsorption member 50 can have reliable filtering and adsorption capacity.

[0057] As some embodiments of the present application, the filter member 50 can be configured as a carbon nanotube.

[0058] As some embodiments of the present application, if the pressure inside the crankcase is lower than the fourth preset value, it means that the pressure inside the crankcase is too low, and fresh air can be supplemented to the crankcase through the cover side vent pipe. It should be explained that the first preset value is greater than the fourth preset value. When the pressure value in the crankcase is between the fourth pressure value and the first pressure value, the gas pressure in the crankcase is normal. If the pressure value in the crankcase is greater than the first preset value, the gas pressure in the crankcase is too high. If the pressure value inside the crankcase is lower than the fourth preset value, the gas pressure in the crankcase is too low.

[0059] As some embodiments of the present application, as shown in Figure 1 At least one of the first branch 41, the second branch 42, the third branch 43, the fourth branch 44, and the fifth branch 45 can be provided with a one-way valve 90 to reduce the probability of gas backflow.

[0060] Figure 3 For the flow chart of the control method of the ventilation system of the engine according to the embodiments of the present application, the ventilation system of the engine of the above embodiments can implement the control method of the ventilation system. The ventilation system comprises a pressure sensor, a fan, a first hydrogen concentration sensor, a first branch, a second branch, a third branch, an adsorption member, and a controller.

[0061] The pressure sensor is adapted to be arranged in the crankcase and is used to detect the pressure in the crankcase. The fan and the first hydrogen concentration sensor are arranged in the first branch, and the adsorption member is arranged in the second branch. The adsorption member is used to adsorb hydrogen. One end of the first branch is adapted to be connected with the crankcase, and the other end of the first branch is connected with the second branch and the third branch, that is, the first branch is connected between the crankcase and the second branch, and the first branch is connected between the crankcase and the third branch. The second branch and the third branch are connected in parallel, and the second branch and the third branch are adapted to be connected with the intake manifold.

[0062] The controller is configured to control the fan according to the feedback information of the pressure sensor, and the controller is configured to control the first branch to be in communication with the second branch or the third branch according to the feedback information of the first hydrogen concentration sensor.

[0063] As some embodiments of the present application, the ventilation system also includes: a turbocharger intake end, a turbocharger exhaust end, an intercooler, a throttle body, and an air filter. The air filter, the turbocharger intake end, the intercooler, the throttle body, and the intake manifold are connected in sequence. The turbocharger exhaust end is transmission-connected to the turbocharger intake end. The gas discharged through the exhaust manifold can pass through the turbocharger exhaust end to drive the turbocharger to work, so that the turbocharger intake end can compress the gas.

[0064] like Figure 3 As shown, the control method of the ventilation system includes the following steps:

[0065] S1, obtaining the pressure in the crankcase. The pressure sensor is used to obtain the pressure in the crankcase.

[0066] S2: If the crankcase pressure is greater than a first preset value, the blower is controlled to operate to direct the crankcase gas into the first branch. The pressure sensor can feed back the crankcase pressure value obtained to a controller, which is pre-set with the first preset value. If the crankcase pressure value fed back by the pressure sensor is greater than the first preset value, the controller controls the blower to operate to direct the crankcase gas into the first branch to reduce the crankcase gas pressure, thereby reducing the amount of hydrogen in the crankcase and the probability of explosion, combustion, and other risks caused by excessive hydrogen in the crankcase.

[0067] S3, obtaining the hydrogen concentration of the gas in the first branch. The first hydrogen concentration sensor is used to obtain the hydrogen concentration of the gas in the first branch.

[0068] S4: If the hydrogen concentration of the gas in the first branch is greater than the second preset value, the first branch is controlled to be connected to the second branch; if the hydrogen concentration of the gas in the first branch is less than or equal to the second preset value, the first branch is controlled to be connected to the third branch. The first hydrogen concentration sensor can feed back the hydrogen concentration of the gas in the first branch to the controller, which is pre-set with a second preset value. If the hydrogen concentration of the gas in the first branch fed back by the first hydrogen concentration sensor is greater than the second preset value, the first branch is controlled to be connected to the second branch so that hydrogen is adsorbed by the adsorption element provided in the second branch. If the hydrogen concentration of the gas in the first branch fed back by the first hydrogen concentration sensor is less than or equal to the second preset value, the first branch is controlled to be connected to the third branch. It can be understood that if the hydrogen concentration of the gas in the first branch fed back by the first hydrogen concentration sensor is less than or equal to the second preset value, it means that the hydrogen concentration of the gas in the first branch is not high. Therefore, the adsorption element can be bypassed by connecting the first branch to the third branch.

[0069] It can be understood that when the first branch is connected to the second branch, the first branch is disconnected from the third branch, and when the first branch is connected to the third branch, the first branch is disconnected from the second branch.

[0070] As some embodiments of the present application, a multi-way valve can be set to achieve selective communication between the first branch and the second branch or the third branch. For example, the multi-way valve has a first interface, a second interface, and a third interface. The first interface is connected to the first branch, the second interface is connected to the second branch, and the third interface is connected to the third branch.

[0071] As some embodiments of the present application, control valves may be provided on the second branch and the third branch respectively to enable the first branch to be selectively connected to the second branch or the third branch.

[0072] As some embodiments of the present application, an electrically controlled valve can be set to achieve selective connection of the first branch with the second branch or the third branch. For example, when the electrically controlled valve is in the first state, the second branch is disconnected and the third branch is connected. When the electrically controlled valve is in the second state, the second branch is connected and the third branch is disconnected.

[0073] After the gas in the first branch flows into the second branch, it can flow back to the intake manifold through the second branch for re-burning. After the gas in the first branch flows into the third branch, it can flow back to the intake manifold through the third branch for re-burning, which will not cause environmental pollution.

[0074] Therefore, when the pressure in the crankcase is too high, the gas in the crankcase can be extracted by the blower, and the first branch can be connected to the second branch to reduce the hydrogen concentration of the gas through the adsorption element, thereby reducing the probability of risks such as explosion and combustion due to excessive hydrogen in the crankcase, which is beneficial to improving the safety of engine use. Moreover, the extracted gas can flow back to the intake manifold and will not cause environmental pollution.

[0075] In some embodiments of the present invention, the control method of the ventilation system also includes: if the first branch is controlled to be connected to the second branch, the hydrogen concentration of the gas downstream of the adsorption element is obtained, and if the hydrogen concentration of the gas downstream of the adsorption element is greater than a third preset value, a prompt message is issued.

[0076] The ventilation system further includes a second hydrogen concentration sensor disposed in the second branch and downstream of the adsorption element. The second hydrogen concentration sensor is configured to obtain the hydrogen concentration of the gas after adsorption by the adsorption element. The second hydrogen concentration sensor is connected to the controller and can feed the obtained hydrogen concentration of the gas downstream of the adsorption element back to the controller.

[0077] As some embodiments of the present application, if the first branch is controlled to be connected to the second branch, the hydrogen concentration of the gas downstream of the adsorption element is obtained through the second hydrogen concentration sensor and fed back to the controller. If the hydrogen concentration of the gas downstream of the adsorption element fed back by the second hydrogen concentration sensor is greater than a third preset value, a prompt message is issued.

[0078] It is understandable that if the hydrogen concentration of the gas downstream of the adsorption component fed back by the second hydrogen concentration sensor is greater than the third preset value, it means that the adsorption and filtration effect of the adsorption component has decreased. At this time, a prompt message can be issued to remind the user to perform maintenance. As some embodiments of the present application, prompt messages can be issued by means of, but not limited to, lights, vibrations, voice, mobile phone text messages, mobile phone APPs, etc. For example, a warning light alarm can be issued through the vehicle instrument, or an alarm can be issued through a mobile phone APP. In this way, the user can be reminded in time when the adsorption and filtration effect of the adsorption component has decreased, which is convenient for the user to perform maintenance in time, which is beneficial to improving the reliability of the ventilation system and the safety of the engine.

[0079] In some embodiments of the present invention, the method for controlling a ventilation system further includes:

[0080] The operating condition of the engine is obtained. If the operating condition of the engine is in the first operating condition, the turbocharger is controlled to operate so that the gas in the second branch or the third branch flows into the turbocharger intake end of the engine. If the operating condition of the engine is in the second operating condition, the turbocharger is controlled not to operate so that the gas in the second branch or the third branch flows directly into the intake manifold.

[0081] Among them, the ventilation system also includes: a fourth branch and a fifth branch, wherein one end of the fourth branch is connected to both the second branch and the third branch, and the other end of the fourth branch is suitable for connection to the intake manifold, and one end of the fifth branch is connected to both the second branch and the third branch, and the other end of the fifth branch is suitable for connection to the intake end of the engine's turbocharger.

[0082] Specifically, the gas flowing from the first branch into the second branch can flow into the fourth branch or the fifth branch, and the gas flowing from the first branch into the third branch can flow into the fourth branch or the fifth branch. The gas in the fourth branch can flow directly into the intake manifold for re-combustion without causing environmental pollution. The gas in the fifth branch can flow into the intake end of the engine's turbocharger, and under the pressure of the turbocharger, flow through the intercooler and the throttle body in sequence, and then flow into the intake manifold for re-combustion without causing environmental pollution. It should be noted that whether the gas flows into the fourth branch or the fifth branch depends on whether the turbocharger is operating. If the turbocharger is not operating, under negative pressure, the gas flows into the fourth branch and directly into the intake manifold from the fourth branch. If the turbocharger is operating, the gas flows into the fifth branch and flows through the turbocharger intake end, the intercooler, the throttle body in sequence, and then flows into the intake manifold for re-combustion. Such an arrangement can reliably allow gas to flow into the intake manifold, can reduce the probability of gas being unable to flow into the intake manifold due to changes in pressure state, and is conducive to improving the rationality and reliability of the ventilation system.

[0083] If the engine is in the first operating condition, the turbocharger is controlled to operate so that the gas in the second branch or the third branch flows into the turbocharger intake end of the engine. If the engine is in the second operating condition, the turbocharger is controlled not to operate so that the gas in the second branch or the third branch flows directly into the intake manifold.

[0084] Specifically, the first operating condition can be a high-load operating condition, and the second operating condition can be a low-load operating condition. When it is identified that the operating condition of the engine is in the first operating condition, the turbocharger can be controlled to operate. Specifically, the gas discharged from the exhaust manifold can be made to pass through the exhaust end of the turbocharger to drive the turbocharger to operate, so that the gas in the second branch or the third branch can flow into the fifth branch. When it is identified that the operating condition of the engine is in the second operating condition, the turbocharger can be controlled not to operate. Specifically, the gas discharged from the exhaust manifold can be made not to pass through the exhaust end of the turbocharger, so that the gas in the second branch or the third branch can flow into the fourth branch. Therefore, no matter what operating condition the engine is in, the gas in the second branch or the third branch can flow into the intake manifold for re-combustion, and will not cause environmental pollution.

[0085] Refer to the following Figure 4 A specific embodiment of the ventilation system control method of the present invention is introduced.

[0086] S01, obtaining the pressure in the crankcase.

[0087] S02: If the pressure in the crankcase is greater than a first preset value, the blower is controlled to operate so as to guide the gas in the crankcase into the first branch.

[0088] S03: If the internal pressure of the crankcase is lower than a fourth preset value, fresh air is added to the crankcase through the cover-side ventilation pipe.

[0089] S04, obtaining the hydrogen concentration of the gas in the first branch.

[0090] S05: If the hydrogen concentration of the gas in the first branch is greater than a second preset value, the first branch is controlled to be connected to the second branch.

[0091] S06: Obtain the hydrogen concentration of the gas downstream of the adsorption element.

[0092] S07: If the hydrogen concentration of the gas downstream of the adsorption element is greater than a third preset value, a prompt message is issued.

[0093] S08: If the hydrogen concentration of the gas in the first branch is less than or equal to a second preset value, the first branch is controlled to be connected to the third branch.

[0094] S09: Obtain the engine operating condition.

[0095] S10: If the operating condition of the engine is in the first operating condition, the turbocharger is controlled to operate so that the gas in the second branch or the third branch flows into the turbocharger intake end of the engine.

[0096] S11, if the engine operating condition is in the second operating condition, the turbocharger is controlled not to operate, so that the gas in the second branch or the third branch flows directly into the intake manifold.

[0097] According to an embodiment of the present invention, a vehicle includes a ventilation system of the engine of the above embodiment. When the pressure in the crankcase is too high, the gas in the crankcase can be extracted by a blower, and the first branch can be connected to the second branch to reduce the hydrogen concentration of the gas through an adsorption element, thereby reducing the probability of risks such as explosion and combustion due to excessive hydrogen in the crankcase, which is beneficial to improving the safety of engine use. Moreover, the extracted gas can flow back to the intake manifold and will not cause environmental pollution.

[0098] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0099] In the description of the present invention, "first feature" or "second feature" may include one or more of the features.

[0100] In the description of the present invention, "plurality" means two or more.

[0101] In the description of the present invention, a first feature being “on” or “under” a second feature may include the first and second features being in direct contact with each other, or the first and second features not being in direct contact with each other but being in contact with each other via another feature therebetween.

[0102] In the description of the present invention, “on”, “above” and “above” a first feature of a second feature include the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0103] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative uses of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0104] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A ventilation system for an engine, characterized in that: include: a pressure sensor, the pressure sensor being adapted to be disposed in a crankcase of the engine; A fan, a first hydrogen concentration sensor, and a first branch, wherein the fan and the first hydrogen concentration sensor are both arranged in the first branch; a second branch, a third branch, and an adsorption element, wherein the adsorption element is provided in the second branch and is used to adsorb hydrogen; one end of the first branch is adapted to be connected to the crankcase; the other end of the first branch is connected to both the second branch and the third branch; the first branch selectively communicates with the second branch or the third branch; the second branch and the third branch are connected in parallel and are adapted to be connected to the intake manifold of the engine; A controller is configured to control the blower according to feedback information from the pressure sensor, and the controller is configured to control the first branch to communicate with the second branch or the third branch according to feedback information from the first hydrogen concentration sensor.

2. The ventilation system of the engine according to claim 1, characterized in that: Also includes: A second hydrogen concentration sensor is provided in the second branch and downstream of the adsorption element, and the second hydrogen concentration sensor is connected to the controller.

3. The ventilation system of the engine according to claim 1, characterized in that: Also includes: a fourth branch and a fifth branch, wherein one end of the fourth branch is connected to both the second branch and the third branch, and the other end of the fourth branch is adapted to be connected to the intake manifold; One end of the fifth branch is connected to both the second branch and the third branch, and the other end of the fifth branch is suitable for being connected to the air intake end of the turbocharger of the engine.

4. The ventilation system of the engine according to claim 1, characterized in that: Also includes: A turbocharger bypass end is provided on the first branch, and the turbocharger bypass end is suitable for transmission connection with the turbocharger intake end of the engine.

5. The ventilation system of the engine according to claim 1, characterized in that: Also includes: A dehumidifier is provided in the first branch and downstream of the fan.

6. The ventilation system of the engine according to claim 1, characterized in that: The adsorption component includes an adsorption body and a filter screen. The adsorption body defines a receiving space, and the filter screen is detachably arranged in the receiving space.

7. A method for controlling a ventilation system of an engine, characterized in that: The ventilation system is a ventilation system of an engine according to any one of claims 1 to 6, and the control method includes: obtaining the pressure in the crankcase; If the pressure in the crankcase is greater than a first preset value, controlling the blower to operate so as to introduce the gas in the crankcase into the first branch; Obtaining the hydrogen concentration of the gas in the first branch; If the hydrogen concentration of the gas in the first branch is greater than a second preset value, the first branch is controlled to be connected to the second branch; if the hydrogen concentration of the gas in the first branch is less than or equal to the second preset value, the first branch is controlled to be connected to the third branch.

8. The method for controlling the ventilation system of an engine according to claim 7, characterized in that: Also includes: If the first branch is controlled to be connected to the second branch, the hydrogen concentration of the gas downstream of the adsorption element is obtained, and if the hydrogen concentration of the gas downstream of the adsorption element is greater than a third preset value, a prompt message is issued.

9. The method for controlling the ventilation system of an engine according to claim 7, characterized in that: Also includes: The operating condition of the engine is obtained. If the operating condition of the engine is in a first operating condition, the turbocharger is controlled to operate so that the gas in the second branch or the third branch flows into the turbocharger intake end of the engine. If the operating condition of the engine is in a second operating condition, the turbocharger is controlled not to operate so that the gas in the second branch or the third branch flows directly into the intake manifold.

10. A vehicle, characterized in that: A ventilation system comprising an engine according to any one of claims 1-6.

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