Method and device for controlling concentration of combustion gas in crankcase, vehicle, and storage medium

Abstract

The application discloses a method for controlling the concentration of combustion gas in a crankcase, a device for controlling the concentration of combustion gas in a crankcase, a vehicle and a computer storage medium, wherein the method for controlling the concentration of combustion gas in a crankcase is applied to a vehicle, and the method comprises the following steps: obtaining the current operating condition of an engine and the concentration of hydrogen in the crankcase; adjusting the rotating speed of a centrifugal oil-gas separator according to the operating condition; and when the concentration of hydrogen increases, performing a first step, wherein the first step comprises reducing the torque of the engine. The method for controlling the concentration of combustion gas in a crankcase can keep the volume concentration of hydrogen in the crankcase at a low level.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of fuel gas concentration control, and particularly relates to a method for controlling fuel gas concentration in a crankcase, a device for controlling fuel gas concentration in a crankcase, a vehicle and a computer storage medium. BACKGROUND

[0002] The part provided in this section is merely background information related to the present disclosure, and it does not necessarily have to be prior art.

[0003] Hydrogen has high diffusivity and permeability. After long-term operation of the engine, it is difficult to keep the volume concentration of hydrogen in the crankcase at a low level, thereby easily causing a safety risk.

[0004] Therefore, how to keep the volume concentration of hydrogen in the crankcase at a low level is an important research direction. SUMMARY

[0005] The purpose of the present application is to at least solve the problem of how to keep the volume concentration of hydrogen in the crankcase at a low level. The purpose is achieved by the following technical solutions:

[0006] A first aspect of the present application provides a method for controlling fuel gas concentration in a crankcase, applied to a vehicle, wherein the vehicle comprises an engine, a centrifugal oil-gas separator and a Venturi tube, the engine comprises a crankcase and a combustion chamber, the blow-by gas outlet of the combustion chamber is connected to the blow-by gas inlet of the crankcase, the gas outlet of the crankcase is connected to the gas inlet of the centrifugal oil-gas separator, the gas outlet of the centrifugal oil-gas separator is connected to the gas inlet of the combustion chamber, the Venturi tube comprises a gas inlet and a gas outlet, the gas outlet is connected to the crankcase, the gas inlet is adapted to pass into a positive pressure gas, and the method for controlling fuel gas concentration in the crankcase comprises: obtaining the current operating condition of the engine and the hydrogen concentration in the crankcase; adjusting the rotating speed of the centrifugal oil-gas separator according to the operating condition; when the hydrogen concentration increases, a first step is performed, wherein the first step comprises: reducing the torque of the engine.

[0007] The crankcase gas concentration control method of the embodiment of the present application is characterized in that: the gas outlet of the crankcase is connected with the gas inlet of the centrifugal oil-gas separator, and the gas outlet of the centrifugal oil-gas separator is connected with the gas inlet of the combustion chamber. Thus, the centrifugal oil-gas separator can extract the gas in the crankcase when it is working, so that the gas in the crankcase can be accelerated to leave the crankcase. The speed of the centrifugal oil-gas separator is adjusted according to the operating condition, so that the hydrogen concentration in the crankcase can be corrected, and the hydrogen concentration in the crankcase can be maintained at a low level. In addition, the speed of the centrifugal oil-gas separator is adjusted according to the operating condition, so that the oil-gas can be separated efficiently. When the concentration in the crankcase is further increased, the torque of the engine is reduced to reduce the amount of gas from the combustion chamber to the crankcase, so that the hydrogen concentration in the crankcase can be further reduced, and the hydrogen concentration in the crankcase can be maintained at a low level.

[0008] In some embodiments of the present application, the adjusting the speed of the centrifugal oil-gas separator according to the operating condition comprises:

[0009] sending an adjusting signal to the centrifugal oil-gas separator according to the operating condition and a preset table, wherein the preset table is preset, the preset table is used to represent the relationship between the operating condition and the speed of the centrifugal oil-gas separator, and the adjusting signal is used to instruct the centrifugal oil-gas separator to adjust the speed.

[0010] In response to receiving the adjusting signal, the centrifugal oil-gas separator adjusts the speed according to the adjusting signal.

[0011] In some embodiments of the present application, the first step further comprises: increasing the speed of the centrifugal oil-gas separator.

[0012] In some embodiments of the present application, when the hydrogen concentration is increased, the crankcase gas concentration control method further comprises:

[0013] When the speed of the centrifugal oil-gas separator is greater than or equal to a first threshold value, and the hydrogen concentration in the crankcase is increased, air is introduced into the crankcase through a Venturi tube.

[0014] In some embodiments of the present application, the crankcase gas concentration control method further comprises:

[0015] In response to a vehicle start signal, the real-time hydrogen concentration in the crankcase is obtained.

[0016] The real-time hydrogen concentration is compared with a second threshold value.

[0017] When the real-time hydrogen concentration is greater than or equal to the second threshold value, the centrifugal oil-gas separator is started.

[0018] In some embodiments of the present application, the method for controlling the concentration of combustion gas in the crankcase further comprises:

[0019] In response to the parking signal, obtaining a real-time hydrogen concentration in the crankcase;

[0020] Comparing the real-time hydrogen concentration with a third threshold value;

[0021] When the real-time hydrogen concentration is greater than or equal to the third threshold value, the centrifugal oil-gas separator is operated for a delay time.

[0022] In some embodiments of the present application, after the centrifugal oil-gas separator is operated for a delay time when the real-time hydrogen concentration is greater than or equal to the third threshold value, the method for controlling the concentration of combustion gas in the crankcase further comprises:

[0023] Comparing the real-time hydrogen concentration with a fourth threshold value;

[0024] When the real-time hydrogen concentration is less than the fourth threshold value, stopping the delay operation of the centrifugal oil-gas separator.

[0025] A second aspect of the present application provides a device for controlling the concentration of combustion gas in the crankcase, which is applied to a vehicle, the vehicle comprising an engine, a centrifugal oil-gas separator and a venturi, the engine comprising a crankcase and a combustion chamber, the blow-by gas outlet of the combustion chamber being connected to the blow-by gas inlet of the crankcase, the gas outlet of the crankcase being connected to the gas inlet of the centrifugal oil-gas separator, the gas outlet of the centrifugal oil-gas separator being connected to the gas inlet of the combustion chamber, the venturi comprising a gas inlet and a gas outlet, the gas outlet being connected to the crankcase, the gas inlet being adapted to be connected to a positive pressure gas, the device for controlling the concentration of combustion gas in the crankcase comprising:

[0026] An obtaining module for obtaining a current operating condition of the engine and a hydrogen concentration in the crankcase;

[0027] An adjusting module for adjusting the rotating speed of the centrifugal oil-gas separator according to the operating condition;

[0028] An executing module for executing a first step when the hydrogen concentration increases, wherein the first step comprises reducing the torque of the engine.

[0029] A third aspect of the present application provides a vehicle, the vehicle comprising an engine, a centrifugal oil-gas separator, a venturi, a memory and a processor, the engine comprising a crankcase and a combustion chamber, a blow-by gas outlet of the combustion chamber being connected to a blow-by gas inlet of the crankcase, a gas outlet of the crankcase being connected to a gas inlet of the centrifugal oil-gas separator, a gas outlet of the centrifugal oil-gas separator being connected to a gas inlet of the combustion chamber, the venturi comprising a gas inlet and a gas outlet, the gas outlet being connected to the crankcase, the gas inlet being adapted to be fed with a positive pressure gas, the memory storing a computer program, the processor being connected to the engine, the centrifugal oil-gas separator and the venturi, the processor implementing the steps of the crankcase gas concentration control method according to the first aspect when executing the computer program.

[0030] A fourth aspect of the present application provides a computer storage medium, the computer storage medium storing computer readable instructions, the computer readable instructions, when read by one or more processors, causing the one or more processors to implement the steps of the crankcase gas concentration control method according to the first aspect. BRIEF DESCRIPTION OF DRAWINGS

[0031] Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The accompanying drawings are included to provide a better understanding of the preferred embodiments, and are not to be considered limitations of the present application. Furthermore, in the accompanying drawings, like reference numerals refer to same components throughout the several views. In the drawings:

[0032] Figure 1 Flow chart of the crankcase gas concentration control method according to an embodiment of the present application;

[0033] Figure 2 Gas path schematic of the vehicle according to an embodiment of the present application;

[0034] Figure 3 Schematic of the vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0035] Example embodiments of the present disclosure will be described herein below with reference to the accompanying drawings. While example embodiments of the present disclosure are illustrated in the drawings, it is to be understood that the present disclosure can be embodied in various forms without being limited by the embodiments set forth herein. Rather, these embodiments are provided so that the present disclosure will be thorough and complete, and will fully convey the scope of the present disclosure to those skilled in the art.

[0036] It is to be understood that the terminology used herein is for the purpose of describing particular example embodiments only and is not intended to be limiting. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms "comprises", "comprising", "includes", "including" and "has" are inclusive and therefore specify the presence of stated features, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and / or groups thereof. The method steps, processes, and operations described herein are not to be construed as necessarily requiring their performance in the particular order in which they are described, unless specifically identified as an order dependent step. It is also to be understood that additional or alternative steps can be employed.

[0037] Although the terms first, second, third, etc. can be used herein to describe various elements, components, regions, layers and / or sections, these elements, components, regions, layers and / or sections should not be limited by these terms. These terms can be only used to distinguish one element, component, region, layer or section from another region, layer or section. Terms such as "first", "second", and other numerical terms when used herein do not imply a sequence or order unless clearly indicated by the context. Thus, a first element, component, region, layer or section discussed below could be termed a second element, component, region, layer or section without departing from the teachings of the example embodiments.

[0038] Spatially relative terms, such as "inner", "outer", "inward", "outward", "lower", "bottom", "top", "upper", and the like, can be used herein for ease of description to describe one element or feature's relationship to another element(s) or feature(s) as illustrated in the figures. Such spatially relative terms can encompass different orientations of the device in use or operation, depending on the particular context in which it is used. For example, if the device in the figures is turned over, elements described as "below" or "beneath" other elements or features would then be oriented "above" or "over" the other elements or features. Thus, the exemplary term "below" can encompass both an orientation of above and below. The device can be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

[0039] A hydrogen engine is an internal combustion engine that uses hydrogen as fuel. It generates power by burning hydrogen, and compared to traditional gasoline or diesel engines, its emissions are primarily water, resulting in a smaller environmental impact. Hydrogen engines feature high calorific value, low ignition energy requirement, and rapid flame propagation during combustion, theoretically leading to higher thermal efficiency and lower emissions.

[0040] However, hydrogen engines face some technical challenges in terms of durability. Due to the high diffusivity and permeability of hydrogen, after long-term operation, it is difficult to maintain a low volume concentration of hydrogen in the crankcase, which can easily lead to safety problems such as hydrogen leakage and explosion.

[0041] Therefore, maintaining a low volume concentration of hydrogen in the crankcase is an important research direction.

[0042] To at least address the problem of how to maintain a low volume concentration of hydrogen in the crankcase, embodiments of the present invention propose a method for controlling the combustion gas concentration in the crankcase, which enables the hydrogen volume concentration in the crankcase to be maintained at a low level.

[0043] The following is a brief introduction to the relevant terms:

[0044] Crankcase: The crankcase is a crucial part of the engine. Its main functions include supporting the crankshaft, storing and circulating engine oil, and providing crankcase ventilation. In other words, the crankcase not only supports the crankshaft but also provides lubrication, sealing, and pressure regulation systems.

[0045] Crankcase blow-by: During operation, in hydrogen engines, due to imperfect sealing between the piston rings and cylinders, unburned air-fuel mixture and exhaust gases may leak into the crankcase. This blow-by gas contains unburned hydrogen, lubricating oil vapor, water vapor, and exhaust gases. Blow-by can lead to problems such as oil deterioration, engine part corrosion, and excessive crankcase pressure, while also increasing oil consumption. Furthermore, blow-by can cause hydrogen leaks and potential explosions, posing safety risks.

[0046] Oil-gas separator: The main function of the oil-gas separator is to separate the engine oil from the gas discharged from the crankcase, thereby reducing oil consumption and environmental pollution, and maintaining the normal circulation and lubrication function of the engine oil.

[0047] Centrifugal oil-gas separator: A centrifugal oil-gas separator is a device that uses centrifugal force to separate oil and gas. Oil droplets and gas droplets move along different trajectories under the action of centrifugal force, thus achieving the separation of oil and gas.

[0048] Venturi tube: A venturi tube is a device that uses the Venturi effect to create negative pressure. The working principle of a venturi tube is based on the continuity equation and Bernoulli's theorem in fluid mechanics, which states that when fluid passes through a narrow part of the pipe, the flow rate increases, resulting in a decrease in pressure.

[0049] ECU (Electronic Control Unit): ECU is a key component in modern cars, responsible for controlling and managing multiple systems of the vehicle.

[0050] The crankcase gas concentration control method of the embodiment of the present application can use hydrogen as fuel gas, or other combustible gas suitable for fuel. In the following, the crankcase gas concentration control method of the embodiment of the present application is described with hydrogen as an example, combined with the drawings.

[0051] As shown in Figure 2 The crankcase gas concentration control method of the embodiment of the present application is applied to a vehicle, which includes an engine, a centrifugal oil-gas separator and a venturi tube. The engine includes a crankcase and a combustion chamber. The blow-by gas outlet of the combustion chamber is connected to the blow-by gas inlet of the crankcase. The gas outlet of the crankcase is connected to the gas inlet of the centrifugal oil-gas separator. The gas outlet of the centrifugal oil-gas separator is connected to the gas inlet of the combustion chamber. The venturi tube includes a gas inlet and a gas outlet. The gas outlet is connected to the crankcase, and the gas inlet is adapted to introduce positive pressure gas.

[0052] The blow-by gas of the combustion chamber enters the crankcase and can return to the combustion chamber for combustion through the centrifugal oil-gas separator. The centrifugal oil-gas separator can extract the gas in the crankcase when it is working, so that the blow-by gas in the crankcase can accelerate to leave the crankcase. The venturi tube can introduce air into the crankcase, thereby diluting the hydrogen concentration in the crankcase. In addition, the venturi tube can convert the positive pressure gas into negative pressure gas, thereby accelerating the hydrogen in the crankcase to be discharged, and further reducing the hydrogen concentration in the crankcase.

[0053] As shown in Figure 1 The crankcase gas concentration control method includes:

[0054] S100, obtaining the current operating condition of the engine and the hydrogen concentration in the crankcase;

[0055] S200, adjusting the speed of the centrifugal oil-gas separator according to the operating condition;

[0056] S300, when the hydrogen concentration increases, a first step is performed, wherein the first step includes reducing the torque of the engine.

[0057] S100, obtaining the current operating condition of the engine and the hydrogen concentration in the crankcase.

[0058] The operating condition of the engine refers to the working state of the engine under different conditions. The engine has different speeds and loads under different operating conditions. Therefore, the blow-by amount of the combustion chamber is different under different operating conditions, thereby causing the hydrogen concentration in the crankcase to be different. That is, the operating condition of the engine can affect the hydrogen concentration in the crankcase.

[0059] According to the current operating condition of the engine and the hydrogen concentration in the crankcase, the hydrogen concentration in the crankcase can be adjusted.

[0060] Further, various parameters during engine operation, such as vibration, temperature, pressure, speed, etc., are collected by the on-board system and the ground system, so that the operating condition of the engine can be determined.

[0061] S200, adjusting the speed of the centrifugal oil-gas separator according to the operating condition.

[0062] When the current operating condition of the engine is that the speed and load of the engine are large, the blow-by amount of the combustion chamber is large. The speed of the centrifugal oil-gas separator is increased to accelerate the discharge of hydrogen in the combustion chamber, so that the hydrogen in the combustion chamber can be maintained at a low level. In addition, increasing the speed of the centrifugal oil-gas separator can accelerate oil-gas separation, so as to reduce the loss of engine oil in the vehicle.

[0063] When the current operating condition of the engine is that the speed and load of the engine are small, the blow-by amount of the combustion chamber is small. The centrifugal oil-gas separator can maintain the hydrogen in the combustion chamber at a low level at a small speed. Therefore, the speed of the centrifugal oil-gas separator is reduced, so as to save energy. In addition, the speed and load of the engine are small, and the low speed of the centrifugal oil-gas separator can meet the demand of oil-gas separation, so as to reduce the loss of engine oil in the vehicle.

[0064] Adjusting the speed of the centrifugal oil-gas separator according to the operating condition can correct the hydrogen concentration in the crankcase, so that the hydrogen concentration in the crankcase can be maintained at a low level. In addition, adjusting the speed of the centrifugal oil-gas separator according to the operating condition can also efficiently separate oil and gas.

[0065] In some specific embodiments, S200, adjusting the speed of the centrifugal oil-gas separator according to the operating condition, comprises:

[0066] The centrifugal oil-gas separator is sent an adjustment signal according to the operating condition and a preset table, wherein the preset table is preset and is used to represent the relationship between the operating condition and the rotating speed of the centrifugal oil-gas separator, and the adjustment signal is used to instruct the centrifugal oil-gas separator to adjust the rotating speed.

[0067] In response to receiving the adjustment signal, the centrifugal oil-gas separator adjusts the rotating speed according to the adjustment signal.

[0068] The preset table is used to represent the relationship between the operating condition and the rotating speed of the centrifugal oil-gas separator, for example, when the engine is in a rated operating condition, the rotating speed of the centrifugal oil-gas separator is n1, when the engine is in a full load operating condition, the rotating speed of the centrifugal oil-gas separator is n2, when the engine is in a partial load operating condition, the rotating speed of the centrifugal oil-gas separator is n3, and so on.

[0069] The centrifugal oil-gas separator is sent an adjustment signal, which can instruct the oil-gas separator to adjust the rotating speed. The adjustment signal can be sent by the ECU, i.e., the ECU sends the adjustment signal to the centrifugal oil-gas separator. The adjustment signal can be a duty cycle signal.

[0070] After receiving the adjustment signal, the centrifugal oil-gas separator adjusts the rotating speed to achieve the adjustment of the rotating speed of the centrifugal oil-gas separator according to the operating condition.

[0071] After S200, the rotating speed of the centrifugal oil-gas separator is adjusted according to the operating condition, if the hydrogen concentration in the crankcase continues to rise, further measures need to be taken to reduce the hydrogen concentration in the crankcase.

[0072] To this end, S300, when the hydrogen concentration rises, a first step is performed, wherein the first step includes reducing the torque of the engine.

[0073] Reducing the torque of the engine can reduce the amount of blow-by gas from the combustion chamber to the crankcase, thereby further reducing the hydrogen concentration in the crankcase, and further maintaining the hydrogen concentration in the crankcase at a low level.

[0074] Further, the hydrogen concentration in the crankcase is obtained, and when the hydrogen concentration at the current time is greater than the hydrogen concentration at the previous time, it is determined that the hydrogen concentration is rising.

[0075] The crankcase gas concentration control method of the embodiment of the present application is characterized in that: the gas outlet of the crankcase is connected with the gas inlet of the centrifugal oil-gas separator, and the gas outlet of the centrifugal oil-gas separator is connected with the gas inlet of the combustion chamber. Thus, the centrifugal oil-gas separator can extract the gas in the crankcase when it is working, so that the gas in the crankcase can be accelerated to leave the crankcase. The speed of the centrifugal oil-gas separator is adjusted according to the operating condition, so that the hydrogen concentration in the crankcase can be corrected, and the hydrogen concentration in the crankcase can be maintained at a low level. In addition, the speed of the centrifugal oil-gas separator is adjusted according to the operating condition, so that the oil-gas can be separated efficiently. When the concentration in the crankcase is further increased, the torque of the engine is reduced to reduce the amount of gas from the combustion chamber to the crankcase, so that the hydrogen concentration in the crankcase can be further reduced, and the hydrogen concentration in the crankcase can be maintained at a low level.

[0076] In some embodiments, the first step in step S300 further comprises: increasing the speed of the centrifugal oil-gas separator.

[0077] When the hydrogen concentration is increased, the speed of the centrifugal oil-gas separator is adjusted according to the operating condition, and then the speed of the centrifugal oil-gas separator is further increased to accelerate the hydrogen in the combustion chamber to be discharged, so that the hydrogen in the combustion chamber can be maintained at a low level.

[0078] In some embodiments, after the first step is performed when the hydrogen concentration is increased, the crankcase gas concentration control method further comprises:

[0079] When the speed of the centrifugal oil-gas separator is greater than or equal to the first threshold value, and the hydrogen concentration in the crankcase is increased, air is introduced into the crankcase through the Venturi tube.

[0080] As some examples, the first threshold value is the limit speed of the centrifugal oil-gas separator.

[0081] The air introduced into the crankcase through the Venturi tube can dilute the hydrogen in the crankcase, so that the hydrogen concentration in the crankcase can be further reduced, and the hydrogen concentration in the crankcase can be maintained at a low level. In addition, the air introduced into the crankcase through the Venturi tube can generate negative pressure in the crankcase, so that the hydrogen in the crankcase can be accelerated to be discharged, and the hydrogen concentration in the crankcase can be further reduced.

[0082] In some embodiments, the crankcase gas concentration control method further comprises:

[0083] In response to a vehicle start signal, the real-time hydrogen concentration in the crankcase is obtained;

[0084] The real-time hydrogen concentration is compared with a second threshold value;

[0085] starting the centrifugal oil-gas separator when the real-time hydrogen concentration is greater than or equal to the second threshold value.

[0086] starting the centrifugal oil-gas separator when the hydrogen concentration in the crankcase is high when the vehicle starts. That is, the centrifugal oil-gas separator is started in advance when the hydrogen concentration in the crankcase is high. Thus, the hydrogen concentration in the crankcase can be reduced in time, and safety hazards can be avoided.

[0087] Optionally, the real-time hydrogen concentration is compared with a fifth threshold value; and the centrifugal oil-gas separator is stopped when the real-time hydrogen concentration is less than the fifth threshold value.

[0088] The centrifugal oil-gas separator is stopped when the hydrogen concentration in the crankcase is low, and thus energy can be saved.

[0089] The second threshold value and the fifth threshold value can be the same, or the second threshold value can be greater than the fifth threshold value.

[0090] As some examples, the second threshold value is greater than 30,000 ppm, and the second threshold value is less than or equal to 35,000 ppm.

[0091] As some examples, the fifth threshold value is less than or equal to the second threshold value, the fifth threshold value is greater than 30,000 ppm, and the fifth threshold value is less than or equal to 35,000 ppm.

[0092] In some embodiments, the method for controlling the gas concentration in the crankcase further comprises:

[0093] acquiring a real-time hydrogen concentration in the crankcase in response to a parking signal;

[0094] comparing the real-time hydrogen concentration with a third threshold value;

[0095] starting the centrifugal oil-gas separator when the real-time hydrogen concentration is greater than or equal to the third threshold value.

[0096] The centrifugal oil-gas separator is started when the hydrogen concentration in the crankcase is high when the vehicle is parked, and thus the hydrogen concentration in the crankcase can be reduced in time after parking, and safety hazards can be avoided.

[0097] In some embodiments, after the centrifugal oil-gas separator is started when the real-time hydrogen concentration is greater than or equal to the third threshold value, the method for controlling the gas concentration in the crankcase further comprises:

[0098] comparing the real-time hydrogen concentration with a fourth threshold value;

[0099] stopping the centrifugal oil-gas separator when the real-time hydrogen concentration is less than the fourth threshold value.

[0100] When the hydrogen concentration in the crankcase is low, the centrifugal oil-gas separator is stopped, thereby saving energy.

[0101] The third threshold value and the fourth threshold value can be the same or the third threshold value can be greater than the fourth threshold value.

[0102] As some examples, the third threshold value is greater than 30,000 ppm and less than or equal to 35,000 ppm.

[0103] As some examples, the fourth threshold value is less than or equal to the third threshold value and greater than 30,000 ppm and less than or equal to 35,000 ppm.

[0104] It should be understood that although the steps in the flowcharts involved in the embodiments described above are shown in sequence according to the arrows, the steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified herein, the steps are not strictly limited in sequence, and the steps can be executed in other sequences. Moreover, at least some of the steps in the flowcharts involved in the embodiments described above can include multiple steps or stages, which are not necessarily executed at the same time but can be executed at different times, and the execution sequence of the steps or stages is not necessarily sequential but can be alternately or alternately executed with at least some of the other steps or stages.

[0105] Based on the same inventive concept, the embodiments of the present application also provide a crankcase gas concentration control device for implementing the above-mentioned crankcase gas concentration control method. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme described in the above method, so the specific limitations in one or more crankcase gas concentration control device embodiments provided below can refer to the limitations of the crankcase gas concentration control method described above, which will not be repeated here.

[0106] The crankcase gas concentration control device of the embodiments of the present application is applied to a vehicle, and the vehicle includes an engine, a centrifugal oil-gas separator and a Venturi tube. The engine includes a crankcase and a combustion chamber. The blow-by gas outlet of the combustion chamber is connected to the blow-by gas inlet of the crankcase. The gas outlet of the crankcase is connected to the gas inlet of the centrifugal oil-gas separator. The gas outlet of the centrifugal oil-gas separator is connected to the gas inlet of the combustion chamber. The Venturi tube includes a gas inlet and a gas outlet. The gas outlet is connected to the crankcase. The gas inlet is adapted to introduce positive pressure gas. The crankcase gas concentration control device includes:

[0107] The acquisition module is configured to acquire the current operating condition of the engine and the hydrogen concentration in the crankcase.

[0108] a regulating module configured to regulate the rotational speed of the centrifugal oil-gas separator according to the operating condition;

[0109] a performing module configured to perform a first step when the hydrogen concentration is increased, wherein the first step comprises reducing the torque of the engine.

[0110] In some embodiments, the regulating module is further configured to:

[0111] send a regulating signal to the centrifugal oil-gas separator according to the operating condition and a preset table, wherein the preset table is preset, the preset table is configured to represent a relationship between the operating condition and the rotational speed of the centrifugal oil-gas separator, and the regulating signal is configured to instruct the centrifugal oil-gas separator to regulate the rotational speed.

[0112] In response to receiving the regulating signal, the centrifugal oil-gas separator regulates the rotational speed according to the regulating signal.

[0113] In some embodiments, the regulating module is further configured to increase the rotational speed of the centrifugal oil-gas separator.

[0114] In some embodiments, the crankcase combustible gas concentration control device further comprises a control module configured to introduce air into the crankcase through the venturi when the rotational speed of the centrifugal oil-gas separator is greater than or equal to a first threshold value and the hydrogen concentration in the crankcase is increased.

[0115] In some embodiments, the crankcase combustible gas concentration control device further comprises an advance starting module configured to:

[0116] In response to a vehicle starting signal, obtain a real-time hydrogen concentration in the crankcase;

[0117] compare the real-time hydrogen concentration with a second threshold value;

[0118] when the real-time hydrogen concentration is greater than or equal to the second threshold value, start the centrifugal oil-gas separator.

[0119] In some embodiments, the crankcase combustible gas concentration control device further comprises a delay working module configured to:

[0120] In response to a parking signal, obtain a real-time hydrogen concentration in the crankcase;

[0121] compare the real-time hydrogen concentration with a third threshold value;

[0122] when the real-time hydrogen concentration is greater than or equal to the third threshold value, the centrifugal oil-gas separator works in delay mode.

[0123] In some embodiments, the crankcase combustible gas concentration control method further comprises a delay working stopping module configured to:

[0124] comparing the real-time hydrogen concentration with the fourth threshold value;

[0125] when the real-time hydrogen concentration is less than the fourth threshold value, stopping the delay work of the centrifugal oil-gas separator.

[0126] In combination Figure 2 and Figure 3 As shown in FIG. 8, the embodiment of the present application further provides a vehicle, which comprises an engine, a centrifugal oil-gas separator, a venturi, a memory and a processor. The engine comprises a crankcase and a combustion chamber. The blow-by gas outlet of the combustion chamber is connected with the blow-by gas inlet of the crankcase. The gas outlet of the crankcase is connected with the gas inlet of the centrifugal oil-gas separator. The gas outlet of the centrifugal oil-gas separator is connected with the gas inlet of the combustion chamber. The venturi comprises a gas inlet and a gas outlet. The gas outlet is connected with the crankcase. The gas inlet is adapted to introduce the positive pressure gas. The memory stores the computer program. The processor is connected with the engine, the centrifugal oil-gas separator and the venturi. The processor executes the computer program to realize the steps of the method for controlling the concentration of the combustion gas in the crankcase.

[0127] The vehicle of the embodiment of the present application connects the blow-by gas outlet of the combustion chamber with the blow-by gas inlet of the crankcase, connects the gas outlet of the crankcase with the gas inlet of the centrifugal oil-gas separator, and connects the gas outlet of the centrifugal oil-gas separator with the gas inlet of the combustion chamber, so that the centrifugal oil-gas separator can extract the gas in the crankcase when working, so that the blow-by gas in the crankcase can be accelerated to leave the crankcase. The venturi introduces the air into the crankcase, so that the hydrogen gas in the crankcase can be diluted, so that the concentration of the hydrogen gas in the crankcase can be further reduced, and so that the concentration of the hydrogen gas in the crankcase can be maintained at a low level. In addition, the venturi introduces the air into the crankcase, so that the negative pressure can be generated in the crankcase, so that the hydrogen gas in the crankcase can be accelerated to be discharged, and so that the concentration of the hydrogen gas in the crankcase can be further reduced.

[0128] Further, the vehicle comprises a processor, a memory, an input / output interface (Input / Output, I / O for short) and a communication interface. The processor, the memory and the input / output interface are connected through a system bus. The communication interface is connected to the system bus through the input / output interface. The processor of the vehicle is used to provide computing and control capabilities. The memory of the vehicle comprises a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program and a database. The internal memory provides an environment for the operating system and the computer program in the non-volatile storage medium to run. The input / output interface of the vehicle is used to exchange information between the processor and external devices. The communication interface of the vehicle is used to communicate with external terminals through network connection. The computer program is executed by the processor to realize the method for controlling the concentration of the combustion gas in the crankcase as described in the above embodiment.

[0129] The embodiment of the present application further provides a computer storage medium, wherein the computer storage medium stores computer readable instructions, and the computer readable instructions, when read by one or more processors, enable the one or more processors to perform the steps of the crankcase combustion gas concentration control method as implemented above.

[0130] The logic and / or steps represented in flow diagrams or otherwise described herein, for example, can be considered as a sequence of executable instructions, and can be embodied in any computer-readable storage medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For purposes of this specification, a "computer-readable storage medium" can be any apparatus that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. The computer-readable storage medium can specifically include a hardware apparatus such as a wired or wireless communication link that carries the program. The computer-readable storage medium can also be specifically a medium that can be read by the instruction execution system, apparatus, or device. The computer-readable storage medium, therefore, can also include a non-transitory computer-readable storage medium that can also communicate, propagate or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable storage medium include the following: an electrical connection (electronic) having one or more wires, a portable computer diskette (magnetic), a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable storage medium can also be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, for example via an optical scanner, then compiled, interpreted, or otherwise processed, and stored in a computer memory in a manner that can be later performed by a computer. In this context, the computer-readable storage medium can even be paper or another suitable medium that can be considered to contain or store a program for execution by a computer.

[0131] It should be understood that various parts of the present application can be implemented in hardware, software, firmware or a combination thereof. In the above embodiments, various steps or methods can be implemented in software or firmware that is stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, any of the following technologies, known in the art, or their combination, can be used: discrete logic circuitry having logic gates for implementing logic functions on data signals, application specific integrated circuits having appropriate combinational logic gates, programmable gate arrays (PGA), field programmable gate arrays (FPGA), and the like.

[0132] The above description is only the preferred embodiment of the present application, but the protection scope of the present application is not limited to this. Any person skilled in the art can easily think of changes or replacements within the technical scope disclosed by the present application, which should be covered by the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A method for controlling the concentration of combustion gases in a crankcase, characterized in that, The invention relates to a vehicle comprising an engine, a centrifugal oil-gas separator, and a venturi tube. The engine includes a crankcase and a combustion chamber. The blow-by outlet of the combustion chamber is connected to the blow-by inlet of the crankcase. The gas outlet of the crankcase is connected to the gas inlet of the centrifugal oil-gas separator. The outlet of the centrifugal oil-gas separator is connected to the inlet of the combustion chamber. The venturi tube includes an inlet and an outlet. The outlet communicates with the crankcase. The inlet is adapted to introduce positive pressure gas. The method for controlling the combustion gas concentration in the crankcase includes: Obtain the current operating conditions of the engine and the hydrogen concentration in the crankcase; Adjust the speed of the centrifugal oil-gas separator according to the operating conditions described above; When the hydrogen concentration increases, a first step is performed, wherein the first step includes: reducing the torque of the engine, and the first step further includes: increasing the rotational speed of the centrifugal oil-gas separator; When the rotational speed of the centrifugal oil-gas separator is greater than or equal to a first threshold and the hydrogen concentration in the crankcase increases, air is introduced into the crankcase through a venturi tube, wherein the first threshold is the limit rotational speed value of the centrifugal oil-gas separator.

2. The method for controlling the concentration of combustion gases in the crankcase according to claim 1, characterized in that, The adjustment of the centrifugal oil-gas separator speed according to the operating conditions includes: An adjustment signal is sent to the centrifugal oil-gas separator according to the operating conditions and the preset table. The preset table is preset and is used to characterize the relationship between the operating conditions and the rotational speed of the centrifugal oil-gas separator. The adjustment signal is used to instruct the centrifugal oil-gas separator to adjust its rotational speed. In response to receiving the adjustment signal, the centrifugal oil-gas separator adjusts its rotation speed according to the adjustment signal.

3. The method for controlling the concentration of combustion gases in the crankcase according to claim 1 or 2, characterized in that, The method for controlling the gas concentration in the crankcase also includes: In response to a vehicle start signal, the real-time hydrogen concentration in the crankcase is obtained; The real-time hydrogen concentration is compared with the second threshold. When the real-time hydrogen concentration is greater than or equal to the second threshold, the centrifugal oil-gas separator is activated.

4. The method for controlling the concentration of combustion gases in the crankcase according to claim 1 or 2, characterized in that, The method for controlling the gas concentration in the crankcase also includes: In response to a stop signal, the real-time hydrogen concentration in the crankcase is obtained; The real-time hydrogen concentration is compared with the third threshold. When the real-time hydrogen concentration is greater than or equal to the third threshold, the centrifugal oil-gas separator operates with a delay.

5. The method for controlling the concentration of combustion gases in the crankcase according to claim 4, characterized in that, After the centrifugal oil-gas separator operates for a delay when the real-time hydrogen concentration is greater than or equal to a third threshold, the crankcase combustion gas concentration control method further includes: The real-time hydrogen concentration is compared with the fourth threshold. When the real-time hydrogen concentration is less than the fourth threshold, the delayed operation of the centrifugal oil-gas separator is stopped.

6. A crankcase combustion gas concentration control device, characterized in that, Applied to a vehicle, the vehicle includes an engine, a centrifugal oil-gas separator, and a venturi tube. The engine includes a crankcase and a combustion chamber. The blow-by outlet of the combustion chamber is connected to the blow-by inlet of the crankcase. The gas outlet of the crankcase is connected to the gas inlet of the centrifugal oil-gas separator. The outlet of the centrifugal oil-gas separator is connected to the inlet of the combustion chamber. The venturi tube includes an inlet and an outlet. The outlet communicates with the crankcase. The inlet is adapted to introduce positive pressure gas. The crankcase combustion gas concentration control device includes: The acquisition module is used to acquire the current operating conditions of the engine and the hydrogen concentration in the crankcase; The adjustment module is used to adjust the speed of the centrifugal oil-gas separator according to the operating conditions. An execution module is used to perform a first step when the hydrogen concentration increases, wherein the first step includes: reducing the torque of the engine; the adjustment module is also used to increase the rotational speed of the centrifugal oil-gas separator. The crankcase gas concentration control device further includes a control module, which is used to introduce air into the crankcase through a venturi tube when the rotational speed of the centrifugal oil-gas separator is greater than or equal to a first threshold and the hydrogen concentration in the crankcase increases. The first threshold is the limit rotational speed value of the centrifugal oil-gas separator.

7. A vehicle, characterized in that, The vehicle includes an engine, a centrifugal oil-gas separator, a venturi tube, a memory, and a processor. The engine includes a crankcase and a combustion chamber. The blow-by outlet of the combustion chamber is connected to the blow-by inlet of the crankcase. The gas outlet of the crankcase is connected to the gas inlet of the centrifugal oil-gas separator. The outlet of the centrifugal oil-gas separator is connected to the inlet of the combustion chamber. The venturi tube includes an inlet and an outlet. The outlet communicates with the crankcase. The inlet is adapted to introduce positive pressure gas. The memory stores a computer program. The processor is signal-connected to the engine, the centrifugal oil-gas separator, and the venturi tube. When the processor executes the computer program, it implements the steps of the crankcase combustion gas concentration control method according to any one of claims 1 to 5.

8. A computer storage medium, characterized in that, The computer storage medium stores computer-readable instructions that, when read by one or more processors, cause one or more processors to perform the steps of the crankcase combustion gas concentration control method as described in any one of claims 1 to 5.

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