Engine air supply system, engine air supply control method and vehicle

Abstract

The invention discloses an air supply system of an engine. The air supply system comprises the engine; a first air pipe assembly and a second air pipe assembly; the turbocharger comprises a turbine and a gas compressor which are connected, the first gas pipe assembly communicates with a gas inlet of the turbine and a gas outlet of the engine, and the second gas pipe assembly communicates with a gas outlet of the gas compressor and a gas inlet of the engine; an air inlet and an air outlet of the air storage tank are communicated with the second air pipe assembly; the first control valve is installed on the second air pipe assembly and used for controlling opening and closing of an air inlet and an air outlet of the air storage tank; the third control valve is installed on the second air pipe assembly and located between the engine and the turbine.

Description

Technical Field

[0001] The present application belongs to the technical field of engines, and in particular, relates to an engine air supply system, an engine air supply control method and a vehicle. Background Art

[0002] Turbocharger oil leakage is one of the common faults of diesel engine turbochargers, accounting for more than 30% of turbocharger failures.

[0003] If the turbocharger is not damaged or failed, then its oil leakage is basically false oil leakage; the reason for the false oil leakage of the turbocharger is that when the engine is idling, the pressure of the two wheels of the turbocharger is less than the pressure of the oil channel of the intermediate housing, causing false oil leakage of the turbocharger.

[0004] In the related art, the compressor of a turbocharger is prone to false oil leakage. Summary of the invention

[0005] The present application aims to at least to some extent solve the technical problem that the compressor of a turbocharger in the related art is prone to false oil leakage. To this end, the present application provides an engine air supply system, an engine air supply control method and a vehicle.

[0006] In a first aspect, an engine air supply system provided by an embodiment of the present application includes:

[0007] engine;

[0008] a first air tube assembly and a second air tube assembly;

[0009] A turbocharger, comprising a connected turbine and a compressor, wherein the first air pipe assembly is connected to an air inlet of the turbine and an air outlet of the engine, and the second air pipe assembly is connected to an air outlet of the compressor and an air inlet of the engine;

[0010] An air storage tank, the air inlet and outlet of the air storage tank being connected to the second air pipe assembly;

[0011] a first control valve, mounted on the second air pipe assembly, for controlling the opening and closing of the air inlet and outlet of the air storage tank;

[0012] The third control valve is installed on the second air pipe assembly and is located between the engine and the turbine.

[0013] In some embodiments, the first air pipe assembly includes a first pipe and a second pipe, the first pipe is connected to the air outlet of the engine and the air inlet of the turbine, one end of the second pipe is connected to the first pipe, and the third control valve is installed on the second pipe; the engine air supply system also includes a second control valve, the second control valve is installed on the first pipe, and one end of the second pipe connected to the first pipe is located between the second control valve and the turbine.

[0014] In some embodiments, the second airway assembly comprises:

[0015] a third pipe connected to the air outlet of the compressor and the air inlet of the engine;

[0016] A fourth pipe is connected to the third pipe and the air inlet and outlet of the air storage tank. The first control valve is installed on the fourth pipe to control the on-off of the fourth pipe.

[0017] In some embodiments, the engine air supply system further comprises:

[0018] an air dryer installed on the fourth pipe and located between the first control valve and the air storage tank;

[0019] An intercooler is installed on the third pipe and is located between the compressor and the fourth pipe.

[0020] In some embodiments, the engine air supply system further comprises:

[0021] The air control valve is connected to the air storage tank and the third control valve, and is used to control the opening of the third control valve.

[0022] In some embodiments, the engine air supply system further comprises:

[0023] a first pressure sensor, mounted on the gas storage tank, for detecting the gas pressure of the gas storage tank;

[0024] a second pressure sensor installed on the third pipe, along the gas flow direction in the third pipe, the intercooler is located before the second pressure sensor, and is used to detect the gas pressure of the third pipe;

[0025] A controller is electrically connected to the first pressure sensor, the second pressure sensor, the air control valve and the first control valve.

[0026] In a second aspect, an embodiment of the present application provides an engine air supply control method, which is implemented based on the engine air supply system described in the first aspect. The engine air supply control method includes: responding to the low-pressure signal of the air tank, judging whether the engine is in a medium-to-high load condition, and if so, controlling the first control valve to open and controlling the opening of the third control valve to decrease to a set value until the pressure of the air tank reaches the set pressure value.

[0027] In a third aspect, an embodiment of the present application provides an engine air supply control method, which is implemented based on the engine air supply system described in the first aspect, and the engine air supply control method includes: responding to the idle condition signal of the engine, obtaining the idle time t of the engine, and when the idle time t satisfies t1≤t≤t2, controlling the first control valve to open until the boost pressure of the turbine is greater than the set pressure value; when the idle time t satisfies t2<t, controlling the opening of the second control valve to decrease until the boost pressure of the turbine is greater than the set pressure value.

[0028] In a fourth aspect, an embodiment of the present application provides an engine air supply control method, which is implemented based on the engine air supply system described in the first aspect, and the engine air supply control method includes: responding to the braking operating condition signal of the engine, obtaining the braking time T of the engine, and when the braking time T satisfies T1≤T≤T2, controlling the first control valve to open until the boost pressure of the turbine is greater than the set pressure value; when the braking time T satisfies T2≤T, controlling the opening of the second control valve to decrease until the boost pressure of the turbine is greater than the set pressure value.

[0029] In a fifth aspect, an embodiment of the present application provides a vehicle, comprising the engine air supply system described in the first aspect.

[0030] The present invention has at least the following beneficial effects:

[0031] The engine air supply system can reduce the energy released by the third control valve by reducing the opening of the third control valve when the vehicle is at high speed and high load, so that more energy is transmitted to the turbocharger and used by the turbocharger to improve the turbocharger's boost capacity, and the excess boost capacity of the turbocharger when the vehicle is at high speed and high load is used to inflate the air storage tank, so that the gas is stored in the air storage tank. The engine air supply system does not need to use an air compressor to inflate the air storage tank, but uses the excess boost capacity of the turbocharger when the vehicle is at high speed and high load to inflate the air storage tank, which can effectively reduce fuel consumption. With this design, when the boost pressure of the turbocharger is low, the boost pressure of the turbocharger can be increased to an appropriate pressure value by supplying air to the second air pipe assembly through the air storage tank, that is, increasing the gas pressure of the second air pipe assembly, thereby changing the situation in which the gas pressure in the compressor is lower than the oil pressure in the intermediate casing, so that the gas pressure in the compressor of the turbocharger is greater than or equal to the oil pressure in the intermediate casing, thereby avoiding false oil leakage of the compressor to a certain extent and reducing the probability of false oil leakage of the compressor. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following is a brief introduction to the drawings required for use in the description of the embodiments. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0033] Figure 1 A schematic diagram of an engine air supply system in one or more embodiments of the present application is shown.

[0034] Figure markings: 100-engine air supply system, 110-engine, 120-first air pipe assembly, 121-first pipe, 122-second pipe, 130-second air pipe assembly, 131-third pipe, 132-fourth pipe, 133-fifth pipe, 140-turbocharger, 141-turbine, 142-compressor, 150-air storage tank, 155-first control valve, 160-second control valve, 165-third control valve, 170-air control valve, 175-intercooler, 180-air dryer, 185-first pressure sensor, 190-second pressure sensor, 195-controller. DETAILED DESCRIPTION

[0035] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0036] It should be noted that all directional indications in the embodiments of the present invention are only used to explain the relative position relationship, movement status, etc. between various components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0037] In the present invention, unless otherwise clearly specified and limited, the terms "connection", "fixation", etc. should be understood in a broad sense. For example, "fixation" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0038] In addition, in the present invention, descriptions such as "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the ability of ordinary technicians in the field to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0039] The specific reasons for the supercharger's false oil leakage include:

[0040] 1. The blockage of the air filter causes the negative pressure to reach more than 5.5kPa, which will cause oil leakage at the compressor end of the supercharger.

[0041] 2. When a car is driving down a steep slope in a mountainous area and the engine is running at a low speed for more than 15 minutes without accelerating, the exhaust back pressure will increase rapidly when exhaust brake is used. Continuous and sufficient pressure cannot be established in the intake pipe, and the engine is reversely pumped to form negative pressure when it is dragged, causing the supercharger to leak oil. When the whole vehicle idles for more than 30 minutes, the risk of supercharger oil leakage will increase. The actual vehicle background monitoring found that many vehicles idle for more than 2 hours at a time, and the actual risk of supercharger oil leakage is even higher.

[0042] 3. Poor oil return will cause turbocharger oil leakage: The oil return of the supercharger relies on the oil's own weight to return to the engine from the supercharger oil return pipe. If the oil return pipe is blocked, the supercharger's oil return will be blocked, and the supercharger will leak oil at the turbine end and compression end.

[0043] Among them, 1 and 3 can be avoided in engine design and maintenance, but 2 involves the driver's operation, road conditions and the nature of the work. The vehicle will inevitably idle for a long time. Therefore, false oil leakage of the supercharger is the main reason for supercharger failure compensation, accounting for more than 30%.

[0044] In the related art, the turbocharger compressor has the technical problem of prone to false oil leakage. The embodiment of the present application provides an engine air supply system, an engine air supply control method and a vehicle, which can at least solve the technical problem of prone to false oil leakage in the turbocharger compressor to a certain extent.

[0045] The present application is described below with reference to the accompanying drawings and specific embodiments:

[0046] The engine air supply system 100 includes an engine 110, a first air pipe assembly 120, a second air pipe assembly 130, a turbocharger 140, an air storage tank 150, a first control valve 155, and a third control valve 165. The turbocharger 140 includes a connected turbine 141 and a compressor 142, the first air pipe assembly 120 is connected to the air inlet of the turbine 141 and the air outlet of the engine 110, the second air pipe assembly 130 is connected to the air outlet of the compressor 142 and the air inlet of the engine 110; the air inlet and outlet of the air storage tank 150 are connected to the second air pipe assembly 130; the first control valve 155 is installed on the second air pipe assembly 130, and is used to control the opening and closing of the air inlet and outlet of the air storage tank 150; the third control valve 165 is installed on the second air pipe assembly 130, and is located between the engine 110 and the turbine 141.

[0047] The turbocharger 140 includes a turbine 141 and a compressor 142. The air inlet of the turbine 141 and the air outlet of the engine 110 are connected through the first air pipe assembly 120, so that the exhaust gas discharged from the air outlet of the engine 110 acts on the turbine 141, which can drive the turbine 141 to rotate. The rotation of the turbine 141 will drive the compressor 142 to rotate. The rotation of the compressor 142 can inhale the external gas from the air inlet of the compressor 142, compress the gas, and discharge it from the air outlet of the compressor 142. The specific structure and connection method of the turbine 141 and the compressor 142 are various, and are not limited in this application.

[0048] The gas discharged from the air outlet of the compressor 142 enters the second air pipe assembly 130, and is transmitted to the engine 110 through the second air pipe assembly 130 and the air intake of the engine 110, so that more fuel in the engine 110 can be fully burned, which can not only improve the power output of the engine 110, but also improve the combustion efficiency of the fuel and reduce the emission of incompletely burned fuel.

[0049] Since the air inlet and outlet of the air tank 150 are connected to the second air pipe assembly 130, the gas discharged from the air outlet of the compressor 142 can also enter the air tank 150 along the second air pipe assembly 130 and through the air inlet and outlet of the air tank 150 for storage, and the gas in the air tank 150 can also be discharged into the second air pipe assembly 130 through the air inlet and outlet of the air tank 150, thereby increasing the boost pressure of the supercharger 142 of the turbocharger 140, that is, increasing the gas pressure in the second air pipe assembly 130.

[0050] The first control valve 155 is installed on the second air pipe assembly 130, and the first control valve 155 controls the opening and closing of the air inlet and outlet of the air storage tank 150. When the first control valve 155 is opened, the pressurized gas discharged from the air outlet of the compressor 142 can enter the air storage tank 150 along the second air pipe assembly 130 and be stored in the air storage tank 150; when the air pressure in the air storage tank 150 is greater than the air pressure in the second air pipe assembly 130, the gas in the air storage tank 150 can also be discharged into the second air pipe assembly 130. On the contrary, when the first control valve 155 is closed, the pressurized gas discharged from the air outlet of the compressor 142 cannot enter the air storage tank 150, and the gas stored in the air storage tank 150 cannot be discharged into the second air pipe assembly 130.

[0051] The third control valve 165 is mounted on the second air pipe assembly 130 and is located between the engine 110 and the turbine 141, so that the excess exhaust gas discharged by the engine 110 can be discharged into the atmosphere through the third control valve 165. The third control valve 165 is in a normally closed state, for example, when the vehicle is in an idle or low speed state, the third control valve 165 is closed, and when the vehicle is in a high speed, high load state, etc., the third control valve 165 can be opened, so that part of the gas is discharged into the atmosphere through the third control valve 165.

[0052] The engine air supply system 100 can reduce the energy released by the third control valve 165 by reducing the opening of the third control valve 165 when the vehicle is in a high-speed, high-load state, etc., so that more energy is transmitted to the turbocharger 140 and is used by the turbocharger 140 to improve the boosting capacity of the turbocharger 140, and the excess boosting capacity of the turbocharger 140 when the vehicle is in a high-speed, high-load state is used to inflate the air storage tank 150, so that the gas is stored in the air storage tank 150. The engine air supply system 100 does not need to use an air compressor to inflate the air storage tank 150, but uses the excess boosting capacity of the turbocharger 140 when the vehicle is in a high-speed, high-load state to inflate the air storage tank 150, which can effectively reduce fuel consumption. With such a design, when the boost pressure of the supercharger 142 of the turbocharger 140 is low, the boost pressure of the supercharger 142 can be increased to an appropriate pressure value by supplying air to the second air pipe assembly 130 through the air storage tank 150, that is, the gas pressure of the second air pipe assembly 130 is increased, thereby changing the situation in which the gas pressure in the compressor 142 is lower than the oil pressure in the intermediate shell, so that the gas pressure in the supercharger compressor 142 is greater than or equal to the oil pressure in the intermediate shell, thereby avoiding false oil leakage of the compressor 142 to a certain extent, and reducing the probability of false oil leakage of the compressor 142.

[0053] In some embodiments, the first air pipe assembly 120 includes a first pipe 121 and a second pipe 122, the first pipe 121 is connected to the air outlet of the engine 110 and the air inlet of the turbine 141, one end of the second pipe 122 is connected to the first pipe 121, and a third control valve 165 is installed on the second pipe 122; the engine air supply system 100 also includes a second control valve 160, the second control valve 160 is installed on the first pipe 121, and one end of the second pipe 122 is connected to the first pipe 121 and is located between the second control valve 160 and the turbine 141.

[0054] One end of the first pipe 121 is connected to the air outlet of the engine 110, and the other end of the first pipe 121 is connected to the air inlet of the turbine 141. One end of the second pipe 122 is connected to the middle of the first pipe 121, and the other end of the second pipe 122 is connected to the atmosphere. The third control valve 165 is installed on the second pipe 122, and the end of the second pipe 122 connected to the first pipe 121 is located between the second control valve 160 and the turbine 141. The second control valve 160 is installed on the first air pipe assembly 120. After such a design, the gas discharged from the air outlet of the engine 110 first passes through the second control valve 160 and then flows into the turbine 141. The second control valve 160 is in a normally open state. For example, when the vehicle is in a high speed, high load, etc. state, the second control valve 160 is fully opened. The turbine pre-pressure of the turbine 141 can be adjusted by changing the opening of the second control valve 160. Specifically, the gas storage capacity of the gas tank 150 is limited, and its ability to regulate the boost pressure of the supercharger 142 is limited. After the second control valve 160 is set, when the vehicle is in a long-term idling condition and the supercharger 142 has insufficient air supply capacity, the pre-turbine pressure level of the turbine 142 can be increased by reducing the opening of the second control valve 160, thereby improving the boost pressure of the supercharger 142 and avoiding the problem of false oil leakage of the supercharger caused by long idling.

[0055] In some embodiments, the second air pipe assembly 130 includes a third pipe 131 and a fourth pipe 132, the third pipe 131 is connected to the air outlet of the compressor 142 and the air inlet of the engine 110; the fourth pipe 132 is connected to the third pipe 131 and the air inlet and outlet of the air storage tank 150, and the first control valve 155 is installed on the fourth pipe 132 for controlling the on and off of the fourth pipe 132.

[0056] One end of the third pipe 131 is connected to the air outlet of the compressor 142, and the other end is connected to the air inlet of the engine 110. One end of the fourth pipe 132 is connected to the middle of the third pipe 131, and the other end of the fourth pipe 132 is connected to the air inlet and outlet of the air storage tank 150. The first control valve 155 is installed on the fourth pipe 132 to control the opening and closing of the fourth pipe 132, thereby indirectly controlling the opening and closing of the air inlet and outlet of the air storage tank 150. Specifically, when the first control valve 155 is closed, the air storage tank 150 cannot take in air or discharge air, and when the first control valve 155 is opened, the air storage tank 150 can take in air or discharge air.

[0057] In some embodiments, the engine air supply system 100 further includes an air control valve 170 , which is connected to the air storage tank 150 and the third control valve 165 to control the opening of the third control valve 165 .

[0058] In some embodiments, the engine air supply system 100 further includes an air control valve 170 , which is connected to the air tank 150 , the second control valve 160 and the third control valve 165 , and is used to control the opening of the second control valve 160 and the third control valve 165 .

[0059] The second control valve 160 and the third control valve 165 are both pneumatic valves. The air control valve 170 is also called an AVU valve. The air control valve 170 has an air inlet and two air outlets. The air inlet is connected to the air tank 150, and the air tank 150 supplies air to the air control valve 170. The two air outlets are connected to the second control valve 160 and the third control valve 165 respectively. The air control valve 170 controls the opening of the second control valve 160 by controlling the gas pressure in the second control valve 160. Similarly, the air control valve 170 controls the opening of the third control valve 165 by controlling the gas pressure in the third control valve 165. The temperature of the engine 110 is relatively high. Controlling the opening of the second control valve 160 and the third control valve 165 by the air control valve 170 helps to ensure the accuracy of the adjustment of the second control valve 160 and the third control valve 165.

[0060] In some embodiments, the engine air supply system 100 further includes an air dryer 180 . The air dryer 180 is installed on the fourth pipe 132 and is located between the first control valve 155 and the air storage tank 150 .

[0061] The air dryer 180 is installed in the fourth pipe 132 to dry the gas flowing through the fourth pipe 132, remove moisture in the air, and prevent the moisture from corroding the engine 110, the gas tank 150, etc. The structure and installation method of the air dryer 180 are various and are known to those skilled in the art, and are not described in detail here. When the air pressure of the gas tank 150 exceeds the threshold, the excess high-pressure gas in the gas tank 150 can be discharged into the atmosphere through the unloading hole of the air dryer 180.

[0062] In some embodiments, the engine air supply system 100 further includes an intercooler 175 , which is installed on the third pipe 131 and located between the compressor 142 and the fourth pipe 132 .

[0063] The intercooler 175 is installed on the third pipe 131 and is located between the compressor 142 and the fourth pipe 132. It can cool the gas discharged from the outlet of the compressor 142, and then enter the engine 110 or the air tank 150 after cooling. By lowering the intake temperature, the charging efficiency of the engine 110 can be improved, thereby improving the power performance of the engine 110, helping to reduce the heat load of components such as the air tank 150 and the air dryer 180, and extending the service life.

[0064] In some embodiments, the engine air supply system 100 also includes a first pressure sensor 185, a second pressure sensor 190 and a controller 195. The first pressure sensor 185 is installed on the air tank 150 for detecting the air pressure in the air tank 150; the second pressure sensor 190 is installed on the third pipe 131, and along the gas flow direction in the third pipe 131, the intercooler 175 is located in front of the second pressure sensor 190 for detecting the air pressure in the third pipe 131; the controller 195 is electrically connected to the first pressure sensor 185, the second pressure sensor 190, the air control valve 170 and the first control valve 155.

[0065] After such design, the first pressure sensor 185, the second pressure sensor 190, the air control valve 170 and the first control valve 155 are all electrically connected to the controller 195. The controller 195 can control the operation of the air control valve 170 based on the pressure values ​​detected by the first pressure sensor 185 and the second pressure sensor 190, thereby adjusting the opening of the second control valve 160 and the third control valve 165, or control the operation of the first control valve 155 to open or close the first control valve 155.

[0066] Based on the same inventive concept, an embodiment of the present application also provides an engine air supply control method, including: responding to a low-pressure signal from the air tank 150, determining whether the engine 110 is in a medium-to-high load condition, and if so, controlling the first control valve 155 to open and controlling the opening of the third control valve 165 to decrease to a set value until the pressure of the air tank 150 reaches the set pressure value.

[0067] When the engine 110 is in a medium-high load condition, the third control valve 165 is open, so that part of the gas is discharged into the atmosphere through the third control valve 165. If the engine 110 is in a medium-high load condition and the gas pressure in the gas storage tank 150 is low, the first control valve 155 can be controlled to open, so that the fourth pipe 132 forms a passage, and the opening of the third control valve 162 is controlled to be reduced to a set value, thereby reducing the gas discharged by the third control valve 165, so that more gas is transmitted to the turbocharger 140 and used by the turbocharger 140, thereby improving the supercharging capacity of the turbocharger 140, so that the excess supercharged gas in the third pipe 131 flows into the gas storage tank 150 and is stored, thereby increasing the pressure of the gas storage tank 150, so that the pressure value of the gas storage tank 150 reaches the set pressure value. When the pressure value in the gas tank 150 reaches the set value, the first control valve 155 is controlled to operate, so that the fifth pipe 133 is disconnected, so that the gas no longer enters the gas tank 150, and the opening of the third control valve 165 is controlled to return to the position before adjustment.

[0068] Whether the engine 110 is in a medium-high load condition can be determined by the torque, speed and intercooler pressure of the engine 110. In some implementations, the engine 110 is operating in a medium-high load condition when the engine speed is greater than 1300 rpm, the engine 110 torque is greater than 1500 N.M and the intercooler pressure is greater than 2.5 bar.

[0069] In some embodiments, when the controller 195 determines that the pressure value of the first pressure sensor 185 is less than the set pressure value and the engine 110 is in a high-load condition, the controller 195 controls the first control valve 155 to open, and controls the opening of the third control valve 165 to decrease to the set value, so as to inflate the air tank 150; when the pressure of the air tank 150 reaches the set pressure value, that is, when the pressure value detected by the first pressure sensor 185 reaches the set pressure value, the controller 195 controls the first control valve 155 to close, and controls the third control valve 165 to return to the opening before adjustment.

[0070] Based on the same inventive concept, an embodiment of the present application also provides an engine air supply control method, including: responding to the idle condition signal of the engine 110, obtaining the idle time t of the engine 110, and when the idle time t satisfies t1≤t≤t2, controlling the first control valve 155 to open until the boost pressure of the turbine 141 is greater than the set pressure value; when the idle time t satisfies t2<t, controlling the opening of the second control valve 160 to decrease until the boost pressure of the turbine 141 is greater than the set pressure value.

[0071] When the vehicle idles for too long, the gas pressure in the third pipe 131 will be lower than the pressure of the intermediate housing of the compressor 142 of the supercharger, and the compressor 142 is prone to false oil leakage. These embodiments obtain the idle time of the engine 110 and take different control measures according to the different idle times. Specifically, when the idle time t satisfies t1≤t≤t2, the first control valve 155 is controlled to operate so that the high-pressure gas in the gas storage tank 150 flows into the third pipe 131, the gas pressure in the third pipe 131 is increased, and the boost pressure of the supercharger 142 is increased to be greater than the set pressure value, and the situation that the gas pressure in the compressor 142 of the supercharger is lower than the oil pressure in the intermediate housing is changed, so that the gas pressure in the compressor 142 is greater than or equal to the oil pressure in the intermediate housing, thereby avoiding false oil leakage of the compressor 142 to a certain extent, and reducing the probability of false oil leakage of the compressor 142. Specifically, as the air storage tank 150 is replenished with air, the air pressure in the air storage tank 150 gradually decreases, and the air replenishment capacity of the air storage tank 150 is reduced. Therefore, when the idle time t satisfies t2<t, not only the air storage tank 150 continues to replenish air to the third pipe 131, but also the opening of the second control valve 160 is controlled to decrease, thereby increasing the pre-turbine pressure level of the turbine 142, thereby increasing the boost pressure of the supercharger 142, so that the boost pressure of the supercharger 142 is greater than the set pressure value, so that the gas pressure in the supercharger compressor 142 is greater than or equal to the oil pressure in the intermediate casing, thereby avoiding false oil leakage of the compressor 142 to a certain extent, and reducing the probability of false oil leakage of the compressor 142.

[0072] Whether the engine 110 is idling can be determined by the speed and torque of the engine 110. In some embodiments, when the speed of the engine 110 is 600 rpm and the torque is 0, the engine 110 is in an idling condition. In some embodiments, the set pressure value is 5 kPa. It should be noted that when the boost pressure is greater than the set pressure value, the first control valve 155 can be controlled to close, so that the gas storage tank 150 is no longer exhausted, and the second control valve 160 is controlled to return to the opening before adjustment.

[0073] The specific values ​​of t1 and t2 are not limited in this application, and the user can design them according to the specific situation. In some embodiments, t1 is 30 minutes and t2 is 60 minutes.

[0074] In some embodiments, when the controller 195 detects that the engine 110 is in an idle condition and the idle time t satisfies t1≤t≤t2, the controller 195 controls the first control valve 155 to open. When the controller 195 detects that the detection value of the second pressure sensor 190 is greater than the set pressure value, the controller 195 controls the first control valve 155 to close. When the controller 195 detects that the engine 110 is in an idle condition and the idle time t satisfies t2<t, the controller 195 continues to control the first control valve 155 to open, and controls the air control valve 170 to operate so that the opening of the second control valve 160 is reduced. When the controller 195 detects that the detection value of the second pressure sensor 190 is greater than the set pressure value, the controller 195 controls the first control valve 155 to close and controls the second control valve 160 to return to the opening before adjustment.

[0075] Based on the same inventive concept, an embodiment of the present application also provides an engine air supply control method, including: responding to a braking operating condition signal of the engine 110, obtaining the braking time T of the engine 110, and when the braking time T satisfies T1≤T≤T2, controlling the first control valve 155 to open until the boost pressure of the turbine 141 is greater than the set pressure value; when the braking time T satisfies T2≤T, controlling the opening of the second control valve 160 to decrease until the boost pressure of the turbine 141 is greater than the set pressure value.

[0076] When the vehicle braking time is too long, the gas pressure in the third pipe 131 will be lower than the pressure of the intermediate housing of the compressor 142 of the supercharger, and the compressor 142 is prone to false oil leakage. These embodiments obtain the braking time of the engine 110 and take different control measures according to different braking times. Specifically, when the braking time T satisfies T1≤T≤T2, the first control valve 155 is controlled to operate, so that the gas outlet of the gas storage tank 150 is opened, so that the high-pressure gas in the gas storage tank 150 flows into the third pipe 131, the gas pressure in the third pipe 131 is increased, and the boost pressure of the supercharger 142 is increased to be greater than the set pressure value, and the situation that the gas pressure in the supercharger compressor 142 is lower than the oil pressure in the intermediate housing is changed, so that the gas pressure in the supercharger compressor 142 is greater than or equal to the oil pressure in the intermediate housing, thereby avoiding false oil leakage of the compressor 142 to a certain extent, and reducing the probability of false oil leakage of the compressor 142. Specifically, as the air storage tank 150 is replenished with air, the air pressure in the air storage tank 150 gradually decreases, and the air replenishment energy of the air storage tank 150 is reduced. Therefore, when the braking time T satisfies T2<T, not only the air storage tank 150 continues to replenish air to the third pipe 131, but also the opening of the second control valve 160 is controlled to decrease, thereby increasing the pre-turbine pressure level of the turbine 142, thereby increasing the boost pressure of the supercharger 142, so that the boost pressure of the supercharger 142 is greater than the set pressure value, so that the gas pressure in the supercharger compressor 142 is greater than or equal to the oil pressure in the intermediate casing, thereby avoiding false oil leakage of the compressor 142 to a certain extent, and reducing the probability of false oil leakage of the compressor 142.

[0077] Whether the engine 110 is in a braking condition can be determined by the vehicle speed, braking mode, idle speed, etc. In some embodiments, when the vehicle speed is greater than 0, the engine 110 is in braking mode, the engine 110 is at idle speed and the torque of the engine 110 is 0, it is a braking condition.

[0078] The specific values ​​of T1 and T2 are not limited in this application, and the user can design them according to the specific situation. In some embodiments, T1 is 15 minutes and T2 is 30 minutes.

[0079] In some embodiments, when the controller 195 detects that the engine 110 is in a braking condition and the braking time T satisfies T1≤T≤T2, the controller 195 controls the first control valve 155 to open. When the controller 195 detects that the detection value of the second pressure sensor 190 is greater than the set pressure value, the controller 195 controls the first control valve 155 to close. When the controller 195 detects that the engine 110 is in a braking condition and the braking time T satisfies T2<T, the controller 195 continues to control the first control valve 155 to open, and controls the air control valve 170 to operate so that the opening of the second control valve 160 is reduced. When the controller 195 detects that the detection value of the second pressure sensor 190 is greater than the set pressure value, the controller 195 controls the first control valve 155 to close and controls the second control valve 160 to return to the opening before adjustment.

[0080] Based on the same inventive concept, the embodiment of the present application also provides an engine air supply system 100. Since the vehicle includes the above-mentioned engine air supply system 100, it naturally has all the beneficial effects of the engine air supply system 100, which will not be described in detail here.

[0081] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine different embodiments or examples described in this specification.

[0082] In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the fact that they can be implemented by ordinary technicians in this field. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by this application.

[0083] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. An engine air supply system, characterized in that: include: Engine (110); A first air pipe assembly (120) and a second air pipe assembly (130); A turbocharger (140), comprising a turbine (141) and a compressor (142) connected to each other, wherein the first air pipe assembly (120) is connected to an air inlet of the turbine (141) and an air outlet of the engine (110), and the second air pipe assembly (130) is connected to an air outlet of the compressor (142) and an air inlet of the engine (110); An air storage tank (150), wherein the air inlet and outlet of the air storage tank (150) are connected to the second air pipe assembly (130); A first control valve (155), installed on the second air pipe assembly (130), used to control the opening and closing of the air inlet and outlet of the air storage tank (150); A third control valve (165) is installed on the second air pipe assembly (130) and is located between the engine (110) and the turbine (141).

2. The engine air supply system according to claim 1, characterized in that: The first air pipe assembly (120) comprises a first pipe (121) and a second pipe (122), wherein the first pipe (121) is connected to an air outlet of the engine (110) and an air inlet of the turbine (141), one end of the second pipe (122) is connected to the first pipe (121), and the third control valve (165) is installed on the second pipe (122); the engine air supply system (100) further comprises a second control valve (160), wherein the second control valve (160) is installed on the first pipe (121), and one end of the second pipe (122) connected to the first pipe (121) is located between the second control valve (160) and the turbine (141).

3. The engine air supply system according to claim 1 or 2, characterized in that: The second air pipe assembly (130) comprises: a third pipe (131) connected to an air outlet of the compressor (142) and an air inlet of the engine (110); A fourth pipe (132), the fourth pipe (132) is connected to the third pipe (131) and the air inlet and outlet of the air storage tank (150), and the first control valve (155) is installed on the fourth pipe (132) to control the opening and closing of the fourth pipe (132).

4. The engine air supply system according to claim 3, characterized in that: The engine air supply system (100) further comprises: an air dryer (180), installed on the fourth pipe (132) and located between the first control valve (155) and the air storage tank (150); An intercooler (175) is installed on the third pipe (131) and is located between the compressor (142) and the fourth pipe (132).

5. The engine air supply system according to claim 1 or 2, characterized in that: The engine air supply system (100) further comprises: The air control valve (170) is connected to the air storage tank (150) and the third control valve (165) and is used to control the opening degree of the third control valve (165).

6. The engine air supply system according to claim 5, characterized in that: The engine air supply system (100) further comprises: A first pressure sensor (185), installed on the gas storage tank (150), for detecting the gas pressure of the gas storage tank (150); A second pressure sensor (190) is installed in the third pipe (131), along the gas flow direction in the third pipe (131), and the intercooler (175) is located in front of the second pressure sensor (190) for detecting the gas pressure in the third pipe (131); The controller (195) is electrically connected to the first pressure sensor (185), the second pressure sensor (190), the air control valve (170) and the first control valve (155).

7. An engine air supply control method, characterized in that: The engine air supply control method is implemented based on the engine air supply system (100) described in any one of claims 1 to 6, comprising: responding to the low pressure signal of the air storage tank (150), judging whether the engine (110) is in a medium or high load condition, and if so, controlling the first control valve (155) to open and controlling the opening of the third control valve (165) to decrease to a set value until the pressure of the air storage tank (150) reaches the set pressure value.

8. An engine air supply control method, characterized in that: The engine air supply control method is implemented based on the engine air supply system (100) described in any one of claims 2 to 6, and comprises: in response to the idle condition signal of the engine (110), obtaining the idle time t of the engine (110); when the idle time t satisfies t1≤t≤t2, controlling the first control valve (155) to open until the boost pressure of the turbine (141) is greater than the set pressure value; when the idle time t satisfies t2<t, controlling the opening of the second control valve (160) to decrease until the boost pressure of the turbine (141) is greater than the set pressure value.

9. An engine air supply control method, characterized in that: The engine air supply control method is implemented based on the engine air supply system (100) described in any one of claims 2 to 6, and comprises: in response to the braking condition signal of the engine (110), obtaining the braking time T of the engine (110); when the braking time T satisfies T1≤T≤T2, controlling the first control valve (155) to open until the boost pressure of the turbine (141) is greater than the set pressure value; when the braking time T satisfies T2≤T, controlling the opening of the second control valve (160) to decrease until the boost pressure of the turbine (141) is greater than the set pressure value.

10. A vehicle, characterized in that: An engine air supply system (100) comprising any one of claims 1-6.

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