An engine air supply system, an engine air supply control method, and a vehicle

Abstract

The application discloses an engine air supply system, which comprises an engine, a first air pipe assembly and a second air pipe assembly, a turbocharger comprising a turbine and a compressor connected, the first air pipe assembly being communicated with an air inlet of the turbine and an air outlet of the engine, the second air pipe assembly being communicated with an air outlet of the compressor and an air inlet of the engine, a gas storage tank, an air inlet and an air outlet of the gas storage tank being communicated with the second air pipe assembly, a first control valve being installed on the second air pipe assembly and used for controlling opening and closing of the air inlet and the air outlet of the gas storage tank, and a third control valve being 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 particularly relates to an engine air supply system, an engine air supply control method and a vehicle. BACKGROUND

[0002] Blower oil leakage is one of common faults of a turbocharger of a diesel engine, accounting for more than 30% of turbocharger failures,

[0003] If the turbocharger is not damaged and fails, its oil leakage is basically false oil leakage; the reason for the false oil leakage of the turbocharger is that the pressure of the two wheels of the turbocharger is less than the pressure of the oil way of the intermediate shell under the condition of engine idling, causing false oil leakage of the turbocharger.

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

[0005] The present application aims to at least solve the technical problem that the compressor of the turbocharger is prone to false oil leakage in the related art. 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 comprises:

[0007] an engine;

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

[0009] a turbocharger comprising a connected turbine and compressor, the first air pipe assembly being communicated with an air inlet of the turbine and an air outlet of the engine, and the second air pipe assembly being communicated with an air outlet of the compressor and an air inlet of the engine;

[0010] a gas storage tank, an air inlet and outlet of the gas storage tank being communicated with the second air pipe assembly;

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

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

[0013] In some embodiments, the first air pipe assembly comprises 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 further comprises 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 air pipe 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 connected to the third pipe and the air inlet and outlet of the air tank, and the first control valve is installed on the fourth pipe for controlling the opening and closing 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 tank;

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

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

[0021] an air control valve connected to the air tank and the third control valve for controlling the opening of the third control valve.

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

[0023] a first pressure sensor installed on the air tank for detecting the air pressure of the air tank;

[0024] a second pressure sensor installed on the third pipe, the intercooler is located in front of the second pressure sensor along the direction of gas flow in the third pipe, for detecting the air pressure of the third pipe;

[0025] a controller 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, the embodiments of the present application provide an engine air supply control method, which is implemented based on the engine air supply system of the first aspect, and includes: in response to a low pressure signal of the gas storage tank, determining whether the engine is in a medium-high load working condition, and if yes, controlling the first control valve to open and the opening degree of the third control valve to decrease to a set value until the pressure of the gas storage tank reaches a set pressure value.

[0027] In a third aspect, the embodiments of the present application provide an engine air supply control method, which is implemented based on the engine air supply system of the first aspect, and includes: in response to an idle working condition signal of the engine, acquiring an idle time t of the engine, when the idle time t satisfies t1≤t≤t2, controlling the first control valve to open until the boost pressure of the turbo machine is greater than a set pressure value; and when the idle time t satisfies t2

[0028] In a fourth aspect, the embodiments of the present application provide an engine air supply control method, which is implemented based on the engine air supply system of the first aspect, and includes: in response to a brake working condition signal of the engine, acquiring a brake time T of the engine, when the brake time T satisfies T1≤T≤T2, controlling the first control valve to open until the boost pressure of the turbo machine is greater than a set pressure value; and when the brake time T satisfies T2≤T, controlling the opening degree of the second control valve to decrease until the boost pressure of the turbo machine is greater than the set pressure value.

[0029] In a fifth aspect, the embodiments of the present application provide a vehicle, which includes the engine air supply system of the first aspect.

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

[0031] The engine air supply system can reduce the energy discharged by the third control valve by reducing the opening of the third control valve when the vehicle is in a high-speed, high-load, etc. state, so that more energy is transmitted to the turbocharger, is utilized by the turbocharger, improves the supercharging capacity of the turbocharger, and makes the turbocharger have excess supercharging capacity to charge the gas tank when the vehicle is in a high-speed, high-load, etc. state, so that the gas is stored in the gas tank. The engine air supply system does not need to use an air compressor to charge the gas tank, but uses the excess supercharging capacity of the turbocharger when the vehicle is in a high-speed, high-load, etc. state to charge the gas tank, which can effectively reduce fuel consumption. After such design, when the supercharging pressure of the turbocharger is low, the supercharging pressure of the supercharger can be increased to a suitable pressure value by the way of the gas tank supplying gas to the second air pipe assembly, that is, the gas pressure of the second air pipe assembly is increased, so as to change the situation that the gas pressure in the compressor is lower than the oil pressure in the intermediate shell, so that the gas pressure in the turbocharger is greater than or equal to the oil pressure in the intermediate shell, thereby to a certain extent avoiding the false oil leakage of the compressor and reducing the probability of false oil leakage of the compressor. BRIEF DESCRIPTION OF DRAWINGS

[0032] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

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

[0034] Reference signs: 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-gas 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] With reference to the accompanying drawings, the technical solutions in the embodiments of the present application will be clearly and completely described below. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of the present application.

[0036] It should be noted that all the directional indications in the embodiments of the present application are only used to explain the relative positional relationship and movement condition between components in a certain posture, and if the certain posture changes, the directional indications will also change accordingly.

[0037] In the present application, unless specifically defined and limited otherwise, the terms "connection", "fixation" and the like should be understood in a broad sense, for example, "fixation" can be fixed connection, or detachable connection, or integral; can be mechanical connection, or electrical connection; can be direct connection, or indirect connection through an intermediate medium; can be the internal connection of two elements or the interaction relationship between two elements, unless specifically defined otherwise. For those of ordinary skill in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0038] In addition, the description such as "first", "second" and the like in the present application is only for the purpose of description, and cannot be understood as indicating or implying the relative importance of the indicated technical features or implicitly indicating the number of the indicated technical features. Therefore, the features limited by "first", "second" can explicitly or implicitly include at least one of the features. In addition, the technical solutions of each embodiment can be combined with each other, but it must be based on the fact that a person of ordinary skill in the art can realize it, and when the combination of technical solutions appears contradictory or unachievable, it should be considered that the combination of technical solutions does not exist, and is not within the scope of protection required by the present application.

[0039] The specific reasons for causing the false oil leakage of the supercharger include:

[0040] 1. The negative pressure caused by the clogging of the air filter is more than 5.5kPa, which will cause the oil leakage of the supercharger.

[0041] 2. When the vehicle is in a mountainous area and drives down a steep slope, the engine is not accelerated and drives at a low speed for more than 15 minutes, the exhaust brake is used, which causes the exhaust back pressure to rise rapidly, the continuous and sufficient pressure in the intake pipe cannot be established, and when the engine is dragged in the opposite direction, the negative pressure is formed by the reverse air suction, which causes the oil leakage of the supercharger. When the idle time of the whole vehicle is more than 30 minutes, the risk of oil leakage of the supercharger will increase. It is found through actual vehicle monitoring that the idle time of many vehicles is even more than 2 hours, and the risk of oil leakage of the supercharger is higher.

[0042] 3. Poor oil return will cause turbocharger to leak oil: The turbocharger returns oil by relying on the weight of the oil from the turbocharger return pipe into the engine. If the return pipe is blocked, the turbocharger will not return oil, and the turbocharger will leak oil at the turbine end and the pressure end.

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

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

[0045] The present application will be described below in conjunction with 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, a gas storage tank 150, a first control valve 155 and a third control valve 165. The turbocharger 140 includes a turbine 141 and a compressor 142 connected, the first air pipe assembly 120 is communicated with the air inlet of the turbine 141 and the air outlet of the engine 110, and the second air pipe assembly 130 is communicated with the air outlet of the compressor 142 and the air inlet of the engine 110; the air inlet and outlet of the gas storage tank 150 are communicated with 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 gas storage tank 150; and 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 the turbine 141 and the compressor 142, the air inlet of the turbine 141 and the air outlet of the engine 110 are communicated 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, and the turbine 141 rotates to drive the compressor 142 to rotate, and the compressor 142 rotates to suck the external gas from the air inlet of the compressor 142 and compresses the gas and discharges the gas from the air outlet of the compressor 142. The specific structure and connection mode of the turbine 141 and the compressor 142 are various, which are not limited in the present application.

[0048] The gas discharged from the outlet of the compressor 142 enters into the second air pipe assembly 130, and then passes through the second air pipe assembly 130 and the air inlet of the engine 110 to enter into the engine 110, so that more fuel in the engine 110 can be fully combusted, and the power output of the engine 110 can be improved, the combustion efficiency of the fuel can be improved, and the emission of the incompletely combusted fuel can be reduced.

[0049] Since the inlet and outlet of the gas storage tank 150 are communicated with the second air pipe assembly 130, the gas discharged from the outlet of the compressor 142 can also enter into the gas storage tank 150 along the second air pipe assembly 130 and through the inlet and outlet of the gas storage tank 150 to be stored in the gas storage tank 150, and the gas in the gas storage tank 150 can also be discharged into the second air pipe assembly 130 through the inlet and outlet of the gas storage tank 150 to increase the boost pressure of the compressor 142 of the turbocharger 140, that is, to increase 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 inlet and outlet of the gas storage tank 150. When the first control valve 155 is opened, the boost gas discharged from the outlet of the compressor 142 can enter into the gas storage tank 150 along the second air pipe assembly 130 and be stored in the gas storage tank 150, and when the gas pressure in the gas storage tank 150 is greater than the gas pressure in the second air pipe assembly 130, the gas in the gas storage tank 150 can also be discharged into the second air pipe assembly 130. Conversely, when the first control valve 155 is closed, the boost gas discharged from the outlet of the compressor 142 cannot enter into the gas storage tank 150, and the gas stored in the gas storage tank 150 cannot be discharged into the second air pipe assembly 130.

[0051] The third control valve 165 is installed on the second air pipe assembly 130 and located between the engine 110 and the turbine 141, so that the excess exhaust gas discharged from 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 or high-load state, the third control valve 165 can be opened to allow part of the gas to be discharged into the atmosphere through the third control valve 165.

[0052] The engine air supply system 100 can reduce the energy discharged 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, or the like state, so that more energy is transmitted to the turbocharger 140, utilized by the turbocharger 140, improves the supercharging capacity of the turbocharger 140, and makes the turbocharger 140 in a high-speed, high-load, or the like state. The excess supercharging capacity of the turbocharger 140 charges the gas tank 150, so that the gas is stored in the gas tank 150. The engine air supply system 100 does not need to use the air compressor to charge the gas tank 150, but uses the excess supercharging capacity of the turbocharger 140 when the vehicle is in a high-speed, high-load, or the like state. The gas tank 150 can effectively reduce fuel consumption. After such design, when the supercharging pressure of the supercharger 142 of the turbocharger 140 is low, the supercharging pressure of the supercharger 142 can be increased to an appropriate pressure value by the way of the gas tank 150 to the second air pipe assembly 130, that is, the gas pressure of the second air pipe assembly 130 is increased, so as to change the condition that 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, so as to avoid the false oil leakage of the compressor 142 to a certain extent, and reduce 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 communicated with the gas outlet of the engine 110 and the gas inlet of the turbine 141, one end of the second pipe 122 is communicated with the first pipe 121, and the third control valve 165 is installed on the second pipe 122; the engine air supply system 100 further includes a second control valve 160, the second control valve 160 is installed on the first pipe 121, and the second pipe 122 is communicated with one end of the first pipe 121 between the second control valve 160 and the turbine 141.

[0054] One end of the first pipe 121 is connected to the gas outlet of the engine 110, and the other end of the first pipe 121 is connected to the gas 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 gas pipe assembly 120, so that the gas discharged from the gas 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 state, the second control valve 160 is fully open. The pre-turbine pressure of the turbine 141 can be adjusted by changing the opening degree of the second control valve 160. Specifically, the gas storage capacity of the gas storage tank 150 is limited, and its adjustment capacity for the supercharging pressure of the supercharger 142 is limited. When the vehicle is in a long idle state and the supercharger 142 has insufficient gas supply capacity, the pre-turbine pressure level of the turbine 142 can be increased by reducing the opening degree of the second control valve 160, so as to increase the supercharging pressure of the supercharger 142, thereby avoiding the problem of false oil leakage of the supercharger caused by long idle.

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

[0056] One end of the third pipe 131 is connected to the gas outlet of the supercharger 142, and the other end of the third pipe 131 is connected to the gas 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 gas inlet and outlet of the gas storage tank 150. The first control valve 155 is installed on the fourth pipe 132 for controlling the opening and closing of the fourth pipe 132, thereby indirectly controlling the opening and closing of the gas inlet and outlet of the gas storage tank 150. Specifically, when the first control valve 155 is closed, the gas storage tank 150 cannot intake or discharge gas, and when the first control valve 155 is open, the gas storage tank 150 can intake or discharge gas.

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

[0058] In some embodiments, the engine air supply system 100 further comprises an air control valve 170, which is in communication with the air tank 150, the second control valve 160 and the third control valve 165, and is used to control the opening degree 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, also known as an AVU valve, has one air inlet and two air outlets. The air inlet is in communication with the air tank 150, and the air tank 150 supplies air to the air control valve 170. The two air outlets are in communication with the second control valve 160 and the third control valve 165, respectively. The air control valve 170 controls the opening degree of the second control valve 160 by controlling the gas pressure in the second control valve 160, and similarly, the air control valve 170 controls the opening degree 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, and controlling the opening degree 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 comprises an air dryer 180, which is installed on the fourth pipe 132 and located between the first control valve 155 and the air tank 150.

[0061] The air dryer 180 is installed on the fourth pipe 132 to dry the gas flowing through the fourth pipe 132 and remove the water in the air to prevent corrosion of the engine 110, the air tank 150, etc. The structure and installation method of the air dryer 180 are various and known to those skilled in the art, and are not described here. When the air pressure of the air tank 150 exceeds a threshold value, the excess high-pressure gas in the air 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 comprises an intercooler 175, which is installed on the third pipe 131 and located between the air compressor 142 and the fourth pipe 132.

[0063] The intercooler 175 is installed on the third pipe 131 and located between the air compressor 142 and the fourth pipe 132, and can cool the gas discharged from the air outlet of the air compressor 142. The cooled gas then enters the engine 110 or the air tank 150. By reducing the intake temperature, the charging efficiency of the engine 110 can be improved, thereby improving the power performance of the engine 110, and helping to reduce the thermal load of the air tank 150, the air dryer 180, etc., and prolong the service life.

[0064] In some embodiments, the engine air supply system 100 further comprises 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 to detect the air pressure of the air tank 150. The second pressure sensor 190 is installed on the third pipe 131 along the direction of the air flow in the third pipe 131, and the intercooler 175 is located in front of the second pressure sensor 190 to detect the air pressure of 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] In this way, the first pressure sensor 185, the second pressure sensor 190, the air control valve 170 and the first control valve 155 are electrically connected to the controller 195. The controller 195 can control the air control valve 170 to act based on the pressure values detected by the first pressure sensor 185 and the second pressure sensor 190, so as to control the opening degree of the second control valve 160 and the third control valve 165, or control the first control valve 155 to act, so that the first control valve 155 is opened or closed.

[0066] Based on the same inventive concept, the embodiments of the present application also provide an engine air supply control method, which comprises: in response to a low pressure signal of the air tank 150, judging whether the engine 110 is in a medium-high load working condition, and if so, controlling the first control valve 155 to be opened and controlling the opening degree of the third control valve 165 to be reduced to a set value until the pressure of the air tank 150 reaches a set pressure value.

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

[0068] The engine 110 can be determined to be in a high load condition by the torque, the rotation speed and the pre-intercooler pressure of the engine 110. In some embodiments, the engine 110 is in a high load condition when the rotation speed of the engine 110 is greater than 1300 rpm, the torque of the engine 110 is greater than 1500 N.M and the pre-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 a set value to charge the gas tank 150; when the pressure of the gas tank 150 reaches the set pressure value, i.e., 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, the present application also provides an engine air supply control method, comprising: in response to an idle condition signal of an engine 110, obtaining an idle time t of the engine 110; when the idle time t satisfies t1≤t≤t2, controlling a first control valve 155 to open until the boost pressure of a turbo 141 is greater than a set pressure value; and when the idle time t satisfies t2

[0071] When the vehicle idles for a long time, the gas pressure in the third pipe 131 can be less than the pressure of the intermediate casing of the compressor 142 of the supercharger, and the compressor 142 is prone to false oil leakage. In these embodiments, the idle time of the engine 110 is obtained, and different control measures are taken according to different idle times. Specifically, when the idle time t satisfies t1≤t≤t2, the first control valve 155 is controlled to act, so that the high-pressure gas in the gas tank 150 flows into the third pipe 131, the gas pressure in the third pipe 131 is increased, the supercharging pressure of the supercharger 142 is greater than the set pressure value, the condition that the gas pressure in the compressor 142 of the supercharger is lower than the oil pressure in the intermediate casing is changed, and the gas pressure in the compressor 142 is greater than or equal to the oil pressure in the intermediate casing, thereby to some extent avoiding the false oil leakage of the compressor 142 and reducing the probability of false oil leakage of the compressor 142. Specifically, as the gas tank 150 is replenished, the gas pressure in the gas tank 150 gradually decreases, and the gas replenishment capacity of the gas tank 150 decreases, so when the idle time t satisfies t2

[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 supercharging pressure is greater than the set pressure value, the first control valve 155 can be controlled to be closed, so that the gas tank 150 no longer discharges, and the second control valve 160 is controlled to return to the opening degree before adjustment.

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

[0074] In some embodiments, when the controller 195 detects that the engine 110 is in an idle state and the idle time t satisfies t1≤t≤t2, the controller 195 controls the first control valve 155 to open, and controls the first control valve 155 to close when the controller 195 detects that the detected value of the second pressure sensor 190 is greater than the set pressure value. When the controller 195 detects that the engine 110 is in an idle state and the idle time t satisfies t2

[0075] Based on the same inventive concept, the embodiments of the present application also provide an engine air supply control method, comprising: in response to a braking state signal of an engine 110, obtaining a braking time T of the engine 110, and when the braking time T satisfies T1≤T≤T2, controlling a first control valve 155 to open until the boost pressure of a turbine 141 is greater than a set pressure value; and when the braking time T satisfies T2≤T, controlling the opening degree of a 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 brakes for a long time, the gas pressure in the third pipe 131 can be less than the pressure of the intermediate shell of the compressor 142 of the supercharger, and the compressor 142 is prone to false oil leakage. In these embodiments, the braking time of the engine 110 is obtained, and different control measures are taken according to the braking time. Specifically, when the braking time T satisfies T1≤T≤T2, the first control valve 155 is controlled to act, so that the gas outlet of the gas tank 150 is opened, and the high-pressure gas in the gas tank 150 flows into the third pipe 131, thereby increasing the gas pressure in the third pipe 131 and increasing the supercharging pressure of the supercharger 142 to be greater than the set pressure value, changing the condition that the gas pressure in the supercharger compressor 142 is less 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 some extent and reducing the probability of false oil leakage of the compressor 142. Specifically, as the gas tank 150 is replenished, the gas pressure in the gas tank 150 gradually decreases, and the gas tank 150 is replenished to reduce the gas pressure in the gas tank 150. Therefore, when the braking time T satisfies T2

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

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

[0079] In some embodiments, when the controller 195 detects that the engine 110 is in the braking mode and the braking time T satisfies T1≤T≤T2, the controller 195 controls the first control valve 155 to open, and controls the first control valve 155 to close when the controller 195 detects that the detection value of the second pressure sensor 190 is greater than the set pressure value. When the controller 195 detects that the engine 110 is in the braking mode and the braking time T satisfies T2

[0080] Based on the same inventive concept, the embodiments of the present application further provide an engine air supply system 100. Since the vehicle comprises the engine air supply system 100 described above, it naturally has all the beneficial effects of the engine air supply system 100, which will not be repeated here.

[0081] In the description of the present application, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present application, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and integrate different embodiments or examples described in the present application.

[0082] In addition, the technical solutions of each embodiment can be combined with each other, but it must be based on the fact that a person skilled in the art can realize it, and when the combination of technical solutions appears contradictory or cannot be realized, it should be considered that the combination of technical solutions does not exist, nor is it within the protection scope required by the present application.

[0083] Although the embodiments of the present application have been shown and described, those skilled in the art can understand that various changes, modifications, replacements and variations can be made to these embodiments without departing from the principles and purposes of the present application, and 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 trachea assembly (120) and a second trachea assembly (130); A turbocharger (140) comprising a connected turbine (141) and a compressor (142), 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), mounted on the second air pipe assembly (130), for controlling the opening and closing of the air inlet and outlet of the air storage tank (150); a second control valve (160), mounted on the first air pipe assembly (120); a third control valve (165) mounted on the second air pipe assembly (130) and located between the engine (110) and the turbine (141); The air control valve (170) is connected to the air storage tank (150), the second control valve (160) and the third control valve (165). The second control valve (160) and the third control valve (165) are both pneumatic valves. The air control valve (170) controls the opening of the second control valve (160) and the third control valve (165) by controlling the gas pressure in the valve.

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 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 the third control valve (165) is installed on the second pipe (122); 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 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). The first control valve (155) is installed on the fourth pipe (132) and is used 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 includes: 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 includes: a first pressure sensor (185), mounted 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 direction of gas flow 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).

6. An engine air supply control method, characterized in that: The engine air supply system (100) according to any one of claims 1 to 5 is implemented, and the engine air supply control method comprises: responding to a low-pressure signal of the air storage tank (150), judging whether the engine (110) is in a medium-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.

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) according to any one of claims 2 to 5, comprising: in response to an idle operating 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 a 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.

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) according to any one of claims 2 to 5, comprising: obtaining the braking time T of the engine (110) in response to a braking operating condition signal 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 a set pressure value; and 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.

9. A vehicle, characterized in that: An engine air supply system (100) comprising any one of claims 1-5.

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