Air supply control method and vehicle

Abstract

The invention provides a gas supply control method and a vehicle, and relates to the technical field of automobiles, the method is used for controlling a gas supply assembly of the vehicle to supply gas to a cylinder of an engine of the vehicle, and the method comprises the following steps: determining the working condition of a tail gas catalyst of the vehicle after the engine is started; if the tail gas catalytic converter is in the non-light-off working condition, the gas supply assembly is controlled to provide combustion-supporting gas with the oxygen concentration within the first concentration range for the air cylinder; and if the tail gas catalyst is in the ignition working condition, the gas supply assembly is controlled to provide combustion-supporting gas with the oxygen concentration within a second concentration range for the air cylinder, and the lower limit value of the second concentration range is larger than the upper limit value of the first concentration range. The method is beneficial for reducing harmful pollutants in the tail gas of the vehicle under the light-off working condition.

Description

Technical Field

[0001] The present invention relates to the field of automobile technology, and in particular to an air supply control method and a vehicle. Background Art

[0002] For gasoline vehicles, hybrid vehicles and other vehicles equipped with engines, the engines need to be started and stopped frequently during daily driving. For a period of time after the engine is started, the exhaust catalyst (such as a three-way catalyst) on the exhaust pipe of the vehicle is still in the ignition state, and the efficiency of the catalyst in converting harmful pollutants in the exhaust gas into harmless substances is low. During this period, the content of harmful pollutants in the exhaust gas emitted by the vehicle is relatively high, which will not only harm the environment, but also endanger the health of pedestrians near the car. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention provides an air supply control method, which is beneficial to reducing harmful pollutants in the exhaust gas of a vehicle under a light-off condition.

[0004] The present invention also provides a vehicle.

[0005] According to a first aspect of the present invention, an air supply control method is used to control an air supply component of a vehicle to provide gas to a cylinder of an engine of the vehicle. The air supply control method comprises the following steps: determining an operating condition of an exhaust catalyst of the vehicle after the engine is started; If the exhaust catalyst is in a non-ignition condition, controlling the gas supply assembly to provide the cylinder with a combustion-supporting gas having an oxygen concentration within a first concentration range; If the exhaust catalyst is in the ignition condition, the gas supply assembly is controlled to provide the cylinder with combustion-supporting gas with an oxygen concentration within a second concentration range, and the lower limit value of the second concentration range is greater than the upper limit value of the first concentration range.

[0006] According to the air supply control method of the first embodiment of the present invention, there are at least the following beneficial effects: the catalytic efficiency of the exhaust catalyst is related to the temperature. After the engine is started, the exhaust catalyst needs to go through a light-off activation process to enter a suitable working temperature. This light-off activation process is the light-off condition. When the exhaust catalyst is in the light-off condition, a gas with a higher oxygen concentration (compared to the non-light-off condition) is provided to the cylinder of the engine, which is conducive to more complete combustion of the fuel in the cylinder under the light-off condition. On the one hand, more complete combustion of the fuel in the cylinder is conducive to reducing harmful pollutants generated by incomplete combustion; on the other hand, more complete combustion of the fuel in the cylinder is conducive to increasing the temperature of the gas discharged by the engine, thereby shortening the time required for the exhaust catalyst to light up, so that the exhaust catalyst can more quickly enter a state where harmful pollutants can be efficiently converted into harmless gases, thereby reducing harmful pollutants in the exhaust gas of the vehicle. Therefore, this method is conducive to reducing harmful pollutants in the exhaust gas of the vehicle under the light-off condition.

[0007] According to some embodiments of the present invention, the air supply control method also includes: determining the altitude and / or ambient temperature of the vehicle's location; and adjusting the oxygen concentration of the gas provided to the cylinder under the non-ignition condition and the ignition condition according to the altitude and / or the ambient temperature.

[0008] According to some embodiments of the present invention, regulating the oxygen concentration of the gas provided to the cylinder in the non-ignition condition and the ignition condition according to the altitude and the ambient temperature includes: if the exhaust catalyst is in a non-ignition condition, and the altitude is higher than a preset altitude and / or the ambient temperature is lower than a preset temperature, controlling the air supply assembly to provide the cylinder with a combustion-supporting gas with an oxygen concentration within a first sub-range; if the exhaust catalyst is in a non-ignition condition, the altitude is lower than a preset altitude, and the ambient temperature is higher than a preset temperature, controlling the air supply assembly to provide the cylinder with a combustion-supporting gas with an oxygen concentration within a second sub-range; wherein the first concentration range includes the first sub-range and the second sub-range, and the lower limit value of the first sub-range is greater than the upper limit value of the second sub-range.

[0009] According to some embodiments of the present invention, regulating the oxygen concentration of the gas provided to the cylinder in the non-ignition condition and the ignition condition according to the altitude and the ambient temperature includes: if the exhaust catalyst is in the ignition condition, and the altitude is higher than a preset altitude and / or the ambient temperature is lower than a preset temperature, controlling the air supply assembly to provide the cylinder with a combustion-supporting gas having an oxygen concentration within a third sub-range; if the exhaust catalyst is in the ignition condition, the altitude is lower than a preset altitude, and the ambient temperature is higher than a preset temperature, controlling the air supply assembly to provide the cylinder with a combustion-supporting gas having an oxygen concentration within a fourth sub-range; wherein the second concentration range includes the third sub-range and the fourth sub-range, and the lower limit value of the third sub-range is greater than the upper limit value of the fourth sub-range.

[0010] According to some embodiments of the present invention, the second sub-range is 21% vol-22% vol; and / or the fourth sub-range is 22.5% vol-23.5% vol.

[0011] According to some embodiments of the present invention, adjusting the oxygen concentration of the gas provided to the cylinder in the non-ignition condition and the ignition condition according to the altitude and the ambient temperature includes: if the altitude is higher than a preset altitude and / or the ambient temperature is lower than a preset temperature, controlling the gas supply assembly to provide the cylinder with a combustion-supporting gas with an oxygen concentration of not less than 23%vol and not more than 27%vol.

[0012] A vehicle according to an embodiment of the second aspect of the present invention comprises an engine, an air supply assembly, an exhaust assembly and a controller, the engine comprising a cylinder, the air supply assembly being connected to the engine and used for supplying a combustion-supporting gas to the cylinder, the exhaust assembly being connected to the engine and used for discharging exhaust gas from the cylinder, the exhaust assembly comprising an exhaust catalyst, and the controller being used for: determining the operating condition of the exhaust catalyst of the vehicle after the engine is started; if the exhaust catalyst is in a non-ignition operating condition, controlling the air supply assembly to supply a combustion-supporting gas having an oxygen concentration within a first concentration range to the cylinder; and if the exhaust catalyst is in a ignition operating condition, controlling the air supply assembly to supply a combustion-supporting gas having an oxygen concentration within a second concentration range to the cylinder, the lower limit value of the second concentration range being greater than the upper limit value of the first concentration range.

[0013] According to some embodiments of the present invention, the engine includes an intake manifold, and the air supply assembly includes: a first intake pipe, the inlet end of which is used to introduce air; an oxygen concentrator, used to produce oxygen, and the oxygen concentrator is installed on the first intake pipe; a gas tank, installed on the first intake pipe and located downstream of the oxygen concentrator; an oxygen valve, installed on the first intake pipe and located downstream of the gas tank, and the controller can adjust the opening of the oxygen valve; an oxygen injector, installed on the first intake pipe and located downstream of the gas tank, and the oxygen injector extends into the intake manifold or into the cylinder.

[0014] According to some embodiments of the present invention, the air supply assembly also includes a second intake pipe and a throttle valve, the outlet end of the second intake pipe is connected to the intake manifold, the inlet end of the second intake pipe is used to introduce air, and the throttle valve is installed on the second intake pipe; the exhaust assembly includes an exhaust pipe, the exhaust pipe is connected to the engine, the exhaust catalyst is installed on the exhaust pipe, the vehicle also includes a return pipe and a return valve, the return valve is installed on the return pipe, the inlet end of the return pipe is connected to the exhaust pipe, and the inlet end of the return pipe is located downstream of the exhaust catalyst, the outlet end of the return pipe is connected to the second intake pipe, and the outlet end of the return pipe is located upstream of the oxygen injector, and the controller can adjust the opening of the return valve and the opening of the throttle valve.

[0015] According to some embodiments of the present invention, the engine includes an intake manifold and a plurality of intake ducts, wherein the inlet ends of the intake ducts are connected to the intake manifold, and the outlet ends of the intake ducts are connected to the cylinders; the air supply assembly includes an oxygen injector, wherein the oxygen injector is installed on the intake manifold and extends into the interior of the intake manifold, wherein the oxygen injector is located at one end of the intake manifold close to the intake ducts, and wherein the oxygen injector is used to form a plurality of airflows, wherein each airflow enters a different intake duct.

[0016] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The present invention will be further described below with reference to the accompanying drawings and embodiments, wherein: Figure 1 A schematic diagram of an engine, an air supply assembly and an exhaust assembly of a vehicle in one embodiment of the present invention; Figure 2 A schematic diagram of a cylinder and an oxygen injector according to an embodiment of the present invention (from a front view); Figure 3 for Figure 2A top view of the cylinder and oxygen injector is shown.

[0018] Figure numerals: 101-air filter, 102-second intake pipe, 103-return valve, 104-exhaust catalyst, 105-exhaust pipe, 106-particulate filter, 107-muffler, 108-exhaust valve, 109-fuel tank, 110-fuel filter, 111-fuel pump, 112-fuel pipeline, 113-engine, 114-oxygen injector, 115-intake manifold, 116-throttle, 117-first intake pipe, 118-pressure regulating valve, 119-oxygen valve, 120-gas storage tank, 121-oxygen generator, 122-turbocharger , 123-return air cooler, 124-return air pipe, 125-exhaust manifold, 126-spark plug, 127-fuel injector, 128-cylinder, 129-intercooler, 130-radiator, 131-adsorption tower, 132-intake duct, 133-exhaust duct, 134-air flow, 135-oil beam, 136-total intake end, 137-first inlet end, 138-first outlet end, 139-second inlet end, 140-second outlet end, 141-exhaust inlet end, 142-exhaust outlet end, 143-return air inlet end, 144-return air outlet end. DETAILED DESCRIPTION

[0019] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0020] In the description of the present invention, it should be understood that descriptions involving orientations, such as up, down, front, back, left, right, etc., and orientations or positional relationships indicated are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0021] In the description of the present invention, "several" means more than one, "many" means more than two, "greater than", "less than", "exceed" etc. are understood to exclude the number itself, and "above", "below", "within" etc. are understood to include the number itself. If there is a description of "first" or "second", it is only used for the purpose of distinguishing technical features, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features or implicitly indicating the order of the indicated technical features.

[0022] In the description of the present invention, unless otherwise clearly defined, terms such as setting, installing, connecting, etc. should be understood in a broad sense, and technicians in the relevant technical field can reasonably determine the specific meanings of the above terms in the present invention based on the specific content of the technical solution.

[0023] like Figure 1 As shown, in one embodiment of the present invention, the vehicle includes an engine 113, an oil supply assembly, an air supply assembly, an exhaust assembly and a controller. The oil supply assembly and the air supply assembly are both connected to the engine 113, the oil supply assembly is used to provide fuel to the cylinder 128 of the engine 113, and the air supply assembly is used to provide gas to the cylinder 128 of the engine 113, and the gas and fuel are mixed and burned in the cylinder 128. The exhaust assembly is connected to the engine 113 and is used to discharge the exhaust gas of the cylinder 128. The controller is not shown in the drawings, and the engine 113, the air supply assembly, the oil supply assembly, and the exhaust assembly are all connected to the controller in communication so that the controller can control the operation of the engine 113 and the above-mentioned components.

[0024] like Figure 1 As shown, the engine 113 includes a cylinder 128, an intake manifold 115, an exhaust manifold 125 and a spark plug 126. The intake manifold 115 is used to deliver gas to the cylinder 128, and the spark plug 126 is used to ignite so that the fuel is burned. The exhaust gas generated after the fuel is burned can be discharged from the exhaust manifold 125. The vehicle can also include a radiator 130, which can be a water-cooled heat exchanger. The radiator 130 is used to cool the engine 113 to prevent the engine 113 from overheating.

[0025] like Figure 1 As shown, the fuel supply assembly includes a fuel delivery pipe 112, and a fuel tank 109, a fuel filter 110, a fuel pump 111, and a fuel injector 127 sequentially distributed along the fuel delivery pipe 112. The fuel tank 109 is used to store fuel, the fuel filter 110 is used to filter out impurities in the fuel, and the fuel pump 111 is used to drive the fuel from the fuel tank 109 to the fuel injector 127. The fuel injector 127 can extend into the cylinder 128, and the fuel injector 127 can inject fuel into the cylinder 128.

[0026] like Figure 1As shown, the air supply assembly includes a first air intake pipe 117, an oxygen concentrator 121, a gas storage tank 120, an oxygen valve 119 and an oxygen injector 114. The inlet end (first inlet end 137) of the first air intake pipe 117 is used to introduce air, and the outlet end (first outlet end 138) of the first air intake pipe 117 is located near the engine 113. The oxygen concentrator 121, the gas storage tank 120, the oxygen valve 119 and the oxygen injector 114 are all installed on the first air intake pipe 117, and the oxygen injector 114 is located downstream of the oxygen valve 119, the oxygen valve 119 is located downstream of the gas storage tank 120, and the gas storage tank 120 is located downstream of the oxygen concentrator 121. Air can first enter the first air intake pipe 117 from the first inlet end 137, and then enter the oxygen concentrator 121. The oxygen concentrator 121 produces oxygen, and the gas output by the oxygen concentrator 121 contains a relatively high concentration of oxygen. The gas storage tank 120 is used to store the gas output by the oxygen generator 121. The gas supply assembly may also include a pressure regulating valve 118, which is installed on the first air inlet pipe 117 and is located between the oxygen valve 119 and the oxygen injector 114. The oxygen valve 119 is used to adjust the flow of gas flowing to the oxygen injector 114. When the oxygen valve 119 is completely closed, the gas in the gas storage tank 120 will not flow to the oxygen injector 114. The pressure regulating valve 118 is used to adjust the air pressure in the first air inlet pipe 117 so that the oxygen injector 114 can spray gas at an appropriate pressure. It should be noted that the gas sprayed by the oxygen injector 114 is not pure oxygen. The gas sprayed by the oxygen injector 114 is actually a mixed gas, but the oxygen concentration of the mixed gas is relatively high (higher than the oxygen concentration of air). For example, the oxygen concentration of the gas sprayed by the oxygen injector 114 can be above 95%vol. In some embodiments, the oxygen injector 114 may extend into the interior of the intake manifold 115 ; in other embodiments not shown, the oxygen injector 114 may also extend into the interior of the cylinder 128 , as long as the gas ejected by the oxygen injector 114 can eventually enter the cylinder 128 .

[0027] The oxygen generator 121 may include two adsorption towers 131, and the interior of the adsorption towers 131 is filled with molecular sieves (such as zeolite molecular sieves), and the molecular sieves are used to adsorb nitrogen in the air. Since the nitrogen is adsorbed after the air flow 134 passes through the adsorption towers 131, the gas output by the adsorption towers 131 contains a relatively high concentration of oxygen. The oxygen generator 121 may also include an air compressor and a valve assembly (not shown). After the air compressor is started, the air enters the adsorption tower 131. The valve assembly is used to switch the air path inside the oxygen generator 121, so that the air enters the two adsorption towers 131 in turn. Each adsorption tower 131 periodically adsorbs and releases nitrogen, and the oxygen generator 121 can continuously output oxygen. For example, the two adsorption towers 131 are respectively the first adsorption tower 131 and the second adsorption tower 131. In the first time period, air is only passed into the first adsorption tower 131, and the first adsorption tower 131 adsorbs nitrogen in the air; in the second time period, air is only passed into the second adsorption tower 131, and the second adsorption tower 131 adsorbs nitrogen in the air, and at this time, the first adsorption tower 131 releases the adsorption of nitrogen, so that the first adsorption tower 131 can be used again to adsorb nitrogen in the next time period; in the third time period, air is only passed into the first adsorption tower 131, and the first adsorption tower 131 adsorbs nitrogen in the air, and at this time, the second adsorption tower 131 releases the adsorption of nitrogen. After the adsorption tower 131 desorbs nitrogen, nitrogen is discharged from the exhaust gas pipeline (not shown) of the oxygen generator 121, and nitrogen does not enter the first air inlet pipe 117. In this way, the oxygen generator 121 can continuously output oxygen.

[0028] In this embodiment, oxygen is produced by an oxygen concentrator 121 and gas with a high oxygen concentration is provided to the engine 113. The oxygen concentrator 121 produces oxygen from air in the atmospheric environment. Therefore, the user does not need to frequently replace the gas tank 120 or inflate the gas tank 120 through a gas filling station outside the vehicle. The use cost of the vehicle is low and the use convenience of the vehicle is high. In other embodiments not shown in the figure, the vehicle may also use other types of oxygen concentrators 121, as long as the oxygen concentrator 121 can output oxygen, which will not be exemplified here.

[0029] like Figure 2 and Figure 3 As shown, the engine 113 includes an intake manifold 115 and a plurality of intake passages 132. The inlet end of the intake passage 132 is connected to the intake manifold 115, and the outlet end of the intake passage 132 is connected to the cylinder 128. In this embodiment, the oxygen injector 114 is installed on the intake manifold 115 and extends into the interior of the intake manifold 115. Among them, one end of the oxygen injector 114 extending into the intake manifold 115 is Figure 2 and Figure 3This end is provided with a jet hole (not shown) that can eject oxygen. In this arrangement, the oxygen injector 114 does not need to extend into the cylinder 128, and the oxygen injector 114 does not need to withstand the high temperature and high pressure environment in the cylinder 128, and the vehicle does not need to use a more expensive injector to inject oxygen. Figure 3 As shown, the angle between the axis of the oxygen injector 114 and the central axis of the intake manifold 115 is β3, and the angle between the axis of the oxygen injector 114 and the vertical direction is α3. In some embodiments, β3 and α3 are both acute angles, so that the gas ejected from the oxygen injector 114 and the gas in the intake manifold 115 are not likely to generate turbulence after mixing to affect the intake of the cylinder 128.

[0030] In some embodiments, the oxygen injector 114 is located at one end of the intake manifold 115 near the intake passage 132 (eg, Figure 3 The oxygen injector 114 is used to form multiple airflows 134, each of which enters a different air inlet 132. For example, the oxygen injector 114 is provided with 8 jet holes (not shown), and the 8 jet holes are distributed in a ring shape, wherein the gas ejected from 4 jet holes converges into one airflow 134, and the gas ejected from the other 4 jet holes converges into another airflow 134. By simultaneously ejecting gas to multiple air inlets 132 through one oxygen injector 114, the total number of oxygen injectors 114 can be reduced, thereby saving costs.

[0031] like Figure 1 As shown, the air supply assembly further includes a second air intake pipe 102, an air filter 101 and a throttle valve 116. The second air intake pipe 102 is generally S-shaped, and the inlet end (i.e., the second inlet end 139) of the second air intake pipe 102 can be passed with air, and the outlet end (i.e., the second outlet end 140) of the second air intake pipe 102 is connected to the intake manifold 115. The throttle valve 116 and the air filter 101 are both installed on the second air intake pipe 102, the air filter 101 is used to filter impurities in the air, and the throttle valve 116 is installed on the second outlet end 140.

[0032] In this embodiment, the first inlet end 137 is connected to the second intake pipe 102, and the first inlet end 137 is located downstream of the air filter 101. After the air in the atmospheric environment enters the second intake pipe 102 from the second inlet end 139, the air is first filtered by the air filter 101. Subsequently, a portion of the air is diverted to the first intake pipe 117. In this way, the first intake pipe 117 and the second intake pipe 102 can share an air filter 101, saving costs. In other embodiments not shown in the figure, the first inlet end 137 and the second intake pipe 102 may also be disconnected; for example, the first inlet end 137 and the second inlet end 139 are both exposed to the atmospheric environment. The flow of air in the second intake pipe 102 is mainly driven by the turbocharger 122. The air compressor of the oxygen generator 121 can drive air from the first inlet port 137 to the gas storage tank 120. When the gas stored in the gas storage tank 120 is sufficient, the gas pressure in the gas storage tank 120 can drive the gas to flow along the first intake pipe 117 to the oxygen injector 114. The gas supply assembly also includes an intercooler 129, which is installed on the second intake pipe 102 and located downstream of the turbocharger 122. The intercooler 129 is used to cool the gas compressed by the turbocharger 122.

[0033] like Figure 1 As shown, the exhaust assembly includes an exhaust pipe 105, and an exhaust catalyst 104, a particle trap 106, a muffler 107 and an exhaust valve 108 arranged in sequence along the exhaust pipe 105. The exhaust catalyst 104 can specifically be a three-way catalyst, which can convert harmful carbon monoxide, hydrocarbons, nitrogen oxides and other substances in the exhaust gas of the engine 113 into harmless substances such as carbon dioxide, water, and nitrogen. The catalyst used in the three-way catalyst can contain platinum, rhodium, and palladium. The particle trap 106 is used to capture particulate matter in the exhaust gas of the engine 113. The muffler 107 is used to reduce the exhaust noise of the vehicle.

[0034] like Figure 1As shown, the vehicle further includes a return air assembly, which includes a return air pipe 124 and a return air valve 103. The inlet end (return air inlet end 143) of the return air pipe 124 is connected to the exhaust pipe 105, and the return air inlet end 143 is located downstream of the exhaust gas catalyst 104. The outlet end of the return air pipe 124 is connected to the second intake pipe 102, and the return air outlet end 144 is located upstream of the oxygen injector 114. More specifically, along the direction of the second intake pipe 102, the return air outlet end 144 can be located upstream of the turbocharger 122. The gas treated by the exhaust gas catalyst 104 has less harmful pollutants, and a part of it can be returned to the second intake pipe 102, thereby realizing the reuse of the exhaust gas. The return air valve 103 is installed on the return air pipe 124, and the return air valve 103 is used to adjust the flow rate of the gas returned from the exhaust pipe 105 to the second intake pipe 102. The return air assembly further includes a return air cooler 123, which is mounted on the return air pipe 124 and is used to cool the gas that needs to flow back from the exhaust pipe 105 to the second intake pipe 102. The controller can adjust the opening of the return air valve 103, the throttle valve 116 and the oxygen valve 119.

[0035] In addition, the vehicle may further include a plurality of sensors not shown in the drawings, which are all connected to the controller in communication, and the controller may obtain the detection results of the sensors. These sensors may include a sensor for detecting the rotation speed of the engine 113, a sensor for detecting the temperature of the engine 113, a sensor for detecting the ambient temperature, a sensor for detecting the temperature of the exhaust catalyst 104, a sensor for detecting the ambient air pressure, a sensor for detecting the air pressure in the gas storage tank 120, and the like.

[0036] The present invention provides an air supply control method, which is used to control the air supply component to provide combustion-supporting gas to the engine 113. The control method mentioned in this application can be executed by a controller. The air supply control method includes the following steps: S11: determining the operating condition of the exhaust catalyst 104 after the engine 113 is started; S12: If the exhaust catalyst 104 is in a non-ignition state, the gas supply assembly is controlled to provide the cylinder 128 with a combustion-supporting gas having an oxygen concentration within a first concentration range; S13: If the exhaust catalyst 104 is in the ignition condition, the gas supply assembly is controlled to provide the cylinder 128 with combustion-supporting gas having an oxygen concentration within a second concentration range, wherein the lower limit of the second concentration range is greater than the upper limit of the first concentration range.

[0037] The catalytic efficiency of the exhaust catalyst 104 is related to the temperature. After the engine 113 is started, the exhaust catalyst 104 needs to go through a light-off activation process to reach a suitable operating temperature. This light-off activation process is the light-off condition. When the exhaust catalyst 104 is not in the light-off condition, the exhaust catalyst 104 is in a non-light-off condition.

[0038] For the above step S11, the basis for determining whether the exhaust catalyst 104 is in the light-off condition may include at least one of the start signal of the engine 113, the speed of the engine 113, the load of the engine 113, the temperature of the engine 113, and the temperature of the exhaust catalyst 104. For example, after the controller receives the start signal of the engine 113, the controller starts timing, and before the elapsed time reaches the preset time, the controller can determine that the exhaust catalyst 104 is in the light-off condition. For another example, after the controller receives the start signal of the engine 113, the controller obtains various indicators such as the speed, temperature, and load of the engine 113, and before the speed, temperature, and load of the engine 113 tend to be stable and reach the preset working range, the controller can determine that the exhaust catalyst 104 is in the light-off condition. For another example, after the controller receives the start signal of the engine 113, the controller obtains the temperature of the exhaust catalyst 104. If the exhaust catalyst 104 is lower than the preset working temperature, the controller can determine that the exhaust catalyst 104 is in the light-off condition; if the exhaust catalyst 104 is greater than or equal to the preset working temperature, the controller can determine that the exhaust catalyst 104 is in the non-light-off condition. Taking the three-way catalyst as an example, the temperature at which the three-way catalyst starts to work is about 200°C, and accordingly, the above-mentioned preset working temperature can be set to 200°C. The controller can also determine whether the exhaust catalyst 104 is in the light-off condition by combining one or more of the above-mentioned multiple judgment methods.

[0039] For the above-mentioned step S12 and step S13, the specific values ​​of the first concentration range and the second concentration range will be illustrated below. Since the lower limit of the second concentration range is greater than the upper limit of the first concentration range, the oxygen concentration of the gas input into the cylinder 128 under the ignition condition is higher than that under the non-ignition condition, which is conducive to increasing the temperature and OH radical concentration in the cylinder, so that the fuel in the cylinder 128 is more fully burned. On the one hand, more complete combustion of the fuel in the cylinder 128 is conducive to reducing fuel consumption and reducing pollutants (mainly reducing hydrocarbons) generated due to incomplete combustion, thereby reducing harmful pollutants in the exhaust gas of the vehicle. On the other hand, more complete combustion of the fuel in the cylinder 128 is conducive to increasing the temperature of the gas discharged by the engine 113, thereby shortening the time required for the exhaust catalyst 104 to ignite, so that the exhaust catalyst 104 can more quickly enter a state where harmful pollutants can be efficiently converted into harmless gases, thereby reducing harmful pollutants in the exhaust gas of the vehicle. Therefore, this method is conducive to reducing pollutants in the exhaust gas of the vehicle under the ignition condition.

[0040] If the total flow of gas to the cylinder 128 needs to be adjusted, the controller can adjust the opening of the throttle valve 116. As described in step S12 and step S13, the controller needs to control the oxygen concentration of the gas provided to the cylinder 128, and the specific implementation method can be: the controller adjusts the oxygen concentration of the gas entering the cylinder 128 by adjusting at least one of the opening of the oxygen valve 119 and the opening of the return valve 103. For example, the oxygen concentration of the gas flowing to the oxygen injector 114 is 95%vol, the oxygen concentration of the gas (air) entering from the second inlet end 139 is 21%vol, and the oxygen concentration of the gas flowing from the return pipe 124 to the second intake pipe 102 is lower than the oxygen concentration of the air. Assuming that the flow of gas provided to the cylinder 128 remains unchanged, when it is necessary to increase the oxygen concentration of the gas provided to the cylinder 128, the opening of the oxygen valve 119 can be increased, and / or the opening of the return valve 103 can be reduced. Conversely, when it is necessary to reduce the oxygen concentration of the gas supplied to the cylinder 128, the opening of the oxygen valve 119 can be reduced and / or the opening of the return valve 103 can be increased.

[0041] The gas (containing more than 95% vol oxygen) output by the oxygen concentrator 121 is delivered to the oxygen injector 114. The oxygen concentrator 121 can be started at the same time as the engine 113 is started, or before the engine 113 is started, so that gas with a higher oxygen concentration can be delivered to the engine 113 when the engine 113 is started. In the case where the vehicle is a hybrid vehicle, the air compressor of the oxygen concentrator 121 can be connected to the motor of the vehicle, and the motor can drive the wheels of the vehicle to rotate and drive the air compressor to operate; or, the battery pack of the vehicle supplies power to the air compressor to operate the air compressor.

[0042] In some embodiments, the gas supply control method further comprises the following steps: S21: When the air pressure in the gas storage tank 120 is less than or equal to the first preset pressure, the controller starts the vehicle-mounted oxygen generator 121; S22: When the gas pressure in the gas storage tank 120 is greater than or equal to the second preset pressure, the controller turns off the vehicle-mounted oxygen generator 121, and the second preset pressure is greater than the first preset pressure.

[0043] Through steps S21-S22, insufficient gas in the gas tank 120 can be prevented, thereby preventing the oxygen concentration of the gas provided by the gas supply assembly under the ignition condition from being insufficient. Through steps S21-S22, excessive gas pressure in the gas tank 120 can also be prevented, thereby ensuring safe operation of the vehicle. In some embodiments, the first preset pressure can be 0.05MPa, and the second preset pressure can be 10MPa.

[0044] In some embodiments, the gas supply control method may further include the following steps: S31: Determine the altitude and ambient temperature of the vehicle; S32: Adjusting the oxygen concentration of the gas provided to the cylinder 128 under non-ignition conditions and ignition conditions according to the altitude and the ambient temperature.

[0045] Steps S31-S32 can make the vehicle adapt to a variety of altitudes and temperatures, thereby improving the comprehensive performance of the vehicle in various environments. For step S31, the ambient temperature of the vehicle's location can be detected by a temperature sensor, and the controller obtains the detection result of the temperature sensor to determine the ambient temperature of the vehicle's location. The air pressure of the vehicle's environment can be detected by a pressure sensor. After the controller obtains the air pressure measured by the pressure sensor and the above-mentioned ambient temperature, it calculates the altitude of the vehicle's location. Alternatively, the controller first obtains the coordinates of the vehicle's location through the vehicle's navigation system, and then obtains the altitude of the coordinates to determine the altitude of the vehicle's location.

[0046] In some embodiments, step S32 specifically includes the following steps: S321: If the exhaust catalyst 104 is in a non-ignition condition, and the altitude is higher than a preset altitude and / or the ambient temperature is lower than a preset temperature, control the gas supply assembly to provide combustion-supporting gas having an oxygen concentration within a first sub-range to the cylinder; S322: If the exhaust catalyst 104 is in a non-ignition condition, the altitude is lower than a preset altitude, and the ambient temperature is higher than a preset temperature, the air supply assembly is controlled to provide the cylinder with combustion-supporting gas having an oxygen concentration within a second sub-range.

[0047] S323: If the exhaust gas catalytic converter 104 is in the light-off condition, and the altitude is higher than the preset altitude and / or the ambient temperature is lower than the preset temperature, then control the air supply assembly to supply combustion-supporting gas with an oxygen concentration within a third sub-range to the cylinder; S324: If the exhaust gas catalytic converter 104 is in the light-off condition, the altitude is lower than the preset altitude, and the ambient temperature is higher than the preset temperature, then control the air supply assembly to supply combustion-supporting gas with an oxygen concentration within a fourth sub-range to the cylinder.

[0048] Wherein, the first concentration range includes the above-mentioned first sub-range and second sub-range, and the lower limit value of the first sub-range is greater than the upper limit value of the second sub-range; the second concentration range includes the third sub-range and fourth sub-range, and the upper limit value of the third sub-range is greater than the lower limit value of the fourth sub-range. At this time, the upper limit value of the first sub-range is the upper limit value of the first concentration range, and the lower limit value of the fourth sub-range is the lower limit value of the second concentration range.

[0049] For the convenience of description, "the altitude is higher than the preset altitude and / or the ambient temperature is lower than the preset temperature" can be regarded as the vehicle being in the high-altitude and cold condition, and "the altitude is lower than the preset altitude and the ambient temperature is higher than the preset temperature" can be regarded as the vehicle being in the non-high-altitude and cold condition. In a specific embodiment, the situations of each range are shown in the following table:

[0050] X and Y in the above table satisfy 23 < X < Y < 27. Please compare the first sub-range and the third sub-range in the above table, and compare the second sub-range and the fourth sub-range in the above table. Whether the vehicle is in the non-high-altitude and cold condition or in the high-altitude and cold condition, the oxygen concentration of the gas supplied to the cylinder 128 during the light-off condition is relatively high, so as to reduce the harmful pollutants in the exhaust gas during the light-off condition.

[0051] As shown in the above table, the lower limit of the second sub-range is 21%vol, and the upper limit of the second sub-range is 22%vol. The oxygen concentration of the air is 20.9%vol. When the exhaust catalyst 104 is in a non-ignition condition and the vehicle is in a non-highland cold condition, the oxygen concentration of the combustion-supporting gas introduced into the cylinder 128 (21%vol-22%vol) is higher than the oxygen concentration of the air, so that the fuel can burn in an oxygen-rich environment, which is conducive to accelerating the fuel combustion rate and reducing heat transfer losses, thereby achieving the purpose of improving thermal efficiency, reducing fuel consumption, and reducing pollutant emissions. Moreover, when the exhaust catalyst 104 is in a non-ignition condition and the vehicle is in a non-highland cold condition, the oxygen concentration of the gas introduced into the cylinder 128 is not higher than 22%vol, which is conducive to preventing excessive pollutants from being generated during fuel combustion. In addition, the power output of the engine 113 of the hybrid vehicle has relatively small fluctuations. If the vehicle is a hybrid vehicle, since the second sub-range is relatively small, the oxygen concentration of the gas introduced into the cylinder 128 will not change significantly, and the second sub-range shown in the above table is suitable for use in hybrid vehicles.

[0052] As shown in the table above, the lower limit of the fourth sub-range is 22.5% vol, and the upper limit of the fourth sub-range is 23.5% vol. This is conducive to increasing the temperature and OH radical concentration in the cylinder, making the fuel burn more completely, thereby reducing fuel consumption and reducing hydrocarbon and particulate emissions.

[0053] As shown in the first sub-range and the third sub-range of the above table, when the vehicle is in a high-altitude and cold working condition, the oxygen concentration of the combustion-supporting gas provided by the air supply assembly to the cylinder 128 is not less than 23%vol and not more than 27%vol. That is, regardless of whether the exhaust catalyst 104 is in a light-off condition, the oxygen concentration of the combustion-supporting gas provided to the cylinder 128 under the high-altitude and cold working condition is relatively high. In high-altitude areas and / or low-temperature environments, the engine 113 of the vehicle is prone to incomplete fuel combustion. On the one hand, this will affect the power of the vehicle, and on the other hand, it may also cause a high content of harmful pollutants in the exhaust gas. Therefore, when the altitude is higher than the preset altitude and / or the ambient temperature is lower than the preset temperature, this embodiment chooses to increase the oxygen concentration of the gas provided to the cylinder 128 to improve the degree of fuel combustion under the high-altitude and cold working condition, thereby helping to improve the power of the vehicle and reduce harmful pollutants in the exhaust gas. In some embodiments, the preset altitude can be 1km.

[0054] In some embodiments, when the oxygen concentration of the gas entering the cylinder 128 meets the requirements mentioned above, the controller can also adjust the oxygen concentration of the gas entering the cylinder 128 according to the altitude, the speed and load of the engine 113. For example, when the speed and load of the engine 113 increase, the controller can increase the oxygen concentration of the gas entering the cylinder 128. For another example, when the altitude increases, the controller can increase the oxygen concentration of the gas entering the cylinder 128.

[0055] In the description of the present invention, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" 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 invention. In this specification, the schematic representation of the above terms does 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.

Claims

1. A gas supply control method, characterized in that: The air supply component of a vehicle is used to control the supply of combustion-supporting gas to the cylinder of the engine of the vehicle, and the air supply control method comprises the following steps: determining an operating condition of an exhaust catalyst of the vehicle after the engine is started; If the exhaust catalyst is in a non-ignition condition, controlling the gas supply assembly to provide the cylinder with a combustion-supporting gas having an oxygen concentration within a first concentration range; If the exhaust catalyst is in the ignition condition, the gas supply assembly is controlled to provide the cylinder with combustion-supporting gas with an oxygen concentration within a second concentration range, and the lower limit value of the second concentration range is greater than the upper limit value of the first concentration range.

2. The gas supply control method according to claim 1, characterized in that: The gas supply control method further comprises: determining the altitude and / or ambient temperature of the location of the vehicle; The oxygen concentration of the gas provided to the cylinder under the non-ignition condition and the ignition condition is adjusted according to the altitude and / or the ambient temperature.

3. The gas supply control method according to claim 2, characterized in that: The adjusting the oxygen concentration of the gas provided to the cylinder under the non-ignition condition and the ignition condition according to the altitude and the ambient temperature comprises: If the exhaust catalyst is in a non-ignition condition, and the altitude is higher than a preset altitude and / or the ambient temperature is lower than a preset temperature, the gas supply assembly is controlled to provide the cylinder with a combustion-supporting gas having an oxygen concentration within a first sub-range; If the exhaust gas catalyst is in a non-ignition condition, the altitude is lower than a preset altitude, and the ambient temperature is higher than a preset temperature, the gas supply assembly is controlled to provide the cylinder with a combustion-supporting gas having an oxygen concentration within a second sub-range; The first concentration range includes the first sub-range and the second sub-range, and the lower limit value of the first sub-range is greater than the upper limit value of the second sub-range.

4. The gas supply control method according to claim 3, characterized in that: The adjusting the oxygen concentration of the gas provided to the cylinder under the non-ignition condition and the ignition condition according to the altitude and the ambient temperature comprises: If the exhaust catalyst is in a light-off condition, and the altitude is higher than a preset altitude and / or the ambient temperature is lower than a preset temperature, the gas supply assembly is controlled to provide the cylinder with a combustion-supporting gas having an oxygen concentration within a third sub-range; If the exhaust gas catalyst is in a light-off condition, the altitude is lower than a preset altitude, and the ambient temperature is higher than a preset temperature, the gas supply assembly is controlled to provide the cylinder with a combustion-supporting gas having an oxygen concentration within a fourth sub-range; The second concentration range includes the third sub-range and the fourth sub-range, and the lower limit value of the third sub-range is greater than the upper limit value of the fourth sub-range.

5. The gas supply control method according to claim 4, characterized in that: The second sub-range is 21%vol-22%vol; and / or, The fourth sub-range is 22.5% vol-23.5% vol.

6. The gas supply control method according to claim 2, characterized in that: The step of adjusting the oxygen concentration of the gas provided to the cylinder under the non-ignition condition and the ignition condition according to the altitude and the ambient temperature includes: If the altitude is higher than a preset altitude and / or the ambient temperature is lower than a preset temperature, the gas supply assembly is controlled to provide combustion-supporting gas having an oxygen concentration of not less than 23% vol and not more than 27% vol to the cylinder.

7. A vehicle, characterized in that The invention comprises an engine, an air supply component, an exhaust component and a controller, wherein the engine comprises a cylinder, the air supply component is connected to the engine and used to provide combustion-supporting gas to the cylinder, the exhaust component is connected to the engine and used to exhaust the exhaust gas of the cylinder, the exhaust component comprises an exhaust catalyst, and the controller is used to: determining an operating condition of an exhaust catalyst of the vehicle after the engine is started; If the exhaust catalyst is in a non-ignition condition, controlling the gas supply assembly to provide the cylinder with a combustion-supporting gas having an oxygen concentration within a first concentration range; If the exhaust catalyst is in the ignition condition, the gas supply assembly is controlled to provide the cylinder with combustion-supporting gas with an oxygen concentration within a second concentration range, and the lower limit value of the second concentration range is greater than the upper limit value of the first concentration range.

8. The vehicle according to claim 7, characterized in that The engine comprises an intake manifold, and the air supply assembly comprises: A first air inlet pipe, wherein the inlet end of the first air inlet pipe is used to allow air to flow in; An oxygen concentrator, used for producing oxygen, wherein the oxygen concentrator is installed on the first air inlet pipe; A gas storage tank, installed on the first air inlet pipe and located downstream of the oxygen concentrator; an oxygen valve installed in the first air inlet pipe and located downstream of the air storage tank, and the controller is capable of adjusting the opening of the oxygen valve; An oxygen injector is installed on the first intake pipe and is located downstream of the gas storage tank, and the oxygen injector extends into the intake manifold or into the cylinder.

9. The vehicle according to claim 8, characterized in that The air supply assembly further includes a second air intake pipe and a throttle valve, wherein the outlet end of the second air intake pipe is connected to the air intake manifold, the inlet end of the second air intake pipe is used to allow air to flow in, and the throttle valve is installed on the second air intake pipe; The exhaust assembly includes an exhaust pipe, which is connected to the engine, and the exhaust catalyst is installed on the exhaust pipe. The vehicle also includes a return pipe and a return valve, and the return valve is installed on the return pipe. The inlet end of the return pipe is connected to the exhaust pipe, and the inlet end of the return pipe is located downstream of the exhaust catalyst. The outlet end of the return pipe is connected to the second intake pipe, and the outlet end of the return pipe is located upstream of the oxygen injector. The controller can adjust the opening of the return valve and the opening of the throttle valve.

10. The vehicle according to claim 8, characterized in that The engine comprises an intake manifold and a plurality of intake passages, wherein the inlet ends of the intake passages are connected to the intake manifold, and the outlet ends of the intake passages are connected to the cylinders; The air supply assembly includes an oxygen injector, which is installed on the intake manifold and extends into the interior of the intake manifold. The oxygen injector is located at one end of the intake manifold close to the intake duct. The oxygen injector is used to form multiple airflows, and each airflow enters a different intake duct.

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