Closed engine crankcase ventilation system, vehicle and control method

Abstract

The invention relates to a closed engine crankcase ventilation system, a vehicle and a control method, and relates to the technical field of engine component design, the closed engine crankcase ventilation system comprises a first oil-gas separator used for being arranged on a cylinder head cover and driven by supercharged air, and the air inlet end of the first oil-gas separator is used for stretching into the cylinder head cover; the air outlet end is used for communicating with an engine air inlet pipe, and the oil outlet end is used for communicating with an oil pan so as to suck gas in the cylinder head cover, convey the gas to the engine air inlet pipe after oil-gas separation and convey oil to the oil pan; the second oil-gas separator is used for being arranged on an engine cylinder body and driven by circulating press oil in the engine cylinder body, the gas inlet end of the second oil-gas separator is used for communicating with the engine cylinder body, the gas outlet end of the second oil-gas separator is used for communicating with an engine gas inlet pipe, and the oil outlet end of the second oil-gas separator is used for communicating with an oil pan so as to suck gas in the engine cylinder body; and after oil-gas separation, gas is conveyed to an engine gas inlet pipe, and oil liquid is conveyed to an oil pan.

Description

Technical Field

[0001] The present invention relates to the technical field of engine component design, and particularly relates to a closed engine crankcase ventilation system, a vehicle and a control method. Background Art

[0002] When the engine is running, some combustible mixture and exhaust gas after combustion will leak into the crankcase through the piston rings. The gases that enter the crankcase contain unburned fuel, water vapor, exhaust gas, etc. If these gases are not discharged in time, it will cause the pressure in the crankcase to increase, the engine oil to deteriorate, affect the normal operation of the engine, and may even cause damage to sealing components such as oil seals and gaskets, resulting in oil leakage. Therefore, forced ventilation of the crankcase is required.

[0003] The existing engine crankcase ventilation systems are divided into two types. One is an open crankcase ventilation system. This system separates oil and gas through an oil-gas separator. The separated oil returns to the engine oil pan, and the separated air is directly discharged into the atmosphere. Because the separation efficiency of the oil-gas separator in this open crankcase ventilation system is limited, there is still a small amount of oil and gas in the air discharged into the atmosphere. Long-term use will cause the engine oil volume to decrease, affect engine lubrication, increase the user's vehicle use cost, and the oil and gas discharged into the atmosphere will also pollute the environment. The other is a closed crankcase ventilation system. This system separates oil and gas through an oil-gas separator. The separated oil returns to the engine oil pan, and the separated air is connected to the intake pipe in front of the supercharger through a pipeline to participate in the combustion of the engine. In this structure, the oil-gas separator usually takes oil and gas from the engine cylinder head cover or from the cylinder block. Since there is only one set of separators, the oil and gas cannot be separated thoroughly. Long-term use will cause the oil and gas to accumulate in the supercharger and its pipelines, resulting in false oil leakage of the supercharger, and the cooling performance of the contaminated intercooler will also be greatly reduced. The crankcase ventilation pipeline arranged on the cylinder head cover is easy to freeze and block in a low-temperature environment, affecting its use.

[0004] In the prior art, such as a tunable, two-stage oil-gas separation diesel engine crankcase closed-loop system with the patent number CN109026280A, it has a primary oil-gas separator arranged on the cylinder head; the primary oil-gas separator is connected to the secondary oil-gas separator through a gas path; the secondary oil-gas separator has an intake pipe connected to the supercharger; the front end of the intake pipe is connected to the supercharger, and a tapered pipe is arranged at the rear end; an outer sleeve concentric with it is sleeved outside the intake pipe and the tapered pipe; the front end opening of the outer sleeve is sealed by a front partition, and the rear end opening is sealed by a rear partition; a middle partition is also arranged between the front partition and the rear partition; the crankcase ventilation pipe welded on the outer sleeve communicates with the cavity between the front partition and the middle partition. The present invention greatly saves the space for diesel engine layout and overcomes the disadvantages of the double-separation oil-gas separator being bulky and occupying too much volume.

[0005] However, the two-stage oil-gas separator in the existing solution is connected in series, and it is difficult to efficiently separate oil and gas according to the oil-gas separation requirements in complex environments, such as when the pipeline freezes in a low-temperature environment, resulting in a problem of reduced separation effect. Summary of the Invention

[0006] The present application provides a closed-type engine crankcase ventilation system, a vehicle, and a control method, which can solve the problem that the two-stage oil-gas separator in the existing solution is connected in series and it is difficult to efficiently separate oil and gas according to the oil-gas separation requirements in complex environments, such as when the pipeline freezes in a low-temperature environment, resulting in a problem of reduced separation effect.

[0007] In a first aspect, an embodiment of the present application provides a closed-type engine crankcase ventilation system, which includes:

[0008] A first oil-gas separator, which is used to be arranged on the cylinder head cover and is driven by pressurized air. The intake end of the first oil-gas separator is used to extend into the cylinder head cover, the outlet end is used to communicate with the engine intake pipe, and the oil outlet end is used to communicate with the oil pan, so as to suck the gas inside the cylinder head cover and transport the gas to the engine intake pipe after oil-gas separation, and transport the oil to the oil pan;

[0009] A second oil-gas separator, which is used to be arranged on the engine block and is driven by the pressure oil circulating inside the engine block. The intake end of the second oil-gas separator is used to communicate with the engine block, the outlet end is used to communicate with the engine intake pipe, and the oil outlet end is used to communicate with the oil pan, so as to suck the gas inside the engine block and transport the gas to the engine intake pipe after oil-gas separation, and transport the oil to the oil pan.

[0010] In an implementation manner, a heater is further included, and the heater is used to heat the gas after oil-gas separation by the first oil-gas separator.

[0011] In an implementation manner, the first oil-gas separator is provided with a first curved inlet air pipe, a curved return oil pipe, and a first curved outlet air pipe. The first curved inlet air pipe extends into the cylinder head cover and is used to suck the gas inside the cylinder head cover. The curved return oil pipe is used to communicate with the oil pan, and the first curved outlet air pipe is used to communicate with the engine intake pipe. The heater is provided on the first curved outlet air pipe.

[0012] In one embodiment, a supercharger is further included. The supercharger is configured to be disposed on the engine block. An intake pipe of the supercharger compressor is provided on the supercharger. The intake pipe of the supercharger compressor is used to draw in outside air into the supercharger. A pipeline at the outlet end of the supercharger is communicated with the curved through pressure pipe on the first oil-gas separator, and is used to drive the first oil-gas separator to operate after pressurizing the drawn outside air.

[0013] In one embodiment, a second curved through intake pipe and a second curved through outlet pipe are provided on the second oil-gas separator. The second curved through intake pipe is used to communicate the second oil-gas separator with an air intake port in the middle of the engine block. The second curved through outlet pipe is used to be communicated with the engine intake pipe.

[0014] In a second aspect, an embodiment of the present application further provides a vehicle, which includes the above-mentioned closed-type engine crankcase ventilation system.

[0015] In a third aspect, an embodiment of the present application further provides a control method for a closed-type engine crankcase ventilation system, which is implemented by using the above-mentioned closed-type engine crankcase ventilation system, and includes the following steps:

[0016] Judge the load condition of the vehicle according to the current throttle opening;

[0017] Adjust the operating states of the first oil-gas separator and the second oil-gas separator according to the load condition of the vehicle currently.

[0018] In one embodiment, the adjusting the operating states of the first oil-gas separator and the second oil-gas separator according to the load condition of the vehicle currently includes:

[0019] When the vehicle is in a small load state, turn on the first oil-gas separator and turn off the second oil-gas separator;

[0020] When the vehicle is in a medium load state, turn on the second oil-gas separator and turn off the first oil-gas separator;

[0021] When the vehicle is in a large load state, turn on the first oil-gas separator and the second oil-gas separator.

[0022] In one embodiment, before judging the load condition of the vehicle according to the current throttle opening, it further includes:

[0023] Establish the relationship between the load condition of the vehicle and the throttle opening;

[0024] When the throttle opening is less than 30%, the vehicle is in a small load state;

[0025] When the throttle opening is greater than or equal to 30% and less than or equal to 70%, the vehicle is in a medium load state;

[0026] When the throttle opening is greater than 70%, the vehicle is in a large load state.

[0027] In one embodiment, before opening the first oil-gas separator, it further includes:

[0028] Obtain the current ambient temperature and determine whether the current ambient temperature is lower than the pipeline icing temperature;

[0029] If the current ambient temperature is lower than or equal to the pipeline icing temperature, turn on the heater synchronously when opening the first oil-gas separator;

[0030] If the current ambient temperature is higher than the pipeline icing temperature, keep the heater off when opening the first oil-gas separator.

[0031] The beneficial effects brought by the technical solutions provided by the embodiments of the present application include:

[0032] When using this closed-type engine crankcase ventilation system, the first oil-gas separator is arranged on the cylinder head cover and driven by supercharged air. The intake end of the first oil-gas separator is used to extend into the cylinder head cover, the outlet end is used to communicate with the engine intake pipe, and the oil outlet end is used to communicate with the oil pan. The second oil-gas separator is arranged on the engine block and driven by the pressurized engine oil circulating inside the engine block. The intake end of the second oil-gas separator is used to communicate with the engine block, the outlet end is used to communicate with the engine intake pipe, and the oil outlet end is used to communicate with the oil pan. Since the second oil-gas separator sucks the gas in the engine block and conveys the gas to the engine intake pipe after oil-gas separation, and conveys the oil to the oil pan, and the first oil-gas separator sucks the gas inside the cylinder head cover and conveys the gas to the engine intake pipe after oil-gas separation, and conveys the oil to the oil pan. By using two parallel oil-gas separators for oil-gas separation, the load condition of the vehicle can be judged according to the current throttle opening. According to the load condition of the vehicle, the operating states of the first oil-gas separator and the second oil-gas separator can be adjusted. The oil-gas separation will not be completely interrupted when a single oil-gas separator has problems. The two separately operating oil-gas separators can also be turned on and off according to requirements, solving the problem in the prior art that the two-stage oil-gas separator is connected in series, and it is difficult to efficiently separate oil and gas according to the oil-gas separation requirements in a complex environment, such as when the pipeline freezes in a low-temperature environment, resulting in a reduced effect. Description of the Drawings

[0033] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0034] Figure 1 This is a schematic structural diagram of an embodiment of a closed - type engine crankcase ventilation system according to the present invention.

[0035] Figure 2 This is a flowchart of an embodiment of a control method for a closed - type engine crankcase ventilation system according to the present invention.

[0036] In the figure: 1. Cylinder head cover; 2. First oil - gas separator; 21. First crankcase ventilation inlet pipe; 22. Crankcase ventilation return pipe; 23. First crankcase ventilation outlet pipe; 3. Second oil - gas separator; 31. Second crankcase ventilation inlet pipe; 32. Second crankcase ventilation outlet pipe; 4. Engine block; 5. Heater; 6. Supercharger; 61. Supercharger compressor inlet pipe. Detailed implementation manners

[0037] In order to enable those skilled in the art to better understand the solutions of this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are only a part of the embodiments of this application, rather than all the embodiments. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without making creative efforts belong to the scope of protection of this application.

[0038] The embodiments of this application provide a closed - type engine crankcase ventilation system, a vehicle, and a control method, which can solve the problem that in the prior art, two - stage oil - gas separators are connected in series, and it is difficult to efficiently separate oil and gas according to the oil - gas separation requirements in complex environments, such as when the pipeline freezes in a low - temperature environment, resulting in a reduced effect.

[0039] As Figure 1 shown, on the one hand, this application provides a closed - type engine crankcase ventilation system, which includes:

[0040] A first oil - gas separator 2, which is used to be arranged on the cylinder head cover 1 and is driven by supercharged air. The inlet end of the first oil - gas separator 2 is used to extend into the cylinder head cover 1, the outlet end is used to communicate with the engine intake pipe, and the oil outlet end is used to communicate with the oil pan, so as to suck the gas inside the cylinder head cover 1 and deliver the gas to the engine intake pipe after oil - gas separation, and deliver the oil to the oil pan;

[0041] A second oil - gas separator 3, which is used to be arranged on the engine block 4 and is driven by the pressure oil circulating inside the engine block 4. The inlet end of the second oil - gas separator 3 is used to communicate with the engine block 4, the outlet end is used to communicate with the engine intake pipe, and the oil outlet end is used to communicate with the oil pan, so as to suck the gas inside the engine block 4 and deliver the gas to the engine intake pipe after oil - gas separation, and deliver the oil to the oil pan.

[0042] When using this closed - type engine crankcase ventilation system, the first oil - gas separator 2 is arranged on the cylinder head cover 1 and is driven by supercharged air. The intake end of the first oil - gas separator 2 is used to extend into the cylinder head cover 1, the outlet end is used to communicate with the engine intake pipe, and the oil outlet end is used to communicate with the oil pan. The second oil - gas separator 3 is arranged on the engine block 4 and is driven by the pressure oil circulating inside the engine block 4. The intake end of the second oil - gas separator 3 is used to communicate with the engine block 4, the outlet end is used to communicate with the engine intake pipe, and the oil outlet end is used to communicate with the oil pan. Since the second oil - gas separator 3 sucks the gas inside the engine block 4 and conveys the gas to the engine intake pipe after oil - gas separation, and conveys the oil to the oil pan, and the first oil - gas separator 2 sucks the gas inside the cylinder head cover 1 and conveys the gas to the engine intake pipe after oil - gas separation, and conveys the oil to the oil pan. By using two parallel - connected oil - gas separators for oil - gas separation, it is possible to judge the load condition of the vehicle according to the current throttle opening. According to the load condition of the vehicle, the operating states of the first oil - gas separator 2 and the second oil - gas separator 3 can be adjusted. When a single oil - gas separator has problems, the oil - gas separation will not be completely interrupted. The two separately operating oil - gas separators can also be turned on and off according to requirements, solving the problem in the prior art that the two - stage oil - gas separators are connected in series, and it is difficult to efficiently separate oil and gas according to the oil - gas separation requirements in a complex environment, such as when the pipeline freezes in a low - temperature environment, resulting in a reduced effect.

[0043] As Figure 1 shown, in some alternative embodiments, it further includes a heater 5, and the heater 5 is used to heat the gas after oil - gas separation by the first oil - gas separator 2.

[0044] In this embodiment, the closed - type engine crankcase ventilation system further includes a heater 5, and the heater 5 is used to heat the gas after oil - gas separation by the first oil - gas separator 2 to prevent the gas from being too cold and entering the engine intake pipe, resulting in icing or incomplete combustion.

[0045] As Figure 1 shown, in some alternative embodiments, the first oil - gas separator 2 is provided with a first crank - through intake pipe 21, a crank - through oil return pipe 22, and a first crank - through outlet pipe 23. The first crank - through intake pipe 21 extends into the cylinder head cover 1 and is used to suck the gas inside the cylinder head cover 1. The crank - through oil return pipe 22 is used to communicate with the oil pan, and the first crank - through outlet pipe 23 is used to communicate with the engine intake pipe. A heater 5 is provided on the first crank - through outlet pipe 23.

[0046] In this embodiment, the specific connection structure of the first oil-gas separator 2 is described. The first oil-gas separator 2 is provided with a first elbow inlet pipe 21, an elbow return oil pipe 22 and a first elbow outlet pipe 23. The first elbow inlet pipe 21 extends into the cylinder head cover 1 for sucking the gas inside the cylinder head cover 1. The elbow return oil pipe 22 is used to communicate with the oil pan. The first elbow outlet pipe 23 is used to communicate with the engine intake pipe. A heater 5 is provided on the first elbow outlet pipe 23. The structure is simple and the connection is convenient.

[0047] As Figure 1 shown, in some alternative embodiments, a supercharger 6 is further included. The supercharger 6 is used to be arranged on the engine block 4. The supercharger 6 is provided with a supercharger compressor inlet pipe 61. The supercharger compressor inlet pipe 61 is used to suck the outside air into the supercharger 6. The air outlet pipe of the supercharger 6 is communicated with the elbow pressure pipe on the first oil-gas separator 2 for driving the operation of the first oil-gas separator 2 after pressurizing the sucked outside air.

[0048] In this embodiment, the closed engine crankcase ventilation system further includes a supercharger 6. The supercharger 6 is used to be arranged on the engine block 4. The supercharger 6 is provided with a supercharger compressor inlet pipe 61. The supercharger compressor inlet pipe 61 is used to suck the outside air into the supercharger 6. The air outlet pipe of the supercharger 6 is communicated with the elbow pressure pipe on the first oil-gas separator 2 for driving the operation of the first oil-gas separator 2 after pressurizing the sucked outside air, and a specific structure for providing driving force for the first oil-gas separator 2 is given. The structure is simple and convenient for manufacturing.

[0049] In this example, the supercharger 6 supplies the pressurized air to the engine intake pipe, and the elbow pressure pipe on the first oil-gas separator 2 is communicated with the engine intake pipe.

[0050] As Figure 1 shown, in some alternative embodiments, the second oil-gas separator 3 is provided with a second elbow inlet pipe 31 and a second elbow outlet pipe 32. The second elbow inlet pipe 31 is used to communicate the second oil-gas separator 3 with the air intake port in the middle of the engine block 4. The second elbow outlet pipe 32 is used to communicate with the engine intake pipe.

[0051] In this embodiment, the specific connection structure of the second oil-gas separator 3 is described. The second oil-gas separator 3 is provided with a second elbow inlet pipe 31 and a second elbow outlet pipe 32. The second elbow inlet pipe 31 is used to communicate the second oil-gas separator 3 with the air intake port in the middle of the engine block 4. The second elbow outlet pipe 32 is used to communicate with the engine intake pipe. The structure is simple and the connection is convenient.

[0052] As Figure 1 shown, on the one hand, the present application further provides a vehicle, which includes the above-mentioned closed engine crankcase ventilation system.

[0053] When using this closed - type engine crankcase ventilation system, the first oil - gas separator 2 is arranged on the cylinder head cover 1 and driven by supercharged air. The intake end of the first oil - gas separator 2 is used to extend into the cylinder head cover 1, the outlet end is used to communicate with the engine intake pipe, and the oil outlet end is used to communicate with the oil pan. The second oil - gas separator 3 is arranged on the engine block 4 and driven by the pressurized engine oil circulating inside the engine block 4. The intake end of the second oil - gas separator 3 is used to communicate with the engine block 4, the outlet end is used to communicate with the engine intake pipe, and the oil outlet end is used to communicate with the oil pan. Since the second oil - gas separator 3 sucks the gas inside the engine block 4 and conveys the gas to the engine intake pipe after oil - gas separation, and conveys the oil to the oil pan, and the first oil - gas separator 2 sucks the gas inside the cylinder head cover 1 and conveys the gas to the engine intake pipe after oil - gas separation, and conveys the oil to the oil pan. By separating oil and gas through two parallel oil - gas separators, it is possible to judge the load condition of the vehicle according to the current throttle opening. According to the load condition of the vehicle, adjust the operating states of the first oil - gas separator 2 and the second oil - gas separator 3. When a single oil - gas separator has problems, the oil - gas separation will not be completely interrupted. The two independently operating oil - gas separators can also be turned on and off according to requirements, solving the problem in the prior art that the two - stage oil - gas separators are connected in series and it is difficult to efficiently separate oil and gas according to the oil - gas separation requirements in complex environments, such as when the pipeline freezes in a low - temperature environment, resulting in a reduced separation effect.

[0054] As Figure 2 shown, on the other hand, the present application also provides a control method for a closed - type engine crankcase ventilation system, which is implemented by using the above - mentioned closed - type engine crankcase ventilation system, and includes the following steps:

[0055] Judge the load condition of the vehicle according to the current throttle opening;

[0056] Adjust the operating states of the first oil - gas separator 2 and the second oil - gas separator 3 according to the load condition of the vehicle.

[0057] When using this closed - type engine crankcase ventilation system, the first oil - gas separator 2 is arranged on the cylinder head cover 1 and is driven by supercharged air. The intake end of the first oil - gas separator 2 is used to extend into the cylinder head cover 1, the outlet end is used to communicate with the engine intake pipe, and the oil outlet end is used to communicate with the oil pan. The second oil - gas separator 3 is arranged on the engine block 4 and is driven by the pressurized engine oil circulating inside the engine block 4. The intake end of the second oil - gas separator 3 is used to communicate with the engine block 4, the outlet end is used to communicate with the engine intake pipe, and the oil outlet end is used to communicate with the oil pan. Since the second oil - gas separator 3 sucks the gas inside the engine block 4 and conveys the gas to the engine intake pipe after oil - gas separation, and conveys the oil to the oil pan, and the first oil - gas separator 2 sucks the gas inside the cylinder head cover 1 and conveys the gas to the engine intake pipe after oil - gas separation, and conveys the oil to the oil pan. By separating oil and gas through two parallel oil - gas separators, it is possible to judge the load condition of the vehicle according to the current throttle opening, and adjust the operating states of the first oil - gas separator 2 and the second oil - gas separator 3 according to the load condition of the vehicle. When a single oil - gas separator has problems, the oil - gas separation will not be completely interrupted. The two independently operating oil - gas separators can also be turned on and off according to requirements, solving the problem in the prior art that the two - stage oil - gas separators are connected in series, and it is difficult to efficiently separate oil and gas according to the oil - gas separation requirements in complex environments, such as when the pipeline freezes in a low - temperature environment, resulting in a reduced effect.

[0058] In some alternative embodiments, adjusting the operating states of the first oil - gas separator 2 and the second oil - gas separator 3 according to the load condition of the vehicle currently includes:

[0059] When the vehicle is in a low - load state, turn on the first oil - gas separator 2 and turn off the second oil - gas separator 3;

[0060] When the vehicle is in a medium - load state, turn on the second oil - gas separator 3 and turn off the first oil - gas separator 2;

[0061] When the vehicle is in a high - load state, turn on the first oil - gas separator 2 and the second oil - gas separator 3.

[0062] In this embodiment, adjusting the operating states of the first oil - gas separator 2 and the second oil - gas separator 3 according to the load condition of the vehicle currently specifically includes: when the vehicle is in a low - load state, turn on the first oil - gas separator 2 and turn off the second oil - gas separator 3; when the vehicle is in a medium - load state, turn on the second oil - gas separator 3 and turn off the first oil - gas separator 2; when the vehicle is in a high - load state, turn on the first oil - gas separator 2 and the second oil - gas separator 3. Adjusting the operating states of the first oil - gas separator 2 and the second oil - gas separator 3 according to the specific working conditions can efficiently separate oil and gas according to the oil - gas separation requirements.

[0063] In some alternative embodiments, before determining the current load condition of the vehicle based on the current throttle opening, the following steps are further included:

[0064] Establish the relationship between the load condition of the vehicle and the throttle opening;

[0065] When the throttle opening is less than 30%, the vehicle is in a low load state;

[0066] When the throttle opening is greater than or equal to 30% and less than or equal to 70%, the vehicle is in a medium load state;

[0067] When the throttle opening is greater than 70%, the vehicle is in a high load state.

[0068] In this embodiment, before determining the current load condition of the vehicle based on the current throttle opening, the relationship between the load condition of the vehicle and the throttle opening should be established first. When the throttle opening is less than 30%, the vehicle is in a low load state. When the throttle opening is greater than or equal to 30% and less than or equal to 70%, the vehicle is in a medium load state. When the throttle opening is greater than 70%, the vehicle is in a high load state. This facilitates the determination of the current load condition of the vehicle.

[0069] In some alternative embodiments, before starting the first oil-gas separator 2, the following steps are further included:

[0070] Obtain the current ambient temperature and determine whether the current ambient temperature is lower than the pipeline icing temperature;

[0071] If the current ambient temperature is lower than or equal to the pipeline icing temperature, the heater 5 is started synchronously when starting the first oil-gas separator 2;

[0072] If the current ambient temperature is higher than the pipeline icing temperature, the heater 5 remains off when starting the first oil-gas separator 2.

[0073] In this embodiment, before starting the first oil-gas separator 2, the following steps are further included: obtaining the current ambient temperature and determining whether the current ambient temperature is lower than the pipeline icing temperature. If the current ambient temperature is lower than or equal to the pipeline icing temperature, the heater 5 is started synchronously when starting the first oil-gas separator 2. If the current ambient temperature is higher than the pipeline icing temperature, the heater 5 remains off when starting the first oil-gas separator 2. This ensures full combustion of the engine and prevents icing of the engine intake pipe.

[0074] In the description of the present application, it should be noted that the orientation or positional relationship indicated by terms such as "upper" and "lower" is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present application. Unless otherwise clearly specified and defined, the terms "mounted", "connected" and "coupled" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the internal communication of two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0075] It should be noted that in the present application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprising", "including" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements not only includes those elements, but also includes other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the phrase "comprising an..." does not exclude the existence of additional identical elements in the process, method, article or device comprising the element.

[0076] The above are only specific embodiments of the present application, enabling those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A closed-type engine crankcase ventilation system, characterized in that, Comprising: A first oil-gas separator (2) which is used to be arranged on the cylinder head cover (1) and is driven by supercharged air. The intake end of the first oil-gas separator (2) is used to extend into the cylinder head cover (1), the outlet end is used to communicate with the engine intake pipe, and the oil outlet end is used to communicate with the oil pan, so as to suck the gas inside the cylinder head cover (1) and convey the gas to the engine intake pipe after oil-gas separation, and convey the oil to the oil pan; A second oil-gas separator (3) which is used to be arranged on the engine block (4) and is driven by the pressurized engine oil circulating inside the engine block (4). The intake end of the second oil-gas separator (3) is used to communicate with the engine block (4), the outlet end is used to communicate with the engine intake pipe, and the oil outlet end is used to communicate with the oil pan, so as to suck the gas inside the engine block (4) and convey the gas to the engine intake pipe after oil-gas separation, and convey the oil to the oil pan.

2. The closed-type engine crankcase ventilation system according to claim 1, characterized in that, It further comprises a heater (5), and the heater (5) is used to heat the gas after oil-gas separation of the first oil-gas separator (2).

3. The closed - type engine crankcase ventilation system according to claim 2, characterized in that, The first oil-gas separator (2) is provided with a first elbow intake pipe (21), an elbow oil return pipe (22) and a first elbow outlet pipe (23). The first elbow intake pipe (21) extends into the cylinder head cover (1) and is used to suck the gas inside the cylinder head cover (1). The elbow oil return pipe (22) is used to communicate with the oil pan, and the first elbow outlet pipe (23) is used to communicate with the engine intake pipe. The heater (5) is provided on the first elbow outlet pipe (23).

4. The closed-type engine crankcase ventilation system according to claim 1, characterized in that, It further comprises a supercharger (6), and the supercharger (6) is used to be arranged on the engine block (4). The supercharger (6) is provided with a supercharger compressor intake pipe (61), and the supercharger compressor intake pipe (61) is used to suck external air into the supercharger (6). The outlet pipeline of the supercharger (6) is communicated with the elbow pressure pipe on the first oil-gas separator (2) and is used to drive the first oil-gas separator (2) to operate after supercharging the sucked external air.

5. A closed engine crankcase ventilation system as claimed in claim 1, wherein, The second oil-gas separator (3) is provided with a second elbow intake pipe (31) and a second elbow outlet pipe (32). The second elbow intake pipe (31) is used to communicate the second oil-gas separator (3) with the air intake port in the middle of the engine block (4), and the second elbow outlet pipe (32) is used to communicate with the engine intake pipe.

6. A vehicle, characterized in that, Comprising a closed engine crankcase ventilation system according to any one of claims 1-5.

7. A control method for a closed-type engine crankcase ventilation system, characterized in that, Implemented by using a closed engine crankcase ventilation system according to any one of claims 1-5, comprising the following steps: Judging the load condition of the vehicle according to the current throttle opening; Adjusting the operating states of the first oil-gas separator (2) and the second oil-gas separator (3) according to the load condition of the vehicle currently.

8. The control method of a closed-type engine crankcase ventilation system according to claim 7, characterized in that, The adjusting the operating states of the first oil-gas separator (2) and the second oil-gas separator (3) according to the load condition of the vehicle currently includes: When the vehicle is in a low-load state, turn on the first oil-gas separator (2) and turn off the second oil-gas separator (3); When the vehicle is in a medium-load state, turn on the second oil-gas separator (3) and turn off the first oil-gas separator (2); When the vehicle is in a high-load state, turn on the first oil-gas separator (2) and the second oil-gas separator (3).

9. The control method of a closed-type engine crankcase ventilation system according to claim 8, characterized in that, Before judging the load condition of the vehicle according to the current throttle opening degree, it further includes: Establish the relationship between the load condition of the vehicle and the throttle opening degree; When the throttle opening degree is less than 30%, the vehicle is in a low-load state; When the throttle opening degree is greater than or equal to 30% and less than or equal to 70%, the vehicle is in a medium-load state; When the throttle opening degree is greater than 70%, the vehicle is in a high-load state.

10. The control method of a closed engine crankcase ventilation system according to claim 8, characterized in that, Before turning on the first oil-gas separator (2), it further includes: Obtain the current ambient temperature and judge whether the current ambient temperature is lower than the pipeline icing temperature; If the current ambient temperature is lower than or equal to the pipeline icing temperature, turn on the heater (5) synchronously when turning on the first oil-gas separator (2); If the current ambient temperature is higher than the pipeline icing temperature, the heater (5) remains off when turning on the first oil-gas separator (2).

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