Crankcase air replenishment system, crankcase air replenishment control method, controller and vehicle

Abstract

The present application discloses a crankcase air replenishment system, a crankcase air replenishment control method, a controller, and a vehicle, relating to the field of hydrogen internal combustion engines. The system comprises: a first air replenishment line connecting the air outlet of a supercharger and the first end of a four-way valve; a second air replenishment line connecting the air outlet of a pressurized air storage tank and the second end of the four-way valve; and a third air replenishment line connecting the air outlet of an air filter of the hydrogen internal combustion engine and the third end of the four-way valve. The four-way valve is connected to the air replenishment port of the crankcase, and when the hydrogen internal combustion engine is in a high-load and high-moisture state, the opening of the first flow regulating valve is controlled to be greater than the opening of the second flow regulating valve, and the opening of the second flow regulating valve is controlled to be greater than the opening of the third flow regulating valve. The present application is based on the supercharger, pressurized air storage tank, and air filter, and adjusts the opening of each flow regulating valve, thereby reducing the moisture content of the intake air while meeting the crankcase air replenishment demand, thereby achieving the invention's purpose of improving the operational reliability of the hydrogen internal combustion engine.

Description

Technical Field

[0001] The present application relates to the technical field of hydrogen internal combustion engines, and in particular to a crankcase air replenishment system, a crankcase air replenishment control method, a controller, and a vehicle. Background Art

[0002] A hydrogen internal combustion engine uses hydrogen fuel (such as hydrogen gas or a fuel containing hydrogen). Because the exhaust gas from hydrogen combustion contains a high moisture content, when the exhaust gas diffuses into the crankcase, the temperature difference can easily cause water to precipitate, leading to oil emulsification in the crankcase. This oil emulsification reduces the lubricating effect of the oil, affecting the operating reliability of the hydrogen internal combustion engine. Summary of the Invention

[0003] In view of the above problems, this application provides a crankcase air filling system, a crankcase air filling control method, a controller, and a vehicle to achieve the purpose of improving the suppression effect of crankcase oil emulsification and the operating reliability of hydrogen internal combustion engines. The specific solution is as follows:

[0004] In a first aspect, the present application provides a crankcase air supply system, which is applied to a hydrogen internal combustion engine. The crankcase air supply system comprises:

[0005] The first air supply pipeline, the second air supply pipeline, the third air supply pipeline, the fourth air supply pipeline, the pressurized air storage tank, the first flow regulating valve, the second flow regulating valve, the third flow regulating valve, the four-way valve and the controller,

[0006] The air inlet of the pressurized air storage tank is communicated with the pressure relief valve of the supercharger of the hydrogen internal combustion engine; the first flow regulating valve is disposed in the first air supply pipeline communicating with the air outlet of the supercharger and the first end of the four-way valve; the second flow regulating valve is disposed in the second air supply pipeline communicating with the air outlet of the pressurized air storage tank and the second end of the four-way valve; the third flow regulating valve is disposed in the third air supply pipeline communicating with the air outlet of the air filter of the hydrogen internal combustion engine and the third end of the four-way valve; the fourth end of the four-way valve is communicated with the air supply port of the crankcase of the hydrogen internal combustion engine through the fourth air supply pipeline;

[0007] The first flow regulating valve is used to regulate the air supply flow of the supercharger, the second flow regulating valve is used to regulate the air supply flow of the pressurized air tank, the third flow regulating valve is used to regulate the air supply flow of the air filter, and the four-way valve is used to mix the gases output by the supercharger, the pressurized air tank, and the air filter;

[0008] The controller is electrically connected to the first flow regulating valve, the second flow regulating valve, and the third flow regulating valve, respectively, and is used to control the opening of the first flow regulating valve to be greater than the opening of the second flow regulating valve, and the opening of the second flow regulating valve to be greater than the opening of the third flow regulating valve when the hydrogen internal combustion engine is in a high-load and high-moisture state, wherein the high-load and high-moisture state is a state in which the load state parameter of the hydrogen internal combustion engine is greater than the high-load state threshold, and the water content of the crankcase is not less than the high-moisture threshold.

[0009] In a possible implementation, the controller is further configured to:

[0010] When the hydrogen internal combustion engine is in a medium-load and high-moisture state, controlling the opening of the second flow regulating valve to be greater than the opening of the first flow regulating valve, and the opening of the first flow regulating valve to be greater than the opening of the third flow regulating valve, the medium-load and high-moisture state being a state in which the load state parameter is not greater than the high-load state threshold, the load state parameter is greater than the low-load state threshold, and the water content of the crankcase is not less than the high-moisture threshold;

[0011] Alternatively, when the hydrogen internal combustion engine is in a low-load and high-moisture state, the opening of the third flow control valve is controlled to be greater than the opening of the second flow control valve, and the opening of the second flow control valve is controlled to be greater than the opening of the first flow control valve, wherein the low-load and high-moisture state is a state in which the load state parameter is not greater than the low-load state threshold value and the water content of the crankcase is not less than the high-moisture threshold value;

[0012] Alternatively, when the hydrogen internal combustion engine is in a high-load and low-moisture state, the opening of the first flow control valve is controlled to be greater than the opening of the third flow control valve, and the opening of the third flow control valve is controlled to be greater than the opening of the second flow control valve, wherein the high-load and low-moisture state is a state in which the load state parameter is greater than the high-load state threshold and the water content of the crankcase is less than the high-moisture threshold;

[0013] Alternatively, when the hydrogen internal combustion engine is in a medium-load and low-moisture state, the opening of the second flow control valve is controlled to be greater than the opening of the third flow control valve, and the opening of the third flow control valve is controlled to be greater than the opening of the first flow control valve, wherein the medium-load and low-moisture state is a state in which the load state parameter is not greater than the high-load state threshold, the load state parameter is greater than the low-load state threshold, and the water content of the crankcase is less than the high-moisture threshold;

[0014] Or, when the hydrogen internal combustion engine is in a low-load and low-moisture state, the opening of the third flow regulating valve is controlled to be greater than the opening of the first flow regulating valve, and the opening of the first flow regulating valve is greater than the opening of the second flow regulating valve. The low-load and low-moisture state is a state in which the load state parameter is not greater than the low-load state threshold, and the water content of the crankcase is less than the high moisture threshold.

[0015] In a possible implementation, the crankcase air supply system further includes:

[0016] A bypass valve and a heating device, wherein the bypass valve is connected in series to the fourth air supply pipeline, the bypass port of the bypass valve is connected to the inlet of the heating device, and the outlet of the heating device is connected to the fourth end of the four-way valve;

[0017] The controller is electrically connected to the bypass valve and the heating device, respectively, and is used to control the bypass valve outlet to open to the minimum opening, control the bypass port of the bypass valve to be conductive, and control the heating device to start heating when the temperature of the mixed gas output from the fourth end is lower than the water analysis threshold; and is also used to control the bypass valve outlet to be conductive, control the bypass port of the bypass valve to be closed, and control the heating device to stop heating when the temperature of the mixed gas is lower than the water analysis threshold.

[0018] In a possible implementation, the crankcase air supply system further includes:

[0019] an oil-gas separator, wherein an air inlet of the oil-gas separator is communicated with an exhaust port of the crankcase;

[0020] The controller is also used to control the oil-gas separator to operate at a target operating power adapted to the water content of the crankcase, wherein when the oil-gas separator operates at the target operating power, the intake flow of the oil-gas separator is greater than the intake demand flow of the crankcase.

[0021] A second aspect of the present application provides a crankcase air supply control method, which is applied to a controller of a crankcase air supply system. The crankcase air supply system is the crankcase air supply system provided by the first aspect of the present application and any possible implementation of the first aspect. The crankcase air supply control method includes:

[0022] When the hydrogen internal combustion engine is in a high-load and high-moisture state, the opening of the first flow regulating valve is controlled to be greater than the opening of the second flow regulating valve, and the opening of the second flow regulating valve is greater than the opening of the third flow regulating valve, wherein the high-load and high-moisture state is a state in which the load state parameter of the hydrogen internal combustion engine is greater than the high-load state threshold, and the water content of the crankcase is not less than the high-moisture threshold.

[0023] In a possible implementation, the crankcase air supply control method further includes:

[0024] When the hydrogen internal combustion engine is in a medium-load and high-moisture state, controlling the opening of the second flow regulating valve to be greater than the opening of the first flow regulating valve, and the opening of the first flow regulating valve to be greater than the opening of the third flow regulating valve, the medium-load and high-moisture state being a state in which the load state parameter is not greater than the high-load state threshold, the load state parameter is greater than the low-load state threshold, and the water content of the crankcase is not less than the high-moisture threshold;

[0025] Alternatively, when the hydrogen internal combustion engine is in a low-load and high-moisture state, the opening of the third flow control valve is controlled to be greater than the opening of the second flow control valve, and the opening of the second flow control valve is controlled to be greater than the opening of the first flow control valve, wherein the low-load and high-moisture state is a state in which the load state parameter is not greater than the low-load state threshold value and the water content of the crankcase is not less than the high-moisture threshold value;

[0026] Alternatively, when the hydrogen internal combustion engine is in a high-load and low-moisture state, the opening of the first flow control valve is controlled to be greater than the opening of the third flow control valve, and the opening of the third flow control valve is controlled to be greater than the opening of the second flow control valve, wherein the high-load and low-moisture state is a state in which the load state parameter is greater than the high-load state threshold and the water content of the crankcase is less than the high-moisture threshold;

[0027] Alternatively, when the hydrogen internal combustion engine is in a medium-load and low-moisture state, the opening of the second flow control valve is controlled to be greater than the opening of the third flow control valve, and the opening of the third flow control valve is controlled to be greater than the opening of the first flow control valve, wherein the medium-load and low-moisture state is a state in which the load state parameter is not greater than the high-load state threshold, the load state parameter is greater than the low-load state threshold, and the water content of the crankcase is less than the high-moisture threshold;

[0028] Or, when the hydrogen internal combustion engine is in a low-load and low-moisture state, the opening of the third flow regulating valve is controlled to be greater than the opening of the first flow regulating valve, and the opening of the first flow regulating valve is greater than the opening of the second flow regulating valve. The low-load and low-moisture state is a state in which the load state parameter is not greater than the low-load state threshold, and the water content of the crankcase is less than the high moisture threshold.

[0029] In a possible implementation, the crankcase air supply system further includes:

[0030] a fourth air supply pipeline, a bypass valve, and a heating device, wherein the bypass valve is connected in series to the fourth air supply pipeline, a bypass port of the bypass valve is connected to the inlet of the heating device, and an outlet of the heating device is connected to the fourth end of the four-way valve; and the controller is electrically connected to the bypass valve and the heating device, respectively;

[0031] The crankcase air supply control method further includes:

[0032] When the temperature of the mixed gas output from the fourth end is lower than a water separation threshold, the gas outlet of the bypass valve is controlled to be closed, the bypass port of the bypass valve is controlled to be open, and the heating device is controlled to start heating;

[0033] When the temperature of the mixed gas is lower than the water separation threshold, the gas outlet of the bypass valve is controlled to be open, the bypass port of the bypass valve is controlled to be closed, and the heating device is controlled to stop heating.

[0034] In a possible implementation, the crankcase air supply system further includes:

[0035] an oil-gas separator, wherein an air inlet of the oil-gas separator is communicated with an exhaust port of the crankcase;

[0036] The crankcase air supply control method further includes:

[0037] The oil-gas separator is controlled to operate at a target operating power adapted to the water content of the crankcase of the hydrogen internal combustion engine, wherein when the oil-gas separator operates at the target operating power, the intake flow of the oil-gas separator is greater than the required intake flow of the crankcase.

[0038] A third aspect of the present application provides a controller, comprising at least one processor and a memory connected to the processor, wherein:

[0039] The memory is used to store computer programs;

[0040] The processor is used to execute the computer program so that the controller can implement the crankcase air replenishment control method provided in the second aspect of the present application and any possible implementation of the second aspect.

[0041] A fourth aspect of the present application provides a vehicle, comprising: a crankcase air replenishment system as provided in the first aspect of the present application and any possible implementation of the first aspect.

[0042] By adopting the above technical solution, the crankcase air supply system, crankcase air supply control method, controller, and vehicle provided by the present application provide a three-way air supply system by configuring a first flow regulating valve disposed in a first air supply line connecting the air outlet of the supercharger and the first end of a four-way valve, a second flow regulating valve disposed in a second air supply line connecting the air outlet of a pressurized gas storage tank and the second end of the four-way valve, and a third flow regulating valve disposed in a third air supply line connecting the air outlet of an air filter of a hydrogen internal combustion engine and the third end of the four-way valve. The fourth end of the four-way valve is connected to the air supply port of the crankcase of the hydrogen internal combustion engine via a fourth air supply line. Furthermore, by configuring the air inlet of the pressurized gas storage tank to connect to the pressure relief valve of the supercharger of the hydrogen internal combustion engine, high-pressure gas can be obtained from the pressurized gas storage tank without increasing additional energy consumption. Subsequently, a four-way valve is configured to mix the gas output from the supercharger, pressurized gas storage tank, and air filter. A controller is configured to control the opening of the first flow control valve to be greater than that of the second flow control valve, and the opening of the second flow control valve to be greater than that of the third flow control valve, when the hydrogen internal combustion engine is in a high-load and high-moisture state. This allows the intake of air from the pressurized gas storage tank and air filter to compensate for the reduced amount of supplemental air from the supercharger under high-load conditions, while maintaining the gas using the high-pressure gas output from the pressurized gas storage tank. Furthermore, the high-temperature gas output from the supercharger can be used to heat the mixed gas to reduce the risk of water separation from the mixed gas due to its low temperature. Finally, because the gas in the supercharger and pressurized gas storage tank has a low water content, the water content of the mixed gas is reduced by controlling the opening of the first flow control valve to be greater than that of the second flow control valve, and the opening of the second flow control valve to be greater than that of the third flow control valve. This, in turn, avoids the risk of oil emulsification caused by a high water content in the supplemental gas when the crankcase water content is high. It can be seen that the present application improves the effect of suppressing the emulsification of the crankcase oil and the operating reliability of the hydrogen internal combustion engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] The above and other features, advantages, and aspects of the various embodiments of the present disclosure will become more apparent with reference to the following detailed description in conjunction with the accompanying drawings. Throughout the drawings, the same or similar reference numerals represent the same or similar elements. It should be understood that the drawings are schematic and that the originals and elements are not necessarily drawn to scale.

[0044] Figure 1 A schematic structural diagram of a crankcase air replenishment system provided in this application;

[0045] Figure 2 A schematic structural diagram of a crankcase air supply system provided for a possible implementation of the present application;

[0046] Figure 3 A flow chart for determining the opening of each flow control valve provided in this application;

[0047] Figure 4 A schematic diagram of the structure of a controller provided in this application. DETAILED DESCRIPTION

[0048] The following describes the embodiments of the present application in conjunction with the accompanying drawings. The terms used in the implementation methods of the present application are only used to explain the specific embodiments of the present application and are not intended to limit the present application.

[0049] The embodiments of the present application are described below in conjunction with the accompanying drawings. Those skilled in the art will appreciate that, with the development of technology and the emergence of new scenarios, the technical solutions provided in the embodiments of the present application are also applicable to similar technical problems.

[0050] The terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequential order. It should be understood that the terms used in this way can be interchangeable under appropriate circumstances, and this is merely a way of distinguishing the objects of the same attributes when describing them in the embodiments of the present application. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, so that the process, method, system, product or equipment comprising a series of units need not be limited to those units, but may include other units that are not clearly listed or inherent to these processes, methods, products or equipment.

[0051] It should be noted that, in actual application scenarios, this application improves the suppression of crankcase oil emulsification in hydrogen internal combustion engines compared to existing technologies, thereby improving the operational reliability of hydrogen internal combustion engines. Specifically, existing crankcase air supply systems mostly accelerate the exchange rate between the gas in the crankcase and the outside world, directing the high-speed gas output by the supercharger into the crankcase, thereby avoiding water separation due to the slow gas flow rate. However, changes in the load state of the hydrogen internal combustion engine will affect the flow rate and flow of the gas output by the supercharger. For example, under high load conditions, the supercharger must prioritize ensuring the output power of the hydrogen internal combustion engine. At this time, the gas flow allocated to the existing crankcase air supply system will be reduced. When the cross-sectional area of ​​the air duct remains unchanged, the reduced gas flow rate will lead to a reduced gas flow rate. At the same time, when the gas flow rate decreases, the water content of the gas inside the crankcase increases, causing water separation at low air supply temperatures and resulting in oil emulsification. Therefore, the present application provides a three-way air supply pipeline by configuring a first flow regulating valve disposed in a first air supply line connecting the air outlet of the supercharger and the first end of the four-way valve; a second flow regulating valve disposed in a second air supply line connecting the air outlet of the pressurized gas storage tank and the second end of the four-way valve; and a third flow regulating valve disposed in a third air supply line connecting the air outlet of the hydrogen internal combustion engine's air filter and the third end of the four-way valve. The fourth end of the four-way valve is connected to the air supply port of the crankcase of the hydrogen internal combustion engine via a fourth air supply line. Furthermore, by configuring the air inlet of the pressurized gas storage tank to connect to the pressure relief valve of the supercharger of the hydrogen internal combustion engine, high-pressure gas can be obtained from the pressurized gas storage tank without increasing additional energy consumption. Subsequently, by configuring a four-way valve to mix the gas output from the supercharger, the pressurized gas storage tank, and the air filter, and by configuring it in a high-load and high-moisture state of the hydrogen internal combustion engine, controlling the opening of the first flow control valve to be greater than the opening of the second flow control valve, and the opening of the second flow control valve to be greater than the opening of the third flow control valve, the intake of the pressurized gas storage tank and the air filter is used to compensate for the reduced air supply of the supercharger under high-load conditions, and the high-pressure gas output from the supercharger and the pressurized gas storage tank is used to increase the flow rate of the mixed gas, and the high-temperature gas output from the supercharger is used to heat the mixed gas to reduce the risk of water separation due to the low temperature of the mixed gas. In this way, the mixed gas is used to increase the gas outflow rate in the crankcase, suppress the increase in hydrogen concentration and water separation, and avoid the risk of oil emulsification. It can be seen that the present application suppresses the increase in crankcase hydrogen concentration and oil emulsification, and improves the operating reliability of the hydrogen internal combustion engine.

[0052] It can be seen that the present application improves the effect of suppressing the emulsification of the crankcase oil and the operating reliability of the hydrogen internal combustion engine.

[0053] The first aspect of the present application provides a crankcase air filling system, which is applied to a hydrogen internal combustion engine, such as Figure 1 As shown, the crankcase air replenishment system includes:

[0054] The first air supply pipeline 101, the second air supply pipeline 102, the third air supply pipeline 103, the fourth air supply pipeline 104, the pressurized air storage tank 105, the first flow regulating valve 106, the second flow regulating valve 107, the third flow regulating valve 108, the four-way valve 109 and the controller 110,

[0055] An air inlet of a pressurized gas storage tank 105 is connected to a pressure relief valve of a supercharger of a hydrogen internal combustion engine. A first flow regulating valve 106 is disposed in a first air supply line 101 connected to an air outlet of the supercharger and a first end of a four-way valve 109. A second flow regulating valve 107 is disposed in a second air supply line 102 connected to an air outlet of the pressurized gas storage tank 105 and a second end of the four-way valve 109. A third flow regulating valve 108 is disposed in a third air supply line 103 connected to an air outlet of an air filter of the hydrogen internal combustion engine and a third end of the four-way valve 109. A fourth end of the four-way valve 109 is connected to an air supply port of a crankcase of the hydrogen internal combustion engine via a fourth air supply line 104.

[0056] The first flow regulating valve 106 is used to regulate the air supply flow of the supercharger, the second flow regulating valve 107 is used to regulate the air supply flow of the pressurized air tank 105, the third flow regulating valve 108 is used to regulate the air supply flow of the air filter, and the four-way valve 109 is used to mix the gas output from the supercharger, the pressurized air tank 105 and the air filter;

[0057] The controller 110 is electrically connected to the first flow regulating valve 106, the second flow regulating valve 107, and the third flow regulating valve 108, respectively, and is used to control the opening of the first flow regulating valve 106 to be greater than the opening of the second flow regulating valve 107, and the opening of the second flow regulating valve 107 to be greater than the opening of the third flow regulating valve 108 when the hydrogen internal combustion engine is in a high load and high moisture state, wherein the high load and high moisture state is a state in which the load state parameter of the hydrogen internal combustion engine is greater than the high load state threshold, and the water content of the crankcase is not less than the high moisture threshold.

[0058] It should be noted that, in actual application scenarios, the above-mentioned pressurized gas storage tank 105 can be a gas storage tank with a pressurization function. Since the supercharger of the hydrogen internal combustion engine needs to provide high-pressure gas to the hydrogen internal combustion engine during operation to assist the hydrogen internal combustion engine in burning and performing work, this causes the hydrogen internal combustion engine to produce high-pressure gas greater than the operating requirements of the hydrogen internal combustion engine. However, due to the fluctuations in the amount of intake required by the hydrogen internal combustion engine at each moment, the pressure inside the supercharger will fluctuate. When the pressure is too high, excess gas needs to be released through a pressure relief valve to avoid damage to the supercharger. The present application connects the air inlet of the pressurized gas storage tank 105 to the pressure relief valve of the supercharger of the hydrogen internal combustion engine through configuration, thereby utilizing the pressurized gas storage tank 105 to collect the high-pressure dry gas discharged through the pressure relief valve, thereby improving energy utilization.

[0059] It should be noted that, in actual application scenarios, the present application configures the air inlet of the pressurized gas storage tank 105 to be connected to the pressure relief valve of the supercharger of the hydrogen internal combustion engine, the first flow regulating valve 106 is deployed in the first air supply pipeline 101 connecting the air outlet of the supercharger and the first end of the four-way valve 109, the second flow regulating valve 107 is deployed in the second air supply pipeline 102 connecting the air outlet of the pressurized gas storage tank 105 and the second end of the four-way valve 109, and the third flow regulating valve 108 is deployed in the In the third air supply line 103 connected to the air outlet of the air filter of the hydrogen internal combustion engine and the third end of the four-way valve 109, the fourth end of the four-way valve 109 is connected to the air supply port of the crankcase of the hydrogen internal combustion engine through the fourth air supply line 104, providing a three-way air intake air supply line. Compared with the existing crankcase air supply system in which gas is only provided by the supercharger, the present application avoids the risk of increased crankcase hydrogen concentration and water content due to insufficient air supply caused by the load state of the hydrogen internal combustion engine.

[0060] It should be noted that in actual application scenarios, the above-mentioned load state parameters can be parameters of the hydrogen internal combustion engine that can characterize the load state of the hydrogen internal combustion engine, and their types include but are not limited to: output torque, accelerator pedal opening, intake air volume, etc. Among them, the output torque can be collected by a torque sensor, the accelerator pedal opening can be collected by an opening sensor, and the intake air volume can be collected by a gas flow meter.

[0061] It should be noted that, in actual application scenarios, the water content of the crankcase can be collected by a water content sensor deployed inside the crankcase.

[0062] It should be noted that in actual application scenarios, changes in the load state of the hydrogen internal combustion engine will affect the flow rate and flow of the gas output by the supercharger. For example, under high load conditions, the supercharger must prioritize ensuring the output power of the hydrogen internal combustion engine. At this time, the gas flow distributed to the existing crankcase air supply system will decrease. When the cross-sectional area of ​​the air duct remains unchanged, the reduced gas flow will lead to a decrease in gas flow rate. At the same time, when the gas flow rate decreases, the water content of the gas inside the crankcase increases, resulting in water separation when the air supply temperature is low, causing oil emulsification. That is, when the hydrogen internal combustion engine is in a high-load and high-moisture state where the load state parameters are greater than the high-load state threshold and the crankcase water content is not less than the high-moisture threshold, the crankcase will experience increased hydrogen concentration and oil emulsification due to the problems of reduced gas flow rate and reduced intake volume. Therefore, the present application controls the opening of the first flow regulating valve 106 to be greater than the opening of the second flow regulating valve 107, and the opening of the second flow regulating valve 107 to be greater than the opening of the third flow regulating valve 108, by configuring the hydrogen internal combustion engine in a high-load and high-moisture state. This allows the intake of air from the pressurized gas tank 105 and the air filter to compensate for the reduced air supply from the supercharger under high-load conditions. The high-pressure gas output from the supercharger and the pressurized gas tank is used to increase the flow rate of the mixed gas, and the high-temperature gas output from the supercharger is used to heat the mixed gas to reduce the risk of water separation from the mixed gas due to its low temperature. This allows the mixed gas to increase the gas outflow rate in the crankcase, suppress the increase in hydrogen concentration and water separation, and avoid the risk of oil emulsification.

[0063] The present application configures an air inlet of a pressurized gas storage tank to be connected to a pressure relief valve of a supercharger of a hydrogen internal combustion engine; a first flow regulating valve is disposed in a first air supply pipeline connected to an air outlet of the supercharger and a first end of a four-way valve; a second flow regulating valve is disposed in a second air supply pipeline connected to an air outlet of the pressurized gas storage tank and a second end of the four-way valve; a third flow regulating valve is disposed in a third air supply pipeline connected to an air outlet of an air filter of the hydrogen internal combustion engine and a third end of the four-way valve; a fourth end of the four-way valve is connected to an air supply port of a crankcase of the hydrogen internal combustion engine through a fourth air supply pipeline, thereby providing a three-way air supply pipeline. Compared with the existing crankcase air supply system in which gas is only provided by a supercharger, the present application avoids the risk of increased crankcase hydrogen concentration and water content due to insufficient air supply caused by the load state of the hydrogen internal combustion engine. And by configuring the hydrogen internal combustion engine in a high-load and high-moisture state, the opening of the first flow regulating valve is controlled to be greater than the opening of the second flow regulating valve, and the opening of the second flow regulating valve is controlled to be greater than the opening of the third flow regulating valve, so as to use the air intake of the pressurized gas tank and the air filter to make up for the reduced air supply of the supercharger under high-load conditions, use the high-pressure gas output by the supercharger and the pressurized gas tank to increase the flow rate of the mixed gas, and use the high-temperature gas output by the supercharger to heat the mixed gas to reduce the risk of water separation due to the low temperature of the mixed gas. In this way, the mixed gas is used to increase the gas outflow rate in the crankcase, suppress the increase in hydrogen concentration and water separation, and avoid the risk of oil emulsification. It can be seen that the present application suppresses the increase in crankcase hydrogen concentration and oil emulsification, and improves the operating reliability of the hydrogen internal combustion engine.

[0064] In a possible implementation, the controller 110 is further configured to:

[0065] When the hydrogen internal combustion engine is in a medium load and high moisture state, the opening of the second flow regulating valve 107 is controlled to be greater than the opening of the first flow regulating valve 106, and the opening of the first flow regulating valve 106 is greater than the opening of the third flow regulating valve 108. The medium load and high moisture state is a state in which the load state parameter is not greater than the high load state threshold, the load state parameter is greater than the low load state threshold, and the water content of the crankcase is not less than the high moisture threshold;

[0066] Alternatively, when the hydrogen internal combustion engine is in a low-load and high-moisture state, the opening of the third flow control valve 108 is controlled to be greater than the opening of the second flow control valve 107, and the opening of the second flow control valve 107 is greater than the opening of the first flow control valve 106. The low-load and high-moisture state is a state in which the load state parameter is not greater than the low-load state threshold, and the water content of the crankcase is not less than the high-moisture threshold;

[0067] Alternatively, when the hydrogen internal combustion engine is in a high-load and low-moisture state, the opening of the first flow control valve 106 is controlled to be greater than the opening of the third flow control valve 108, and the opening of the third flow control valve 108 is greater than the opening of the second flow control valve 107. The high-load and low-moisture state is a state in which the load state parameter is greater than a high-load state threshold, and the water content of the crankcase is less than a high-moisture threshold.

[0068] Alternatively, when the hydrogen internal combustion engine is in a medium load and low moisture state, the opening of the second flow control valve 107 is controlled to be greater than the opening of the third flow control valve 108, and the opening of the third flow control valve 108 is greater than the opening of the first flow control valve 106. The medium load and low moisture state is a state in which the load state parameter is not greater than the high load state threshold, the load state parameter is greater than the low load state threshold, and the water content of the crankcase is less than the high moisture threshold;

[0069] Or, when the hydrogen internal combustion engine is in a low-load and low-moisture state, the opening of the third flow regulating valve 108 is controlled to be greater than the opening of the first flow regulating valve 106, and the opening of the first flow regulating valve 106 is greater than the opening of the second flow regulating valve 107. The low-load and low-moisture state is a state in which the load state parameter is not greater than the low-load state threshold, and the water content of the crankcase is less than the high moisture threshold.

[0070] It should be noted that in actual application scenarios, the high-load state threshold and low-load state threshold can be determined through calibration tests on hydrogen internal combustion engines. For example, assuming the load state parameter is the accelerator pedal opening, the low-load state threshold determined after calibration is 30%, and the high-load state threshold is 70%. If the accelerator pedal opening sensor measures 55% during operation, this indicates that the hydrogen internal combustion engine is in a high-load state.

[0071] It should be noted that in actual application scenarios, different load conditions will affect the gas flow rate and gas velocity output by the supercharger, as well as the rate of increase in hydrogen concentration and the crankcase moisture content, which in turn affects the required crankcase air supply volume and flow rate. Therefore, this application configures the above-mentioned high-load high-moisture state, medium-load high-moisture state, low-load high-moisture state, high-load low-moisture state, medium-load low-moisture state, and low-load low-moisture state, and respectively configures the opening of each flow control valve in the corresponding state, thereby improving the suppression effect of hydrogen concentration increase and oil emulsification.

[0072] It should be noted that in actual application scenarios, when controlling the opening of the corresponding flow control valve according to each of the above states, the corresponding required crankcase air flow rate and the corresponding opening degree can be found based on the specific crankcase moisture content of the corresponding state. For example, assume that the high-load and high-moisture state corresponds to three required air flow rates, corresponding to crankcase moisture contents of 55%-60%, 61%-70%, and 70%-75%, respectively. Assuming that the high-load and high-moisture state has been determined and the crankcase moisture content is 67%, the specific opening degree of each flow control valve can be obtained by querying the opening value corresponding to the required air flow rate corresponding to 61%-70%.

[0073] In one possible implementation, the crankcase air supply system provided by the first aspect of the present application and any possible implementation of the first aspect further includes:

[0074] The bypass valve and the heating device are connected in series in the fourth air supply pipeline 104, the bypass port of the bypass valve is connected to the inlet of the heating device, and the outlet of the heating device is connected to the fourth end of the four-way valve 109;

[0075] The controller 110 is electrically connected to the bypass valve and the heating device, respectively, and is used to control the bypass valve outlet to open to the minimum opening, control the bypass port of the bypass valve to be connected, and control the heating device to start heating when the temperature of the mixed gas output at the fourth end is lower than the water analysis threshold; it is also used to control the bypass valve outlet to be connected, control the bypass port of the bypass valve to be closed, and control the heating device to stop heating when the temperature of the mixed gas is lower than the water analysis threshold.

[0076] It should be noted that in actual application scenarios, since the moisture in the mixed gas cannot be completely removed, when the ambient temperature is too low, the mixed gas may easily condense and precipitate due to the low temperature environment during its flow to the crankcase. Therefore, the present application connects a bypass valve in series with the fourth air supply line 104, with the bypass valve's bypass port communicating with the inlet of the heating device, and the outlet of the heating device communicating with the fourth end of the four-way valve 109. When the temperature of the mixed gas output from the fourth end is less than a moisture separation threshold, the bypass valve's outlet is controlled to open to a minimum opening, the bypass valve's bypass port is controlled to be conductive, and the heating device is controlled to begin heating, thereby utilizing the heating device to heat the mixed gas. Furthermore, when the temperature of the mixed gas is less than the moisture separation threshold, the bypass valve's outlet is controlled to be conductive, the bypass valve's bypass port is controlled to be closed, and the heating device is controlled to stop heating, thereby directing the mixed gas at a temperature not less than the moisture separation threshold into the crankcase. This prevents moisture separation during the mixed gas flow to and from the crankcase, which could lead to the risk of oil emulsification.

[0077] It should be noted that, in actual application scenarios, the temperature of the mixed gas output from the fourth end of the four-way valve 109 can be collected by a temperature sensor deployed inside the four-way valve.

[0078] In one possible implementation, the crankcase air replenishment system provided by the first aspect of the present application and any possible implementation of the first aspect further includes: an oil-gas separator, wherein the air inlet of the oil-gas separator is connected to the exhaust port of the crankcase;

[0079] The controller is also used to control the oil-gas separator to operate at a target operating power adapted to the water content of the crankcase, wherein when the oil-gas separator operates at the target operating power, the intake flow of the oil-gas separator is greater than the required intake flow of the crankcase.

[0080] It should be noted that the present application configures the oil-gas separator of the hydrogen internal combustion engine to operate at a target operating power adapted to the water content of the crankcase, thereby utilizing the oil-gas separator to assist in increasing the air outflow rate in the crankcase to suppress the increase in hydrogen concentration inside the crankcase and the emulsification of the engine oil.

[0081] To facilitate understanding of the connection relationship of the crankcase air filling system provided by the first aspect of the present application and any possible implementation of the first aspect, an explanation is provided herein in conjunction with a possible implementation of the present application:

[0082] like Figure 2Figure 1 shows a schematic diagram of the structure of a crankcase air supply system. This crankcase air supply system is applied to a hydrogen internal combustion engine, which includes a supercharger, an air filter, a combustion chamber, a crankcase, and an oil pan. The first air outlet of the air filter is connected to the first air inlet of the supercharger, the exhaust port of the oil-gas separator 113 is connected to the second air inlet of the supercharger, the oil drain port of the oil-gas separator 113 is connected to the oil inlet of the oil pan, and the first air outlet of the supercharger is connected to the intake duct of the combustion chamber. The supercharger's pressure relief valve is connected to the air inlet of the pressurized air tank 105. The supercharger's second air outlet is connected to the first end of a four-way valve 109 via a first air supply line 101. The air outlet of the pressurized air tank 105 is connected to the second end of the four-way valve 109 via a second air supply line 102. The second air outlet of the air filter is connected to the third end of the four-way valve 109 via a third air supply line 103. The fourth end of the four-way valve 109 is connected to the air supply port of the crankcase via a fourth air supply line 104. The air outlet of the crankcase is connected to the air inlet of the oil-gas separator 113. A first flow control valve 106 is disposed in the first air supply line 101, a second flow control valve 107 is disposed in the second air supply line 102, and a third flow control valve 108 is disposed in the third air supply line 103. A bypass valve 111 is connected in series with the fourth air supply line 104. The bypass port of bypass valve 111 is connected to the inlet of heating device 112, and the outlet of heating device 112 is connected to the fourth end of four-way valve 109. First flow regulating valve 106, second flow regulating valve 107, third flow regulating valve 108, four-way valve 109, bypass valve 111, heating device 112, and oil-gas separator 113 are all electrically connected to controller 110.

[0083] A second aspect of the present application provides a crankcase air supply control method, which is applied to a controller of a crankcase air supply system. The crankcase air supply system is the crankcase air supply system provided by the first aspect of the present application and any possible implementation of the first aspect. The crankcase air supply control method includes:

[0084] When the hydrogen internal combustion engine is in a high-load and high-moisture state, the opening of the first flow regulating valve is controlled to be greater than the opening of the second flow regulating valve, and the opening of the second flow regulating valve is greater than the opening of the third flow regulating valve. The high-load and high-moisture state is a state in which the load state parameter of the hydrogen internal combustion engine is greater than the high-load state threshold, and the water content of the crankcase is not less than the high-moisture threshold.

[0085] In a possible implementation, the crankcase air filling control method provided in the second aspect of the present application further includes:

[0086] When the hydrogen internal combustion engine is in a medium-load and high-moisture state, controlling the opening of the second flow control valve to be greater than the opening of the first flow control valve, and the opening of the first flow control valve to be greater than the opening of the third flow control valve, the medium-load and high-moisture state is a state in which the load state parameter is not greater than the high-load state threshold, the load state parameter is greater than the low-load state threshold, and the water content of the crankcase is not less than the high-moisture threshold;

[0087] Alternatively, when the hydrogen internal combustion engine is in a low-load and high-moisture state, the opening of the third flow control valve is controlled to be greater than the opening of the second flow control valve, and the opening of the second flow control valve is greater than the opening of the first flow control valve. The low-load and high-moisture state is a state in which the load state parameter is not greater than a low-load state threshold, and the water content of the crankcase is not less than a high-moisture threshold.

[0088] Alternatively, when the hydrogen internal combustion engine is in a high-load, low-moisture state, the opening of the first flow control valve is controlled to be greater than the opening of the third flow control valve, and the opening of the third flow control valve is controlled to be greater than the opening of the second flow control valve, wherein the high-load, low-moisture state is a state in which the load state parameter is greater than a high-load state threshold and the water content of the crankcase is less than the high-moisture threshold;

[0089] Alternatively, when the hydrogen internal combustion engine is in a medium load and low moisture state, the opening of the second flow control valve is controlled to be greater than the opening of the third flow control valve, and the opening of the third flow control valve is greater than the opening of the first flow control valve. The medium load and low moisture state is a state in which the load state parameter is not greater than the high load state threshold, the load state parameter is greater than the low load state threshold, and the water content of the crankcase is less than the high moisture threshold.

[0090] Or, when the hydrogen internal combustion engine is in a low-load and low-moisture state, the opening of the third flow regulating valve is controlled to be greater than the opening of the first flow regulating valve, and the opening of the first flow regulating valve is greater than the opening of the second flow regulating valve. The low-load and low-moisture state is a state in which the load state parameter is not greater than the low-load state threshold, and the water content of the crankcase is less than the high moisture threshold.

[0091] It should be noted that, in actual application scenarios, there are multiple implementation methods for determining the opening of each flow control valve. Here, an exemplary implementation method is provided:

[0092] like Figure 3 FIG. 1 is a flow chart for determining the opening of each flow control valve. The specific steps include:

[0093] Step S301: Obtain the load state parameters of the hydrogen internal combustion engine and the water content of the crankcase, and trigger step S302.

[0094] Step S302: Determine whether the moisture content is less than a high moisture threshold. If yes, step S303 is triggered; if not, step S304 is triggered.

[0095] Step S303: Determine whether the load state parameter is greater than a high load state threshold. If yes, step S305 is triggered; if no, step S306 is triggered.

[0096] Step S304: Determine whether the load state parameter is greater than a high load state threshold. If yes, step S307 is triggered; if no, step S308 is triggered.

[0097] Step S305, extracting the opening values ​​of each flow control valve corresponding to the high load and low moisture state, the opening values ​​are in the following relationship: the opening of the first flow control valve is greater than the opening of the third flow control valve, and the opening of the third flow control valve is greater than the opening of the second flow control valve.

[0098] It should be noted that in the high-load, low-water state of step S305, the crankcase has a high hydrogen concentration and a low water content. Therefore, increasing the amount of supplemental air is necessary to suppress the rise in hydrogen concentration. Therefore, by configuring the opening of the first flow control valve to be greater than that of the third flow control valve, and the opening of the third flow control valve to be greater than that of the second flow control valve, the volume of the mixed gas is increased by increasing the air filter intake flow. Furthermore, by leveraging the high pressure and high flow rate of the supercharger output in this state, the mixed gas is accelerated to increase the gas flow rate. Furthermore, because the supercharger pressure is high in this state and frequent pressure relief is required, the third flow control valve is configured to maintain a relatively small opening to assist in supplemental air, in order to reserve storage space for the exhaust gas from the supercharger pressure relief valve.

[0099] Step S306: Determine whether the load state parameter is less than a low load state threshold. If yes, step S309 is triggered; if no, step S310 is triggered.

[0100] Step S307, extracting the opening values ​​of each flow control valve corresponding to the high load and high moisture state, the opening values ​​are in the following relationship: the opening of the first flow control valve is greater than the opening of the second flow control valve, and the opening of the second flow control valve is greater than the opening of the third flow control valve.

[0101] It should be noted that under the high-load, high-moisture conditions of step S307, the crankcase exhibits high hydrogen concentration and high water content. In this case, it is necessary to increase the amount of supplemental air and reduce the water content of the intake air to suppress the rise in hydrogen concentration and oil emulsification. Therefore, by configuring the opening of the first flow control valve to be greater than that of the second flow control valve, and the opening of the second flow control valve to be greater than that of the third flow control valve, the dry gas output from the supercharger and pressurized gas storage tank is used to reduce the water content of the mixed gas. Furthermore, the high-pressure, high-temperature gas output from the supercharger is used to accelerate and heat the mixed gas, thereby suppressing the rise in hydrogen concentration and oil emulsification.

[0102] Step S308: Determine whether the load state parameter is less than a low load state threshold. If yes, step S311 is triggered; if not, step S312 is triggered.

[0103] Step S309, extracting the opening values ​​of each flow control valve corresponding to the low load and low moisture state, the opening values ​​are in the following relationship: the opening of the third flow control valve is greater than the opening of the first flow control valve, and the opening of the first flow control valve is greater than the opening of the second flow control valve.

[0104] It should be noted that in the low-load, low-moisture state of step S309, the supercharger's air output is reduced, and pressure relief is infrequent. Therefore, by configuring the third flow control valve's opening to be larger than the first flow control valve's, and the first flow control valve's opening to be larger than the second flow control valve's, the air filter's air output is used to supplement the crankcase's intake air, while the air output from the supercharger and pressurized air tank accelerates the mixed gas to meet the crankcase's required replenishment flow rate.

[0105] Step S310, extracting the opening values ​​of each flow control valve corresponding to the medium load and low moisture state, the opening values ​​are in the following relationship: the opening of the second flow control valve is greater than the opening of the third flow control valve, and the opening of the third flow control valve is greater than the opening of the first flow control valve.

[0106] It should be noted that in the medium-load, low-moisture state of step S310, the turbocharger's gas output is unstable and frequently releases pressure. Therefore, by configuring the second flow control valve to have a larger opening than the third flow control valve, and the third flow control valve to have a larger opening than the first flow control valve, the pressurized gas tank's gas output is used to accelerate the mixed gas, the air filter's gas output is used to supplement the crankcase's intake air, and auxiliary heating of the turbocharger's gas output is configured. This increases the gas flow rate and reduces the moisture content, thereby suppressing increases in hydrogen concentration and oil emulsification.

[0107] Step S311, extracting the opening values ​​of each flow control valve corresponding to the low load and high moisture state, the opening values ​​are in the following relationship: the opening of the third flow control valve is greater than the opening of the second flow control valve, and the opening of the second flow control valve is greater than the opening of the first flow control valve.

[0108] It should be noted that in the low-load, high-moisture state of step S311, the turbocharger's gas output is low, but pressure is frequently released, resulting in a high crankcase moisture content. Therefore, by configuring the second flow control valve's opening to be greater than that of the third flow control valve, and the third flow control valve's opening to be greater than that of the first flow control valve, the dry gas from the pressurized gas tank is utilized to reduce the moisture content of the mixed gas and accelerate the mixed gas. The air from the air filter is used to supplement the crankcase's intake air volume, and auxiliary heating of the turbocharger's gas output is configured. This increases the gas flow rate and reduces the moisture content, thereby suppressing increases in hydrogen concentration and oil emulsification.

[0109] Step S312, extracting the opening values ​​of each flow control valve corresponding to the medium load and high moisture state, the opening values ​​are in the following relationship: the opening of the second flow control valve is greater than the opening of the first flow control valve, and the opening of the first flow control valve is greater than the opening of the third flow control valve.

[0110] It should be noted that in the medium-load, high-moisture state of step S312, the turbocharger's air output is unstable, but it frequently releases pressure, resulting in a high crankcase moisture content. Therefore, by configuring the second flow control valve's opening to be larger than the first flow control valve's opening, and the first flow control valve's opening to be larger than the third flow control valve's opening, the dry air output from the pressurized air tank and turbocharger is utilized to reduce the moisture content of the mixed gas and accelerate the mixed gas. Furthermore, the air from the air filter is used to supplement the crankcase's intake air, thereby suppressing increases in hydrogen concentration and oil emulsification.

[0111] In a possible implementation, the crankcase air supply system further includes:

[0112] a fourth air supply pipeline, a bypass valve, and a heating device, wherein the bypass valve is connected in series to the fourth air supply pipeline, a bypass port of the bypass valve is connected to the inlet of the heating device, and an outlet of the heating device is connected to the fourth end of the four-way valve; and a controller is electrically connected to the bypass valve and the heating device, respectively;

[0113] The crankcase air filling control method provided by the second aspect of the present application and any possible implementation of the second aspect further includes:

[0114] When the temperature of the mixed gas output from the fourth end is lower than the water separation threshold, the gas outlet of the bypass valve is controlled to be closed, the bypass port of the bypass valve is controlled to be open, and the heating device is controlled to start heating;

[0115] When the temperature of the mixed gas is lower than the water separation threshold, the gas outlet of the bypass valve is controlled to be open, the bypass port of the bypass valve is controlled to be closed, and the heating device is controlled to stop heating.

[0116] In one possible implementation, the crankcase air supply system further includes: an oil-gas separator, wherein an air inlet of the oil-gas separator is connected to an exhaust port of the crankcase;

[0117] The crankcase air filling control method provided by the second aspect of the present application and any possible implementation of the second aspect further includes:

[0118] The oil-gas separator is controlled to operate at a target operating power adapted to the water content of a crankcase of the hydrogen internal combustion engine, wherein when the oil-gas separator operates at the target operating power, an intake flow rate of the oil-gas separator is greater than a required intake flow rate of the crankcase.

[0119] A third aspect of the present application provides a controller, comprising at least one processor and a memory connected to the processor, wherein:

[0120] Memory is used to store computer programs;

[0121] The processor is used to execute the computer program so that the controller can implement the crankcase air replenishment control method provided in the second aspect of the present application and any possible implementation of the second aspect.

[0122] A fourth aspect of the present application provides a vehicle, comprising: a crankcase air replenishment system as provided in the first aspect of the present application and any possible implementation of the first aspect.

[0123] The structural diagram of the controller provided in the third aspect of this application is as follows Figure 4 The controller in the embodiments of the present application may be a server, a PC, a PAD, a mobile phone, an ECU (Electronic Control Unit), a VCU (Vehicle Control Unit), an MCU (Micro Controller Unit), an HCU (Hybrid Control Unit), etc. Figure 4 The controller shown is merely an example and should not limit the functions and scope of use of the embodiments of the present application.

[0124] like Figure 4 As shown, the controller may include a processing device (e.g., a central processing unit, a graphics processing unit, etc.) 401, which can perform various appropriate actions and processes based on programs stored in a read-only memory (ROM) 402 or programs loaded from a storage device 408 into a random access memory (RAM) 403. When the controller is powered on, RAM 403 also stores various programs and data required for controller operation. Processing device 401, ROM 402, and RAM 403 are interconnected via a bus 404. An input / output (I / O) interface 405 is also connected to bus 404.

[0125] Typically, the following devices may be connected to the I / O interface 405: an input device 406 including, for example, a touch screen, a touchpad, a keyboard, a mouse, a camera, a microphone, a torque sensor, a hydrogen concentration sensor, etc.; an output device 407 including, for example, a liquid crystal display (LCD), a speaker, a flow control valve, etc.; a storage device 408 including, for example, a memory card, a hard disk, etc.; and a communication device 409. The communication device 409 may allow the controller to communicate with other devices wirelessly or by wire to exchange data. Although Figure 4 The controller is shown with various devices, but it should be understood that it is not required to implement or have all of the devices shown. More or fewer devices may be implemented or have instead.

[0126] An embodiment of the present application also provides a computer program product including computer-readable instructions. When the computer-readable instructions are executed on an electronic device, the electronic device implements the crankcase air replenishment control method provided in the second aspect of the present application and any possible implementation of the second aspect.

[0127] A computer-readable storage medium is also provided in an embodiment of the present application. The storage medium carries one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement the crankcase air replenishment control method provided in the second aspect of the present application and any possible implementation of the second aspect.

[0128] It should also be noted that the device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separate, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed across multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the present embodiment. In addition, in the drawings of the device embodiments provided in this application, the connection relationship between the modules indicates that there is a communication connection between them, which can be specifically implemented as one or more communication buses or signal lines.

[0129] Through the description of the above embodiments, those skilled in the art can clearly understand that the present application can be implemented by means of software plus necessary general hardware, and of course can also be implemented by special hardware including application-specific integrated circuits, special CPUs, special memories, special components, etc. In general, all functions performed by computer programs can be easily implemented with corresponding hardware, and the specific hardware structures used to implement the same function can also be diverse, such as analog circuits, digital circuits or special circuits, etc. However, for the present application, software program implementation is a better implementation method in most cases. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a readable storage medium, such as a computer's floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk or optical disk, etc., and includes a number of instructions to enable a computer device (which can be a personal computer, training equipment, or network equipment, etc.) to execute the methods described in each embodiment of the present application.

[0130] In the above embodiments, all or part of the embodiments may be implemented by software, hardware, firmware, or any combination thereof. When implemented by software, all or part of the embodiments may be implemented in the form of a computer program product.

[0131] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in the embodiment of the present application is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions can be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from a website, a computer, a training device or a data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) mode to another website, a computer, a training device or a data center. The computer-readable storage medium can be any available medium that a computer can store or a data storage device such as a training device, a data center, etc. that includes one or more available media integrations. The available medium can be a magnetic medium, (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state drive (SSD)).

Claims

1. A crankcase air supply system, characterized in that: Applied to a hydrogen internal combustion engine, the crankcase air supply system comprises: The first air supply pipeline, the second air supply pipeline, the third air supply pipeline, the fourth air supply pipeline, the pressurized air storage tank, the first flow regulating valve, the second flow regulating valve, the third flow regulating valve, the four-way valve and the controller, The air inlet of the pressurized air storage tank is communicated with the pressure relief valve of the supercharger of the hydrogen internal combustion engine; the first flow regulating valve is disposed in the first air supply pipeline communicating with the air outlet of the supercharger and the first end of the four-way valve; the second flow regulating valve is disposed in the second air supply pipeline communicating with the air outlet of the pressurized air storage tank and the second end of the four-way valve; the third flow regulating valve is disposed in the third air supply pipeline communicating with the air outlet of the air filter of the hydrogen internal combustion engine and the third end of the four-way valve; the fourth end of the four-way valve is communicated with the air supply port of the crankcase of the hydrogen internal combustion engine through the fourth air supply pipeline; The first flow regulating valve is used to regulate the air supply flow of the supercharger, the second flow regulating valve is used to regulate the air supply flow of the pressurized air tank, the third flow regulating valve is used to regulate the air supply flow of the air filter, and the four-way valve is used to mix the gases output by the supercharger, the pressurized air tank, and the air filter; The controller is electrically connected to the first flow regulating valve, the second flow regulating valve, and the third flow regulating valve, respectively, and is used to control the opening of the first flow regulating valve to be greater than the opening of the second flow regulating valve, and the opening of the second flow regulating valve to be greater than the opening of the third flow regulating valve when the hydrogen internal combustion engine is in a high-load and high-moisture state, wherein the high-load and high-moisture state is a state in which the load state parameter of the hydrogen internal combustion engine is greater than the high-load state threshold, and the water content of the crankcase is not less than the high-moisture threshold.

2. The crankcase air supply system according to claim 1, characterized in that: The controller is further configured to: When the hydrogen internal combustion engine is in a medium-load and high-moisture state, controlling the opening of the second flow regulating valve to be greater than the opening of the first flow regulating valve, and the opening of the first flow regulating valve to be greater than the opening of the third flow regulating valve, the medium-load and high-moisture state being a state in which the load state parameter is not greater than the high-load state threshold, the load state parameter is greater than the low-load state threshold, and the water content of the crankcase is not less than the high-moisture threshold; Alternatively, when the hydrogen internal combustion engine is in a low-load and high-moisture state, the opening of the third flow control valve is controlled to be greater than the opening of the second flow control valve, and the opening of the second flow control valve is controlled to be greater than the opening of the first flow control valve, wherein the low-load and high-moisture state is a state in which the load state parameter is not greater than the low-load state threshold value and the water content of the crankcase is not less than the high-moisture threshold value; Alternatively, when the hydrogen internal combustion engine is in a high-load and low-moisture state, the opening of the first flow control valve is controlled to be greater than the opening of the third flow control valve, and the opening of the third flow control valve is controlled to be greater than the opening of the second flow control valve, wherein the high-load and low-moisture state is a state in which the load state parameter is greater than the high-load state threshold and the water content of the crankcase is less than the high-moisture threshold; Alternatively, when the hydrogen internal combustion engine is in a medium-load and low-moisture state, the opening of the second flow control valve is controlled to be greater than the opening of the third flow control valve, and the opening of the third flow control valve is controlled to be greater than the opening of the first flow control valve, wherein the medium-load and low-moisture state is a state in which the load state parameter is not greater than the high-load state threshold, the load state parameter is greater than the low-load state threshold, and the water content of the crankcase is less than the high-moisture threshold; Or, when the hydrogen internal combustion engine is in a low-load and low-moisture state, the opening of the third flow regulating valve is controlled to be greater than the opening of the first flow regulating valve, and the opening of the first flow regulating valve is greater than the opening of the second flow regulating valve. The low-load and low-moisture state is a state in which the load state parameter is not greater than the low-load state threshold, and the water content of the crankcase is less than the high moisture threshold.

3. The crankcase air supply system according to any one of claims 1 or 2, characterized in that: The crankcase air supply system also includes: A bypass valve and a heating device, wherein the bypass valve is connected in series to the fourth air supply pipeline, the bypass port of the bypass valve is connected to the inlet of the heating device, and the outlet of the heating device is connected to the fourth end of the four-way valve; The controller is electrically connected to the bypass valve and the heating device, respectively, and is used to control the bypass valve outlet to open to the minimum opening, control the bypass port of the bypass valve to be conductive, and control the heating device to start heating when the temperature of the mixed gas output from the fourth end is lower than the water analysis threshold; and is also used to control the bypass valve outlet to be conductive, control the bypass port of the bypass valve to be closed, and control the heating device to stop heating when the temperature of the mixed gas is lower than the water analysis threshold.

4. The crankcase air supply system according to any one of claims 1 or 2, characterized in that: The crankcase air supply system also includes: an oil-gas separator, wherein an air inlet of the oil-gas separator is communicated with an exhaust port of the crankcase; The controller is also used to control the oil-gas separator to operate at a target operating power adapted to the water content of the crankcase, wherein when the oil-gas separator operates at the target operating power, the intake flow of the oil-gas separator is greater than the intake demand flow of the crankcase.

5. A crankcase air supply control method, characterized in that: A controller applied to a crankcase air supply system, wherein the crankcase air supply system is the crankcase air supply system according to any one of claims 1 to 4, and the crankcase air supply control method comprises: When the hydrogen internal combustion engine is in a high-load and high-moisture state, the opening of the first flow regulating valve is controlled to be greater than the opening of the second flow regulating valve, and the opening of the second flow regulating valve is greater than the opening of the third flow regulating valve, wherein the high-load and high-moisture state is a state in which the load state parameter of the hydrogen internal combustion engine is greater than the high-load state threshold, and the water content of the crankcase is not less than the high-moisture threshold.

6. The crankcase air supply control method according to claim 5, characterized in that: The crankcase air supply control method further includes: When the hydrogen internal combustion engine is in a medium-load and high-moisture state, controlling the opening of the second flow regulating valve to be greater than the opening of the first flow regulating valve, and the opening of the first flow regulating valve to be greater than the opening of the third flow regulating valve, the medium-load and high-moisture state being a state in which the load state parameter is not greater than the high-load state threshold, the load state parameter is greater than the low-load state threshold, and the water content of the crankcase is not less than the high-moisture threshold; Alternatively, when the hydrogen internal combustion engine is in a low-load and high-moisture state, the opening of the third flow control valve is controlled to be greater than the opening of the second flow control valve, and the opening of the second flow control valve is controlled to be greater than the opening of the first flow control valve, wherein the low-load and high-moisture state is a state in which the load state parameter is not greater than the low-load state threshold value and the water content of the crankcase is not less than the high-moisture threshold value; Alternatively, when the hydrogen internal combustion engine is in a high-load and low-moisture state, the opening of the first flow control valve is controlled to be greater than the opening of the third flow control valve, and the opening of the third flow control valve is controlled to be greater than the opening of the second flow control valve, wherein the high-load and low-moisture state is a state in which the load state parameter is greater than the high-load state threshold and the water content of the crankcase is less than the high-moisture threshold; Alternatively, when the hydrogen internal combustion engine is in a medium-load and low-moisture state, the opening of the second flow control valve is controlled to be greater than the opening of the third flow control valve, and the opening of the third flow control valve is controlled to be greater than the opening of the first flow control valve, wherein the medium-load and low-moisture state is a state in which the load state parameter is not greater than the high-load state threshold, the load state parameter is greater than the low-load state threshold, and the water content of the crankcase is less than the high-moisture threshold; Or, when the hydrogen internal combustion engine is in a low-load and low-moisture state, the opening of the third flow regulating valve is controlled to be greater than the opening of the first flow regulating valve, and the opening of the first flow regulating valve is greater than the opening of the second flow regulating valve. The low-load and low-moisture state is a state in which the load state parameter is not greater than the low-load state threshold, and the water content of the crankcase is less than the high moisture threshold.

7. The crankcase air supply control method according to any one of claims 5 or 6, characterized in that: The crankcase air supply system also includes: a fourth air supply pipeline, a bypass valve, and a heating device, wherein the bypass valve is connected in series to the fourth air supply pipeline, a bypass port of the bypass valve is connected to the inlet of the heating device, and an outlet of the heating device is connected to the fourth end of the four-way valve; and the controller is electrically connected to the bypass valve and the heating device, respectively; The crankcase air supply control method further includes: When the temperature of the mixed gas output from the fourth end is lower than a water separation threshold, the gas outlet of the bypass valve is controlled to be closed, the bypass port of the bypass valve is controlled to be open, and the heating device is controlled to start heating; When the temperature of the mixed gas is lower than the water separation threshold, the gas outlet of the bypass valve is controlled to be open, the bypass port of the bypass valve is controlled to be closed, and the heating device is controlled to stop heating.

8. The crankcase air supply control method according to any one of claims 5 or 6, characterized in that: The crankcase air replenishment system further includes: an oil-gas separator, wherein the air inlet of the oil-gas separator is connected to the exhaust port of the crankcase; The crankcase air supply control method further includes: The oil-gas separator is controlled to operate at a target operating power adapted to the water content of the crankcase of the hydrogen internal combustion engine, wherein when the oil-gas separator operates at the target operating power, the intake flow of the oil-gas separator is greater than the required intake flow of the crankcase.

9. A controller, characterized in that: comprising at least one processor and a memory connected to the processor, wherein: The memory is used to store computer programs; The processor is configured to execute the computer program so as to enable the controller to implement the crankcase air replenishment control method according to any one of claims 5 to 8.

10. A vehicle, characterized in that: include: The crankcase air injection system according to any one of claims 1 to 4.

Images