Air inlet control system and air inlet control method of engine and vehicle

Abstract

The invention discloses an air inlet control system and method of an engine and a vehicle, and the air inlet control system of the engine is characterized in that a first air inlet channel is provided with a hydrogen inlet valve, the hydrogen inlet valve selectively communicates the first air inlet channel with a combustion chamber, and the first air inlet channel comprises a first sub-air channel and a second sub-air channel which communicate with a hydrogen storage tank; the first sub-air channel is provided with a first control valve and a driving pump, and the second sub-air channel is provided with a second control valve; the acquisition module acquires an engine running state and a pressure state in a hydrogen storage tank; the control module is electrically connected with the acquisition module and controls the first control valve, the second control valve and the driving pump according to the running state of the engine and the pressure state in the hydrogen storage tank, and hydrogen is introduced into the combustion chamber through the first sub-gas channel or the second sub-gas channel. According to the air inlet control system of the engine, the problem of pressure between the first air inlet channel and the hydrogen storage tank is solved, the utilization rate of the hydrogen storage tank is increased, and the problems that an original hydrogen sprayer leaks and cannot achieve self-lubrication are solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to an air intake control system of an engine, an air intake control method and a vehicle. BACKGROUND

[0002] In recent years, as the fuel consumption regulations are gradually tightened, many vehicle manufacturers focus on hydrogen internal combustion engines. Compared with gasoline, hydrogen has strong anti-knock ability and fast combustion speed, which can adopt larger geometric compression ratio to improve thermal efficiency. Currently, hydrogen internal combustion engines mainly adopt direct injection engines and port injection engines, which introduce fuel into the cylinder for mixed combustion in the form of hydrogen injection device.

[0003] However, the existing technology directly installs a hydrogen injection device, which needs to lubricate the nozzle, but the hydrogen injection pump cannot achieve self-lubrication, and the hydrogen injection device also has a leakage problem. When the pressure in the hydrogen storage tank is lower than the pressure of the hydrogen injection device, the hydrogen injection device cannot work normally, resulting in low utilization rate of the hydrogen tank. SUMMARY

[0004] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, one object of the present application is to provide an air intake control system and method for an engine, which uses a drive pump and a first air intake passage to introduce hydrogen into the combustion chamber, solves the pressure problem between the first air intake passage and the hydrogen storage tank, improves the utilization rate of the hydrogen storage tank, and does not need to use a hydrogen injection device, nor does it have the leakage and self-lubrication problems of the hydrogen injection device in the prior art.

[0005] The air intake control system of the engine according to the embodiment of the present application comprises: a first air intake passage provided with a hydrogen intake valve selectively connecting the first air intake passage and a combustion chamber, the first air intake passage comprising a first sub-air passage and a second sub-air passage, both the first sub-air passage and the second sub-air passage being in communication with a hydrogen storage tank, the first sub-air passage being provided with a first control valve and a drive pump, and the second sub-air passage being provided with a second control valve; an acquisition module for acquiring the operating state of the engine and the pressure state in the hydrogen storage tank; a control module electrically connected with the acquisition module and adapted to control the first control valve, the second control valve and the drive pump according to the operating state of the engine and the pressure state in the hydrogen storage tank, so as to introduce hydrogen into the combustion chamber through the first sub-air passage or the second sub-air passage.

[0006] The engine air intake control system according to the embodiment of the present application, in the case that the hydrogen air intake valve is opened, hydrogen is sprayed into the combustion chamber through the first air intake passage, and the first sub-air passage and the second sub-air passage in the first air intake passage are respectively connected with the hydrogen storage tank, so that hydrogen in the hydrogen storage tank selectively enters the combustion chamber through the first sub-air passage or the second sub-air passage, that is, hydrogen in the hydrogen storage tank enters the combustion chamber through the driving pump or directly enters the combustion chamber, and the control module can select a proper way for hydrogen to enter the combustion chamber according to the operation state of the engine and the pressure in the hydrogen storage tank, thereby solving the problem of low utilization caused by insufficient pressure in the hydrogen storage tank, and meanwhile, hydrogen enters the combustion chamber through the combination of the air intake passage, the air valve and the driving pump, so that a hydrogen injection pump is not needed, and thus the problems of leakage and inability to realize self-lubrication of the hydrogen injector in the prior art are solved.

[0007] The engine air intake control system according to the embodiment of the present application, the first control valve is a first electromagnetic valve, the second control valve is a second electromagnetic valve, and the control module is electrically connected with the first electromagnetic valve and the second electromagnetic valve; the outlet of the hydrogen storage tank sequentially passes through the first electromagnetic valve in the first sub-air passage and the driving pump connected with the combustion chamber, or the outlet of the hydrogen storage tank passes through the second electromagnetic valve in the second sub-air passage and is connected with the combustion chamber.

[0008] The engine air intake control system according to the embodiment of the present application, the combustion chamber includes a plurality of combustion chambers, and each combustion chamber is provided with the first air intake passage, and the first air intake passages of the plurality of combustion chambers are connected with each other.

[0009] The engine air intake control system according to the embodiment of the present application, which is suitable for the above-mentioned engine air intake control system and includes: obtaining the operation state of the engine; obtaining the pressure state in the hydrogen storage tank; and controlling the first control valve, the second control valve and the driving pump according to the operation state of the engine and the pressure state in the hydrogen storage tank, so as to introduce hydrogen into the combustion chamber through the first sub-air passage or the second sub-air passage.

[0010] The engine air intake control system according to the embodiment of the present application, which includes: when the operation state of the engine meets a first operation condition and the pressure state in the hydrogen storage tank meets a first pressure state, the first control valve and the driving pump are controlled to be opened, and the second control valve is controlled to be closed; and when the operation state of the engine meets the first operation condition and the pressure state in the hydrogen storage tank meets a second pressure state, the first control valve and the driving pump are controlled to be closed, and the second control valve is controlled to be opened.

[0011] The engine intake control system according to the embodiment of the present application calculates the brake mean effective pressure of the engine according to the operating state of the engine, the first operating condition is satisfied when the brake mean effective pressure of the engine is less than a first preset value, the first pressure state is satisfied when the pressure of the hydrogen storage tank is less than a second preset value, and the second pressure state is satisfied when the pressure of the hydrogen storage tank is greater than or equal to the second preset value.

[0012] The engine intake control system according to the embodiment of the present application, the first operating condition is satisfied when the brake mean effective pressure of the engine is less than a third preset value and greater than or equal to the first preset value, the first pressure state is satisfied when the pressure of the hydrogen storage tank is less than a fourth preset value, and the fourth preset value is greater than the second preset value, and the second pressure state is satisfied when the pressure of the hydrogen storage tank is greater than or equal to the fourth preset value.

[0013] The engine intake control system according to the embodiment of the present application, the first operating condition is satisfied when the brake mean effective pressure of the engine is greater than or equal to the third preset value, the first pressure state is satisfied when the pressure of the hydrogen storage tank is less than a fifth preset value, and the fifth preset value is greater than the fourth preset value, and the second pressure state is satisfied when the pressure of the hydrogen storage tank is greater than or equal to the fifth preset value.

[0014] The engine intake control system according to the embodiment of the present application further comprises a second intake passage, the second intake passage is used to be connected with the combustion chamber and is adapted to introduce air, when the hydrogen is introduced into the combustion chamber through the first sub-passage or the second sub-passage, the second intake passage is closed, or when the second intake passage is opened, the first intake passage is blocked from being connected with the combustion chamber.

[0015] The embodiment of the present application discloses a vehicle comprising the engine intake control system described above.

[0016] The vehicle has the same advantages as the prior art and the engine intake control system described above, which will not be repeated here.

[0017] Additional aspects and advantages of the present application will be in part apparent and in part pointed out hereinafter. BRIEF DESCRIPTION OF DRAWINGS

[0018] The above and / or additional aspects and advantages of the present application will become apparent and be readily understood from the following description, taken in conjunction with the accompanying drawings, in which:

[0019] Figure 1 is the control principle diagram of the engine intake control system according to the embodiment of the present application;

[0020] Figure 2 is a flowchart of a control method of an engine according to an embodiment of the present application Figure 1 ;

[0021] Figure 3 is a flowchart of a control method of an engine according to an embodiment of the present application Figure 2 .

[0022] Reference Signs:

[0023] an air intake control system 100,

[0024] an air source 1, a throttle valve 2, a first air intake passage 3, a first sub-air passage 31, a first control valve 311, a drive pump 312, a second sub-air passage 32, a second control valve 321, a hydrogen air intake valve 33, a second air intake passage 4, an air air intake valve 41, a hydrogen storage tank 5, a combustion chamber 6. DETAILED DESCRIPTION

[0025] Embodiments of the present application are described in detail below with reference to the accompanying drawings. The embodiments described below are examples for explaining the present application and should not be construed as limiting the present application.

[0026] The air intake control system 100 of an engine according to an embodiment of the present application is described below with reference to Figures 1-3 The air intake control system 100 of an engine according to an embodiment of the present application is described below with reference to

[0027] The air intake control system 100 of an engine according to an embodiment of the present application is described below with reference to Figures 1-3 The air intake control system 100 of an engine according to an embodiment of the present application is described below with reference to

[0028] The first air inlet 3 is provided with a hydrogen inlet valve 33, the hydrogen inlet valve 33 selectively connects the first air inlet 3 and the combustion chamber, the first air inlet 3 includes a first sub-air inlet 31 and a second sub-air inlet 32, the first sub-air inlet 31 and the second sub-air inlet 32 are both communicated with the hydrogen storage tank 5, the first sub-air inlet 31 is provided with a first control valve 311 and a driving pump 312, and the second sub-air inlet 32 is provided with a second control valve 321; the acquisition module is used for acquiring the running state of the engine and the pressure state in the hydrogen storage tank 5; the control module is electrically connected with the acquisition module and is adapted to control the first control valve 311, the second control valve 321 and the driving pump 312 according to the running state of the engine and the pressure state in the hydrogen storage tank 5, so as to introduce hydrogen into the combustion chamber 6 through the first sub-air inlet 31 or the second sub-air inlet 32.

[0029] In practice, the first air inlet 3 is used to introduce hydrogen into the combustion chamber 6, and the hydrogen and oxygen are combusted in the combustion chamber 6 to generate water vapor and release energy, thereby driving the engine to work. Specifically, the first air inlet 3 is provided with a hydrogen inlet valve 33 at the upper end of the combustion chamber, the hydrogen inlet valve 33 directly controls whether the first air inlet 3 is communicated with the combustion chamber; the first air inlet 3 includes a first sub-air inlet 31 and a second sub-air inlet 32 communicated with the hydrogen storage tank 5, and the control module controls the first control valve 311 and the driving pump 312 in the first sub-air inlet 31 to be selectively opened or closed, while the second control valve 321 in the second sub-air inlet 32 is also selectively opened or closed, and in the case that the hydrogen inlet valve 33 is opened, the hydrogen storage tank 5 flows to the combustion chamber 6 through different paths, and the pressures of the hydrogen passing through the first sub-air inlet 31 and the second sub-air inlet 32 are different, so that different hydrogen pressures are selected according to the actual situation to make the hydrogen enter the combustion chamber 6.

[0030] Specifically, the acquisition module can acquire data in the form of a sensor, such as a pressure sensor arranged in the hydrogen storage tank 5, which can acquire the pressure of the hydrogen storage tank 5; and the acquisition module can acquire the running state of the engine, and the control module judges the torque output by the engine according to the acquired running state of the engine, the greater the torque of the engine, the greater the pressure in the combustion chamber, and the more hydrogen is needed, so that the appropriate hydrogen pressure entering the combustion chamber 6 is selected according to the running state of the engine, that is, the hydrogen enters the combustion chamber 6 directly or in a pressurized manner, so that the hydrogen in the hydrogen storage tank 5 can smoothly enter the combustion chamber 6 to work, preventing the hydrogen from entering normally due to the excessively low pressure in the hydrogen storage tank 5; at the same time, the hydrogen pressure in the hydrogen storage tank 5 is different, and the flow rate of the hydrogen entering the combustion chamber 6 is also different, so that the amount of hydrogen entering the combustion chamber 6 matches the working state of the engine, improving the utilization rate of the hydrogen in the hydrogen storage tank 5 while not wasting hydrogen.

[0031] Thus, by flowing the hydrogen into the combustion chamber 6 through the first air inlet 3 and the driving pump 312, and obtaining the pressure of the hydrogen storage tank 5 by the pressure sensor receiving the hydrogen storage tank 5 and other ways of obtaining the operation data of the engine, etc., the control module controls the hydrogen to flow into the combustion chamber 6 through the first sub-air passage 31 or the second sub-air passage 32, so that the hydrogen storage tank 5 can select the appropriate pressure to enter the combustion chamber 6 according to the actual situation, and solve the problem of low utilization caused by insufficient pressure of the hydrogen storage tank 5. At the same time, the hydrogen enters the combustion chamber 6 through the combination of the first air inlet 3, the hydrogen inlet valve 33 and the driving pump 312, without using a hydrogen injection pump, and there is no problem of leakage and inability to achieve self-lubrication in the prior art.

[0032] In some embodiments, the first control valve 311 is a first electromagnetic valve, the second control valve 321 is a second electromagnetic valve, and the control module is electrically connected to the first electromagnetic valve and the second electromagnetic valve; the outlet of the hydrogen storage tank 5 is sequentially connected to the first electromagnetic valve in the first sub-air passage 31, and the driving pump 312 is connected to the combustion chamber 6, or the outlet of the hydrogen storage tank 5 is connected to the second electromagnetic valve in the second sub-air passage 32 and connected to the combustion chamber 6.

[0033] Specifically, the hydrogen storage tank 5 has two outlets, which are respectively connected to the first sub-air passage 31 and the second sub-air passage 32, that is, one outlet of the hydrogen storage tank 5 is connected to the inlet of the first electromagnetic valve of the first sub-air passage 31, the outlet of the first electromagnetic valve is connected to the inlet of the driving pump 312, and the outlet of the driving pump 312 is connected to the combustion chamber 6; at the same time, the other outlet of the hydrogen storage tank 5 is connected to the inlet of the second electromagnetic valve of the second sub-air passage 32, and the outlet of the second electromagnetic valve is connected to the inlet of the combustion chamber 6; of course, the hydrogen storage tank 5 can also be provided with one outlet, and the outlet is divided into two paths after branching, one path is connected to the first sub-air passage 31 and the other path is connected to the second sub-air passage 32.

[0034] Thus, by setting the first electromagnetic valve and the driving pump 312 in the first sub-air passage 31 and the second electromagnetic valve in the second sub-air passage 32, the first electromagnetic valve, the second electromagnetic valve and the driving pump 312 can be respectively electrically connected to the control module, so as to automatically control the hydrogen flow path from the hydrogen storage tank 5 according to the actual situation, that is, when the hydrogen needs to be pressurized, the hydrogen flows into the combustion chamber 6 through the first sub-air passage 31, and when the hydrogen does not need to be pressurized, the hydrogen flows into the combustion chamber 6 through the second sub-air passage 32, so as to realize fast and efficient automatic adjustment of the hydrogen flow path according to the actual situation, and make the hydrogen in the hydrogen storage tank 5 effectively enter the combustion chamber 6 under different pressures.

[0035] In some embodiments, the combustion chamber 6 includes a plurality of combustion chambers 6, and each combustion chamber 6 is provided with a first air inlet 3, and the plurality of first air inlets 3 of the plurality of combustion chambers 6 are connected to each other.

[0036] In practice, each combustion chamber 6 is connected with a first air inlet 3, each first air inlet 3 is connected with hydrogen, so that hydrogen enters different combustion chambers 6, multiple combustion chambers 6 correspond to multiple cylinders, multiple cylinders can increase the power performance of the engine, provide a continuous power source for the engine, and also ensure the efficient and stable operation of the engine. The multiple first air inlets 3 of the multiple combustion chambers 6 are connected with each other, so that the pressure of the hydrogen entering the multiple combustion chambers 6 is balanced.

[0037] Specifically, the multiple first air inlets 3 can enter hydrogen through a centralized hydrogen inlet end, improve the integration of the first air inlets 3 of the engine, save the overall space of the engine, and deliver hydrogen to different combustion chambers 6 through a hydrogen inlet end, which is convenient for delivering hydrogen, and under the premise that the structures of the multiple first air inlets 3 are the same, the hydrogen entering the multiple combustion chambers 6 is uniformly mixed with the internal gas, and uniform combustion is achieved.

[0038] The embodiment of the application also discloses an air intake control method of an engine, which is suitable for the air intake control system 100 of the engine, and the air intake control method comprises the following steps:

[0039] S1: Obtain the running state of the engine.

[0040] In practice, the running state of the engine mainly includes starting, stopping and running under various loads, and the hydrogen flow required by different running states is different, and the pressure in the combustion chamber 6 is also different.

[0041] Among them, by obtaining the running state of the engine, such as obtaining the running load of the engine, the running load of the engine can also be reflected by the brake mean effective pressure (BMEP) of the engine, a large engine running load corresponds to a large average effective pressure, that is, the average effective pressure of the engine needs to be calculated, and the hydrogen flow range and the cylinder pressure of the combustion chamber 6 corresponding to different average effective pressures of the engine are different.

[0042] According to the brake mean effective pressure of the engine and the pressure in the hydrogen storage tank 5, the hydrogen in the hydrogen storage tank 5 is directly delivered into the combustion chamber 6, or delivered into the combustion chamber 6 by driving the pump 312, so as to control the hydrogen flow into the combustion chamber 6 and also control the hydrogen flow, prevent the waste of hydrogen caused by delivering hydrogen through a large pressure when a large flow of hydrogen is not needed, or under the premise of needing a certain hydrogen flow, the pressure in the hydrogen storage tank 5 is small, resulting in insufficient power to deliver hydrogen into the combustion chamber 6, causing low hydrogen utilization rate and affecting the power output of the engine.

[0043] Thus, by acquiring the operating state of the engine, it can be determined whether the pressure of the hydrogen storage tank 5 can normally enter the combustion chamber, so as to control the pressure of the hydrogen gas delivered according to the conditions of the in-cylinder pressure and the engine torque requirement, to prevent the problems of low utilization rate of the hydrogen gas input into the combustion chamber 6 or excessive input of the hydrogen gas and waste.

[0044] S2: Acquire the pressure state in the hydrogen storage tank 5.

[0045] In practice, the pressure of the hydrogen storage tank 5 can be determined according to the data of the pressure sensor of the hydrogen storage tank 5, and the pressure data is transmitted to the control module, and the control module determines the hydrogen gas path entering the combustion chamber 6 in combination with the pressure of the hydrogen storage tank 5 and the above-mentioned brake mean effective pressure of the engine.

[0046] When it is necessary to deliver hydrogen gas from the hydrogen storage tank 5 to the combustion chamber 6 of the engine, not only the operating state of the engine needs to be determined, but also the pressure of the hydrogen storage tank 5 sensed by the sensor of the hydrogen storage tank 5 needs to be combined, that is, the hydrogen gas pressure of the hydrogen storage tank 5 meets the condition that the hydrogen gas can smoothly enter the combustion chamber 6 under the corresponding operating state of the engine, so that the range of the brake mean effective pressure of the engine and the pressure range of the hydrogen storage tank 5 can be limited, so that the hydrogen gas can enter the combustion chamber 6 through the appropriate path, and the hydrogen gas can enter the combustion chamber 6 of the engine at a relatively appropriate pressure, avoiding the problem that the hydrogen gas cannot enter the combustion chamber 6 due to insufficient pressure, resulting in low utilization rate of the hydrogen gas, or the problem that the hydrogen gas is wasted due to excessive flow caused by excessive pressure of the hydrogen gas entering.

[0047] S3: According to the operating state of the engine and the pressure state in the hydrogen storage tank 5, the first control valve 311, the second control valve 321 and the drive pump 312 are controlled to deliver hydrogen gas to the combustion chamber 6 through the first sub-air duct 31 or the second sub-air duct 32.

[0048] That is, when the pressure of the hydrogen storage tank 5 meets the condition of directly entering the combustion chamber 6, the second control valve 321 can be controlled to be opened, and the first control valve 311 is closed, so that the hydrogen gas in the hydrogen storage tank 5 directly enters the combustion chamber 6 through the second sub-air duct 32; at the same time, when the power requirement of the engine is higher and more hydrogen gas flow is required, the second control valve 321 of the second sub-air duct 32 can be closed, and the first control valve 311 of the first sub-air duct 31 and the drive pump 312 are opened, so as to realize timely adjustment of the hydrogen gas pressure and flow entering the combustion chamber 6 from the hydrogen storage tank 5.

[0049] In some embodiments, the method for controlling intake of the engine comprises: S31: when the operating state of the engine meets a first operating condition and the pressure state in the hydrogen storage tank 5 meets a first pressure state, the first control valve 311 and the drive pump 312 are controlled to be opened, and the second control valve 321 is controlled to be closed; S32: when the operating state of the engine meets the first operating condition and the pressure state in the hydrogen storage tank 5 meets a second pressure state, the first control valve 311 and the drive pump 312 are controlled to be closed, and the second control valve 321 is controlled to be opened.

[0050] In practice, the first operating condition can be a state in which the torque output of the engine is small, and hydrogen cannot enter the combustion chamber 6 of the engine by relying on the pressure of the hydrogen storage tank 5 itself, that is, at this time, the first control valve 311 and the drive pump 312 in the first sub-air passage 31 are controlled to be opened, so that the hydrogen in the hydrogen storage tank 5 can make the pressure meet the requirement of smooth entry of hydrogen into the combustion chamber 6 under the action of the drive pump 312, and meet the operating state of the engine at this time.

[0051] In addition, when the operating state of the engine still meets the first operating condition, that is, the torque output of the engine is still in a small state, but the hydrogen storage tank 5 is in a second pressure state, the second pressure state is greater than the first pressure state, at this time, the hydrogen storage tank 5 can rely on the pressure to directly deliver hydrogen into the combustion chamber 6, that is, the second control valve 321 of the second sub-air passage 32 is controlled to be opened, and the first control valve 311 and the drive pump 312 of the first sub-air passage 31 are controlled to be closed, hydrogen directly enters the combustion chamber 6 from the hydrogen storage tank 5, and meets the operating state of the engine under this state.

[0052] In some embodiments, the brake mean effective pressure of the engine is calculated according to the operating state of the engine, the first operating condition meets: the brake mean effective pressure of the engine is less than a first preset value; the first pressure state meets: the pressure of the hydrogen storage tank is less than a second preset value, and the second pressure state meets: the pressure of the hydrogen storage tank is greater than or equal to the second preset value.

[0053] Wherein, the first preset value can be 5bar, the second preset value is 30bar, BMEP is the brake mean effective pressure of the engine, F is the pressure in the hydrogen storage tank 5, that is, the first operating condition meets: BMEP < 5bar, the first pressure state meets: F < 30bar, and the second pressure state meets: F ≥ 30bar.

[0054] In practice, the torque of the engine determines the brake mean effective pressure of the engine, that is, the greater the brake mean effective pressure, the stronger the work ability, and the greater the maximum power and maximum torque; specifically, the brake mean effective pressure of the engine can be calculated, for example, the power Pe of the engine = P me V h Zn / 30τ; wherein, P meBrake mean effective pressure (Mpa) of the engine, V h Single cylinder working volume (L), Z is the number of cylinders, n is the speed (r / min), τ is the number of strokes, such as four strokes τ = 4, two strokes τ = 2. At the same time, Pe = Tn / 9550, wherein T is torque (Nm), n is speed (r / min), and torque can be obtained according to actual demand power. For example, if a four-stroke engine is used in the embodiment of the present application, τ = 4. In combination with the above formula, the brake mean effective pressure P of the engine can be calculated me＝ 120T / 9550V h Z.

[0055] Therefore, by sensing the pressure of the hydrogen storage tank 5 through the pressure sensor, the appropriate first sub-air passage 31 or second sub-air passage 32 is selected according to the brake mean effective pressure and the pressure of the hydrogen storage tank 5 within a specific range to make the hydrogen enter the combustion chamber 6, so that the hydrogen in the hydrogen storage tank 5 can smoothly enter the combustion chamber 6, and match the working state of the engine, and realize the relationship between the hydrogen storage tank 5 and the brake mean effective pressure of the engine under different conditions.

[0056] That is, when the brake mean effective pressure of the engine is less than 5 bar, the power output of the engine is low, at this time it is the first engine power output mode, and the hydrogen flow in the combustion chamber 6 also needs to be low, the pressure in the combustion chamber 6 is small, and the pressure of the hydrogen storage tank 5 is less than 30 bar, so that the hydrogen in the hydrogen storage tank 5 cannot smoothly enter the combustion chamber 6 of the engine, and the first control valve 311 in the first sub-air passage 31 and the driving pump 312 are opened to make the hydrogen smoothly enter the combustion chamber 6.

[0057] When the brake mean effective pressure of the engine is less than 5 bar, and the pressure of the hydrogen storage tank 5 is greater than or equal to 30 bar, the hydrogen in the hydrogen storage tank 5 can smoothly enter the combustion chamber 6 by relying on the pressure of the hydrogen storage tank 5.

[0058] Therefore, by calculating the brake mean effective pressure of the engine, and selecting different hydrogen flow paths within a specific range of the pressure in the hydrogen storage tank 5, the hydrogen can match the running state of the engine, the hydrogen can smoothly enter the combustion chamber 6, the optimal pressure of the hydrogen entering the combustion chamber 6 can be achieved, the hydrogen is not wasted, and the hydrogen is effectively utilized.

[0059] In some embodiments, the first operating condition satisfies that the brake mean effective pressure of the engine is less than a third preset value and greater than or equal to a first preset value; the first pressure state satisfies that the pressure of the hydrogen storage tank is less than a fourth preset value, and the fourth preset value is greater than the second preset value; and the second pressure state satisfies that the pressure of the hydrogen storage tank is greater than or equal to the fourth preset value.

[0060] In practice, the third preset value is 10 bar, that is, the first operating condition satisfies: 5 bar≤BMEP<10 bar; and the fourth preset value can be 80 bar, that is, the first pressure state satisfies: F<80 bar; and the second pressure state satisfies: F≥80 bar.

[0061] In practice, at this time, the brake mean effective pressure of the engine is greater than the brake mean effective pressure described above, and the power output of the engine is greater than the first engine power output mode described above, that is, the second engine power output mode, and the pressure state of the hydrogen storage tank 5 is correspondingly increased. When the pressure of the hydrogen storage tank 5 is greater than or equal to 80 bar, and the brake mean effective pressure of the engine satisfies: 5 bar≤BMEP<10 bar, the hydrogen in the hydrogen storage tank 5 can smoothly enter the combustion chamber 6.

[0062] On the contrary, when the pressure of the hydrogen storage tank 5 is less than 80 bar, and the brake mean effective pressure of the engine is still 5 bar≤BMEP<10 bar, the pressure in the hydrogen storage tank 5 is not enough to make the hydrogen enter the combustion chamber 6. Therefore, by opening the first control valve 311 and the drive pump 312 in the first sub-air passage 31, and closing the second control valve 321 in the second sub-air passage 32, the hydrogen in the hydrogen storage tank 5 can smoothly enter the combustion chamber 6.

[0063] In some embodiments, the first operating condition satisfies: the brake mean effective pressure of the engine is greater than or equal to a third preset value; the first pressure state satisfies: the pressure of the hydrogen storage tank is less than a fifth preset value, and the fifth preset value is greater than the fourth preset value; and the second pressure state satisfies: the pressure of the hydrogen storage tank is greater than or equal to the fifth preset value.

[0064] In practice, the first operating condition satisfies: BMEP≥10 bar; and the fifth preset value is 140 bar, so the first pressure state satisfies: F<140 bar, and the second pressure state satisfies: F≥140 bar, where F is the pressure in the hydrogen storage tank 5.

[0065] Specifically, at this time, the brake mean effective pressure of the engine is greater than 10 bar, that is, the brake mean effective pressure of the engine is greater than the brake mean effective pressure corresponding to the second engine power output mode described above, and the pressure requirement of the hydrogen storage tank 5 is also increased accordingly. For example, when the pressure of the hydrogen storage tank 5 is greater than or equal to 140 bar, and the brake mean effective pressure of the engine BMEP≥10 bar, the hydrogen in the hydrogen storage tank 5 can smoothly enter the combustion chamber 6.

[0066] Conversely, when the pressure of the hydrogen storage tank 5 is less than 140 bar and the brake mean effective pressure of the engine is still BMEP≥10 bar, the pressure in the hydrogen storage tank 5 is not enough to make the hydrogen enter the combustion chamber 6, so that the hydrogen in the hydrogen storage tank 5 can enter the combustion chamber 6 smoothly by opening the first control valve 311 and the drive pump 312 in the first sub-air passage 31 and closing the second control valve 321 in the second sub-air passage 32.

[0067] In summary, the operating state of the engine is determined by the power output required by the vehicle, the brake mean effective pressure of the engine is calculated, different power output requirements correspond to different brake mean effective pressures, that is, different pressure states of the combustion chamber 6 and different amounts of hydrogen required, and according to the different combinations of the power output requirement and the pressure of the hydrogen storage tank 5, the appropriate first sub-air passage 31 or second sub-air passage 32 is selected to make the hydrogen enter the combustion chamber 6, which ensures that the hydrogen enters the combustion chamber 6 smoothly and also makes the hydrogen in the hydrogen storage tank 5 have a good utilization rate, while avoiding waste of hydrogen, so that the pressure of the hydrogen entering the combustion chamber 6 is related to the brake mean effective pressure of the engine and the pressure of the hydrogen storage tank 5, thereby meeting different power requirements, reasonably entering hydrogen, and preventing waste or low utilization of hydrogen.

[0068] In some embodiments, the engine intake control method further includes a second intake passage 4 connected to the combustion chamber 6 and adapted to pass air, and when hydrogen is passed into the combustion chamber 6 through the first sub-air passage 31 or the second sub-air passage 32, the second intake passage 4 is closed; or when the second intake passage 4 is open, the first intake passage 3 is blocked from communicating with the combustion chamber 6.

[0069] In practice, each combustion chamber 6 also includes a second intake passage 4, and multiple second intake passages 4 in multiple combustion chambers 6 are connected and share an air intake end for easy air intake; fresh air enters through the second intake passage 4, and hydrogen enters through the first intake passage 3, which can achieve mixing of air and hydrogen and complete combustion in the combustion chamber 6. Combustion of hydrogen and air in the combustion chamber 6 can produce water vapor, nitrogen, excess oxygen, etc., increasing the overall pressure in the combustion chamber 6, thereby moving the piston and generating the required kinetic energy for driving. In practice, the multiple first intake passages 3 of the multiple combustion chambers 6 have the same length and diameter, and the multiple second intake passages 4 of the multiple combustion chambers 6 have the same length and diameter, which improves the consistency and stability of each cylinder combustion.

[0070] In addition, the air and hydrogen are introduced into the combustion chamber 6 through the independent first air inlet 3 and second air inlet 4, that is, the air inlet valve 41 is opened, the hydrogen inlet valve 33 is closed, when the air inlet valve 41 is completely closed, the hydrogen inlet valve 33 is opened, so that the influence of hydrogen on the filling air efficiency is reduced, and the pressure of the filled air and hydrogen is reduced, thereby realizing reasonable pressure increase and reasonable air exchange process, and further ensuring the best economy and power.

[0071] In addition, in the actual design, the air inlet valve 41 is arranged to extend into the second air inlet 4 along the side wall of the second air inlet 4, and selectively block the second air inlet 4, the angle between the extension line of the air inlet valve 41 and the extension line of the second air inlet 4 is an acute angle, and the air inlet valve 41 and the second air inlet 4 are inclined, so that a larger air inlet valve 41 can be obtained, the air filling efficiency is improved, and the exhaust resistance is reduced, and the air inlet valve 4 and the second air inlet 4 are inclined to the same side away from the combustion chamber 6, so that the air inlet valve 4 and the second air inlet 4 are more concentrated, and the space is saved, and the overall size is saved. Of course, the position connection relationship between the first air inlet 3 and the hydrogen inlet valve 33 can also be the same as the setting of the air inlet valve 4 and the second air inlet 4, and has the same effect of improving the air filling efficiency and reducing the exhaust resistance, and reducing the overall size.

[0072] In practice, when hydrogen is entered, whether the hydrogen needs to be entered through the drive pump 312 can be determined according to the brake mean effective pressure of the engine and the pressure of the hydrogen storage tank 5, and when air is entered, the throttle valve 2 is arranged at the outlet of the air source 1, the flow and pressure of the entered air are controlled through the throttle valve 2, the amount of the entered air is automatically adjusted according to the load of the engine, the amount of the mixed gas is changed, and the engine operation is controlled.

[0073] The embodiment of the application also discloses a vehicle comprising the air inlet control system of the engine, and adopting the mode of the drive pump 312, the first air inlet 3 and the hydrogen inlet valve 33 to realize the entering of hydrogen into the combustion chamber 6, solve the pressure problem between the first air inlet 3 and the hydrogen storage tank 5, improve the utilization rate of the hydrogen storage tank 5, and do not need to adopt the hydrogen injection device, and do not have the problems of leakage and self-lubrication of the hydrogen injection device in the prior art.

[0074] 1. In the description of the application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like are used to indicate the orientation or position relationship based on the orientation or position relationship shown in the drawings, and are only for the convenience of describing the application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the application.

[0075] 2. In the description of the application, "first feature" and "second feature" can include one or more features.

[0076] 3. In the description of the application, "a plurality of" means two or more.

[0077] 4. In the description of the application, "above" or "below" the first feature of the second feature can include that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact through another feature between them.

[0078] 5. In the description of the application, "above", "over" and "on" the first feature of the second feature includes that the first feature is directly above and obliquely above the second feature, or only means that the first feature is higher than the second feature in height.

[0079] In the description of the present application, the description of the terms "one embodiment", "some embodiments", "exemplary embodiment", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present application, the exemplary description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0080] Although embodiments of the application have been shown and described, those skilled in the art can understand that various changes, modifications, replacements and variations can be made to the embodiments without departing from the principles and spirit of the application, and the scope of the application is defined by the claims and their equivalents.

Claims

1. An intake control system for an engine, characterized in that, include: The first air intake duct is equipped with a hydrogen intake valve, which selectively connects the first air intake duct to the combustion chamber. The first air intake duct includes a first sub-air duct and a second sub-air duct, both of which are connected to a hydrogen storage tank. The first sub-air duct is equipped with a first control valve and a drive pump, and the second sub-air duct is equipped with a second control valve. The acquisition module is used to acquire the operating status of the engine and the pressure status inside the hydrogen storage tank. A control module, electrically connected to the acquisition module and adapted to control the first control valve, the second control valve and the drive pump according to the operating status of the engine and the pressure status in the hydrogen storage tank, so as to introduce hydrogen into the combustion chamber through the first sub-gas passage or the second sub-gas passage.

2. The intake control system for the engine according to claim 1, characterized in that, The first control valve is a first solenoid valve, the second control valve is a second solenoid valve, and the control module is electrically connected to the first solenoid valve and the second solenoid valve; The outlet of the hydrogen storage tank is connected to the combustion chamber via the first solenoid valve in the first sub-gas passage and the drive pump, or the outlet of the hydrogen storage tank is connected to the combustion chamber via the second solenoid valve in the second sub-gas passage.

3. The intake control system for the engine according to claim 1, characterized in that, The combustion chamber includes multiple chambers, each of which is provided with a first air intake passage, and the multiple first air intake passages of the multiple combustion chambers are interconnected.

4. An intake control method for an engine, characterized in that, An intake control system applicable to the engine according to any one of claims 1-3, comprising: Obtain the engine's operating status; Obtain the pressure status inside the hydrogen storage tank; Based on the engine's operating status and the pressure status within the hydrogen storage tank, the first control valve, the second control valve, and the drive pump are controlled to introduce hydrogen into the combustion chamber through the first sub-gas passage or the second sub-gas passage.

5. The intake control method for an engine according to claim 4, characterized in that, include: When the engine's operating state meets the first operating condition and the pressure state in the hydrogen storage tank meets the first pressure state, the first control valve and the drive pump are controlled to open, and the second control valve is controlled to close. When the engine's operating state meets the first operating condition and the pressure state in the hydrogen storage tank meets the second pressure state, the first control valve and the drive pump are controlled to close, and the second control valve is controlled to open.

6. The intake control method for an engine according to claim 5, characterized in that, The engine's average effective braking pressure is calculated based on the engine's operating status, and the first operating condition satisfies that the engine's average effective braking pressure is less than a first preset value. The first pressure state satisfies: the pressure of the hydrogen storage tank is less than the second preset value; the second pressure state satisfies: the pressure of the hydrogen storage tank is greater than or equal to the second preset value.

7. The intake control method for an engine according to claim 6, characterized in that, The first operating condition is met: the average effective braking pressure of the engine is less than the third preset value and greater than or equal to the first preset value; The first pressure state satisfies the condition that the pressure of the hydrogen storage tank is less than a fourth preset value and the fourth preset value is greater than the second preset value. The second pressure state satisfies the condition that the pressure of the hydrogen storage tank is greater than or equal to the fourth preset value.

8. The intake control method for an engine according to claim 7, characterized in that, The first operating condition is met: the average effective braking pressure of the engine is greater than or equal to the third preset value; The first pressure state satisfies: the pressure of the hydrogen storage tank is less than the fifth preset value, and the fifth preset value is greater than the fourth preset value; the second pressure state satisfies: the pressure of the hydrogen storage tank is greater than or equal to the fifth preset value.

9. The intake control method for an engine according to claim 4, characterized in that, It also includes a second air intake, which is connected to the combustion chamber and is adapted to allow air to enter. When hydrogen is introduced into the combustion chamber through the first sub-air intake or the second sub-air intake, the second air intake is closed. Alternatively, when the second air intake is open, the first air intake is blocked from communicating with the combustion chamber.

10. A vehicle, characterized in that, The intake control system of the engine as described in any one of claims 1-3.

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