Crankcase ventilation control system and method and electronic equipment

Abstract

The invention discloses a crankcase ventilation control system and method and electronic equipment. The system comprises a combustion module used for combusting fuel and mixed gas of an engine to generate waste gas; the first air supply module is used for conveying first air matched with the hydrogen concentration to the crankcase module according to the hydrogen concentration in the waste gas; the crankcase module is connected with the combustion module and the first air supply module and used for mixing the waste gas with the first air to obtain first mixed gas; the oil-gas separation module is connected with the crankcase module and used for conducting oil-gas separation on the first mixed gas to obtain engine oil and separated gas, and the engine oil is used for flowing into an oil pan through an oil return pipe; and the second gas supplementing module is connected with the oil-gas separation module and used for mixing the separated gas with second air to obtain second mixed gas and conveying the second mixed gas to the combustion module. The technical problem that the hydrogen concentration in combustion waste gas in the crankcase cannot be effectively controlled is solved.

Description

Technical Field

[0001] This application relates to the field of vehicle engine technology, and more specifically, to a crankcase ventilation control system, method, and electronic equipment. Background Technology

[0002] Hydrogen engines, as an important component of clean energy, have attracted widespread attention due to their zero emissions and high energy efficiency. However, the operating characteristics of hydrogen engines differ significantly from those of traditional internal combustion engines, posing new challenges, particularly in exhaust gas management. During combustion in a hydrogen engine, due to the characteristics of hydrogen fuel, unburned hydrogen gas in the combustion chamber leaks along with other exhaust gases through the gap between the piston assembly and the cylinder wall into the crankcase, forming what is known as "blow-by." This blow-by gas contains not only unburned hydrogen but also a large amount of water vapor and other exhaust components, directly affecting engine performance, safety, and environmental friendliness.

[0003] In related technologies, the crankcase ventilation system adopts a single-loop design, and the oil-gas separation in the system mainly relies on an oil-driven separator. As the oil pressure drops significantly under low-load conditions, the rotational speed of the oil-driven oil-gas separator decreases accordingly, resulting in a decrease in separation efficiency. This makes it difficult to effectively handle the hydrogen content in the blow-by gas, posing a safety hazard of deflagration.

[0004] There is currently no effective solution to the aforementioned technical problems. Summary of the Invention

[0005] This application provides a crankcase ventilation control system, method, and electronic device to at least solve the technical problem of effectively controlling the hydrogen concentration in combustion exhaust gas inside the crankcase.

[0006] According to one aspect of the embodiments of this application, a crankcase ventilation control system is provided. The system may include: a combustion module for burning engine fuel and a gas-fuel mixture to generate exhaust gas; a first air supply module for supplying first air to the crankcase module with a hydrogen concentration matching the hydrogen concentration in the exhaust gas; a crankcase module connected to both the combustion module and the first air supply module for mixing the exhaust gas and the first air to obtain a first mixed gas; an oil-gas separation module connected to the crankcase module for separating the first mixed gas from the oil to obtain engine oil and separated gas, wherein the engine oil flows into the oil pan through a return oil pipe; and a second air supply module connected to the oil-gas separation module for mixing the separated gas with second air to obtain a second mixed gas, and supplying the second mixed gas to the combustion module.

[0007] Optionally, the crankcase ventilation control system further includes an electric heating module, one end of which is connected to the oil-gas separation module and the other end of which is connected to the second gas replenishment module. The module is used to heat the separated gas when the gas temperature is lower than a preset temperature threshold and input the heated separated gas into the second gas replenishment module.

[0008] Optionally, the first air supply module includes: a first air supply filter for filtering air to obtain first air; and a one-way valve connected to the first air supply filter for controlling the delivery of the first air to the crankcase module when the valve is open.

[0009] Optionally, the oil-gas separation module includes: a coarse separation component for initially filtering out engine oil from the first mixed gas to obtain a pretreated first mixed gas; and an electric oil-gas separation component connected to the coarse separation component for performing secondary separation on the pretreated first mixed gas to obtain engine oil and separated gas, wherein the rotation speed of the electric oil-gas separation component can be adjusted according to the hydrogen concentration in the pretreated first mixed gas.

[0010] Optionally, the second air replenishment module includes: a second air replenishment filter for filtering air to obtain second air; an intake throttle valve connected to the second air replenishment filter for regulating the flow rate of the second air; a turbocharger connected to both the intake throttle valve and the electric heating module for receiving the second mixture composed of the second air and the heated separated gas, and for regulating the gas pressure of the second mixture; an intercooler connected to the turbocharger for receiving and cooling the regulated second mixture; and an intake pipe connected at one end to the intercooler and at the other end to the combustion module for delivering the cooled second mixture to the combustion module.

[0011] Optionally, the crankcase ventilation system further includes a pressure control valve, one end of which is connected to the crankcase module and the other end of which is connected to the intercooler, for increasing the pressure of the cooled second mixed gas when the concentration of hydrogen is greater than a preset concentration threshold.

[0012] According to another aspect of the embodiments of this application, a crankcase ventilation control method is also provided, which is applied to the crankcase ventilation system of this application. The method may include: detecting the concentration of hydrogen in the exhaust gas generated after the combustion module burns engine fuel and a mixture; based on the hydrogen concentration, controlling a first air supply module to deliver first air matching the hydrogen concentration to the crankcase module; controlling the crankcase module to mix the exhaust gas with the first air to obtain a first mixed gas; controlling an oil-gas separation module to separate the first mixed gas into oil and separated gas; controlling a second air supply module to mix the separated gas with second air to obtain a second mixed gas, and delivering the second mixed gas to the combustion module.

[0013] Optionally, the method further includes: in response to the gas temperature of the separated gas being lower than a preset temperature threshold, controlling the electric heating tube to heat the separated gas; and controlling the second gas replenishment module to mix the heated separated gas with second air to obtain a second mixed gas.

[0014] Optionally, the oil-gas separation module is controlled to perform oil-gas separation on the first mixed gas to obtain engine oil and separated gas, including: controlling the coarse separation component in the oil-gas separation module to initially filter out the engine oil in the first mixed gas to obtain a pre-treated first mixed gas; controlling the electric oil-gas separation component in the oil-gas separation module to perform secondary separation on the pre-treated first mixed gas to obtain engine oil and separated gas.

[0015] According to another aspect of the embodiments of this application, a crankcase ventilation control device is also provided. The device may include: a detection unit for detecting the concentration of hydrogen in the exhaust gas generated after the combustion module burns engine fuel and a mixture of gases; a first control unit for controlling a first air supply module to deliver first air with a concentration matching that of hydrogen to the crankcase module based on the concentration of hydrogen; a second control unit for controlling the crankcase module to mix the exhaust gas with the first air to obtain a first mixed gas; a third control unit for controlling an oil-gas separation module to separate the first mixed gas into oil and separated gas; and a fourth control unit for controlling a second air supply module to mix the separated gas with second air to obtain a second mixed gas, and delivering the second mixed gas to the combustion module.

[0016] According to another aspect of the embodiments of this application, an electronic device is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0017] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0018] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0019] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0020] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of this application.

[0021] According to another aspect of the embodiments of this application, a vehicle is also provided, which is used to perform the methods in the various embodiments of this application.

[0022] In this embodiment, the crankcase ventilation control system may include: a combustion module for burning engine fuel and a gas-fuel mixture to generate exhaust gas; a first air supply module for supplying first air to the crankcase module according to the hydrogen concentration in the exhaust gas, matching the hydrogen concentration; a crankcase module connected to both the combustion module and the first air supply module for mixing the exhaust gas and the first air to obtain a first mixed gas; an oil-gas separation module connected to the crankcase module for separating the first mixed gas from the oil to obtain engine oil and separated gas, wherein the engine oil flows into the oil pan through the oil return pipe; and a second air supply module connected to the oil-gas separation module for mixing the separated gas with second air to obtain a second mixed gas, and supplying the second mixed gas to the combustion module. In other words, in this embodiment, the first air supply module in the crankcase ventilation control system can intelligently replenish a corresponding proportion of first air according to the real-time hydrogen concentration in the exhaust gas, ensuring that the hydrogen concentration in the mixed gas remains within a safe range, thus avoiding the risk of detonation due to excessive hydrogen concentration. The synergistic effect of the crankcase module, combustion module, and first air injection module greatly promotes the mixing of exhaust gas and fresh air, improving the efficiency of gas circulation. The first mixed gas received by the oil-gas separation module can be separated into oil and gas, improving oil recovery rate and reducing the adverse effects of oil vapor on the combustion chamber. The second air injection module further enhances the system's gas circulation capacity by mixing the separated gas with second air. The resulting second mixed gas is then sent back to the combustion module to participate in the combustion process. This not only utilizes the residual combustible components in the exhaust gas, improving fuel efficiency, but also further dilutes the hydrogen concentration through multiple gas cycles, enhancing the system's safety and environmental performance. In other words, this application, through dual-loop air injection and intelligent control, not only effectively solves the problem of controlling hydrogen concentration in traditional crankcase systems, but also improves the overall gas circulation efficiency and oil-gas separation performance, achieving more efficient, safer, and more environmentally friendly exhaust gas treatment, providing strong support for the stable operation of the hydrogen engine. Attached Figure Description

[0023] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0024] Figure 1This is a schematic diagram of a crankcase ventilation control system according to an embodiment of this application;

[0025] Figure 2 This is a schematic diagram of another crankcase ventilation control system according to an embodiment of this application;

[0026] Figure 3 This is a schematic diagram of a first air replenishment module according to an embodiment of this application;

[0027] Figure 4 This is a schematic diagram of an oil-gas separation module according to an embodiment of this application;

[0028] Figure 5 This is a schematic diagram of a second air replenishment module according to an embodiment of this application;

[0029] Figure 6 This is a schematic diagram of a pressure control valve according to an embodiment of this application;

[0030] Figure 7 This is a flowchart of a crankcase ventilation control method according to an embodiment of this application;

[0031] Figure 8 This is a schematic diagram of a conventional crankcase ventilation system according to an embodiment of this application;

[0032] Figure 9 This is a schematic diagram of a crankcase ventilation control system according to an embodiment of this application;

[0033] Figure 10 This is a flowchart of a calibration method for an electric oil-gas separator according to an embodiment of this application;

[0034] Figure 11 This is a schematic diagram of the universal MAP of the rotational speed of an electric oil-gas separator according to an embodiment of this application;

[0035] Figure 12 This is a flowchart of an intake throttle valve control calibration and dual-loop air replenishment calibration method according to an embodiment of this application;

[0036] Figure 13 This is a schematic diagram of a crankcase ventilation control device according to an embodiment of this application. Detailed Implementation

[0037] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0038] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, functional component, or device that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, functional components, or devices.

[0039] According to an embodiment of this application, a crankcase ventilation control system is provided, which is applied to a hydrogen internal combustion engine. In addition, it is applicable to internal combustion engines using other fuels such as diesel engines, natural gas engines, and gasoline engines, and is not specifically limited here. Figure 1 This is a schematic diagram of a crankcase ventilation control system according to an embodiment of this application, as shown below. Figure 1 As shown, the crankcase ventilation control system 10 includes: a combustion module 11, a first air injection module 12, a crankcase module 13, an oil-gas separation module 14, and a second air injection module 15.

[0040] Combustion module 11 is used to burn the engine's fuel and gas mixture to produce exhaust gas.

[0041] The first air supply module 12 is used to supply first air to the crankcase module according to the concentration of hydrogen in the exhaust gas, which matches the concentration of hydrogen.

[0042] The crankcase module 13 is connected to the combustion module and the first air injection module respectively, and is used to mix the exhaust gas with the first air to obtain the first mixed gas.

[0043] The oil-gas separation module 14 is connected to the crankcase module and is used to separate the first mixed gas into oil and gas to obtain engine oil and separated gas. The engine oil is used to flow into the oil pan through the oil return pipe.

[0044] The second gas replenishment module 15 is connected to the oil-gas separation module and is used to mix the separated gas with the second air to obtain a second mixed gas, and then deliver the second mixed gas to the combustion module.

[0045] In this embodiment, the combustion module 11 controls the combustion process of fuel and gas mixture (e.g., air-fuel mixture) inside the engine, thereby generating high-pressure exhaust gas. Especially in hydrogen engines, the exhaust gas contains a high concentration of hydrogen, and this exhaust gas can be delivered to the crankcase module.

[0046] Optionally, the first air replenishment module 12 can intelligently supply a corresponding amount of first air to the crankcase module based on the hydrogen concentration in the exhaust gas of the combustion module. This dynamic air replenishment mechanism can effectively reduce the hydrogen concentration entering the crankcase system, avoiding potential deflagration risks. Especially under low-load conditions, when the system's circulation power is insufficient, the first air replenishment module can enhance gas circulation by replenishing fresh air, thereby improving the overall controllability and safety of the system.

[0047] Optionally, the crankcase module 13, acting as a hub connecting the combustion module and the first air injection module, is responsible for mixing the exhaust gas from the combustion chamber with the first air to form a first mixed gas. This process not only helps to dilute the hydrogen concentration in the exhaust gas but also reduces the pressure inside the crankcase by promoting gas circulation, thus preventing damage to the sealing performance.

[0048] Optionally, the oil-gas separation module 14 receives the first mixed gas and separates the engine oil from it using a coarse separation component and an electric oil-gas separation component. The separated engine oil is then reintroduced into the oil pan through a return oil pipe, maintaining oil circulation while reducing the impact of oil vapor on the combustion chamber. The separated gas maintains a high level of purity, providing favorable conditions for subsequent recirculation.

[0049] Optionally, the second air replenishment module 15 is used to remix the separated gas output from the oil-gas separation module with a second type of air (e.g., fresh air) to form a second mixed gas. This mixed gas is then sent back to the combustion module to participate in a new round of combustion. In this way, not only are the combustible components still present in the exhaust gas fully utilized, improving fuel utilization, but the hydrogen concentration in the gas returning to the combustion chamber is further reduced, increasing the safety of the system.

[0050] Optionally, in this crankcase ventilation control system, the dynamic replenishment of the first and second air forms a dual protection mechanism, ensuring that the hydrogen engine can effectively control the hydrogen concentration under any operating condition, and avoiding the instability and safety risks that may be caused by a single air replenishment strategy.

[0051] In this crankcase ventilation control system, the first air injection module dynamically injects gas based on the real-time hydrogen concentration, effectively controlling the hydrogen concentration and avoiding the risk of detonation. The optimized design of the crankcase module and oil-gas separation module improves the system's efficiency in gas circulation and oil-gas separation, reduces crankcase pressure, and maintains the engine's sealing performance. The second air injection module remixes the separated gas and returns it to the combustion module, achieving the recycling of exhaust gas components, improving fuel efficiency, and reducing the content of harmful substances in emissions. In other words, by introducing intelligent air injection, efficient oil-gas separation, and recycling technologies, a safer and more efficient blow-by solution is provided for hydrogen engines. This not only solves the problems of insufficient hydrogen concentration control and circulation power in traditional systems but also improves the overall performance and environmental characteristics of the engine through modular design and intelligent control.

[0052] As an optional implementation, the crankcase ventilation control system further includes an electric heating module, one end of which is connected to the oil-gas separation module and the other end of which is connected to the second gas replenishment module. The module is used to heat the separated gas when the gas temperature is lower than a preset temperature threshold and input the heated separated gas into the second gas replenishment module.

[0053] In this embodiment, to address the specific needs of hydrogen engines, particularly the high water content in their exhaust gases and low-temperature operating conditions, the electric heating module becomes a crucial component of the crankcase ventilation control system. The introduction of this module aims to mitigate the risks of water vapor condensation and icing in low-temperature environments, while ensuring suitable gas temperatures and maintaining efficient system operation.

[0054] Optionally, Figure 2 This is a schematic diagram of another crankcase ventilation control system according to an embodiment of this application, as shown below. Figure 2 As shown, the crankcase ventilation control system 10 also includes an electric heating module 16. This module 16 is designed to be connected in series in the pipeline between the oil-gas separation module and the second air supply module. Its main function is to raise the temperature of the separated gas by heating when the temperature is lower than a preset temperature threshold. This operation is crucial for gas circulation in low-temperature environments, effectively preventing water vapor condensation due to excessively low temperatures, reducing the risk of oil emulsification, and also preventing icing in the pipeline, ensuring smooth gas circulation and continuous system operation.

[0055] Optionally, the electric heating module is equipped with a temperature sensor to monitor the temperature of the separated gas in real time. Once the temperature of the separated gas is detected to be lower than a preset threshold, the heating element inside the module is immediately activated to heat the separated gas. The preset temperature threshold is usually calibrated according to the engine operating conditions and environmental conditions to ensure that the heated gas temperature is suitable, which can avoid the generation of condensate and will not affect the subsequent combustion process.

[0056] Optionally, the increased temperature of the heated separated gas reduces the chance of water vapor condensation, which helps maintain the stability of the engine oil and the cleanliness of the combustion chamber. Subsequently, the heated separated gas is sent to the second air injection module, where it mixes with the second air to form a second mixed gas, which enters the combustion chamber at a suitable temperature and composition to participate in recirculation combustion. This process not only improves combustion efficiency but also reduces the content of harmful substances in emissions, complying with environmental regulations.

[0057] Understandably, the introduction of the electric heating module enables the crankcase ventilation control system to operate effectively in low-temperature environments, avoiding system failures caused by low-temperature condensation and improving the system's reliability and safety under frigid conditions.

[0058] As an optional implementation, the first air supply module includes: a first air supply filter for filtering air to obtain first air; and a one-way valve connected to the first air supply filter for controlling the delivery of the first air to the crankcase module when in the open state.

[0059] In this embodiment, the main task of the first air supply module in the intelligent crankcase ventilation control system is to supply an appropriate amount of first air to the crankcase when the hydrogen concentration in the exhaust gas is detected to be too high, so as to dilute the hydrogen concentration, ensure that the entire system can maintain a safe hydrogen level under any operating condition, avoid the risk of detonation, and maintain the engine's efficient operation and good performance.

[0060] Optionally, Figure 3 This is a schematic diagram of a first air replenishment module according to an embodiment of this application, as shown below. Figure 3 As shown, the first air supply module 12 includes a first air supply filter 121 and a one-way valve 122. The function of the first air supply filter is to filter the external ambient air, remove impurities and particles, and ensure that the first air delivered to the engine crankcase is clean. Clean air is crucial for the normal operation of the engine, reducing oil contamination and extending engine life, while also ensuring the efficient operation of the entire crankcase ventilation system.

[0061] Optionally, the one-way valve 122 is closely connected to the first air filter 121, designed to open and control the flow rate of the first air entering the crankcase when the system requires it. The one-way valve's mechanism ensures that air can only flow in one direction, i.e., from the external environment through the air filter to the crankcase, and cannot flow in the opposite direction. This design prevents gases inside the crankcase (such as oil vapor and exhaust gas) from flowing back and contaminating the air passage, while automatically closing when air replenishment is not needed, avoiding unnecessary airflow and saving energy.

[0062] Optionally, when the hydrogen concentration in the exhaust gas exceeds a set safety threshold, the first air replenishment module can be activated, starting the first air replenishment filter and one-way valve to prepare for supplying first air to the crankcase. Outside air first enters the first air replenishment filter, which filters out impurities. The filtered, clean first air is then delivered to the crankcase module via the one-way valve. The one-way valve precisely controls the flow rate of the first air according to system requirements, ensuring that its mixing ratio with the exhaust gas effectively reduces the hydrogen concentration to a safe level. This process is dynamic; the system continuously monitors the characteristics of the mixed gas and adjusts the air replenishment amount as needed.

[0063] Optionally, the one-way valve in the first gas replenishment module is tightly integrated with the intelligent control system, which can automatically adjust according to the real-time hydrogen concentration and engine operating conditions, realizing intelligent and adaptive gas replenishment.

[0064] As an optional implementation, the oil-gas separation module includes: a coarse separation component for initially filtering out engine oil from the first mixed gas to obtain a pretreated first mixed gas; and an electric oil-gas separation component connected to the coarse separation component for performing secondary separation on the pretreated first mixed gas to obtain engine oil and separated gas, wherein the rotation speed of the electric oil-gas separation component can be adjusted according to the hydrogen concentration in the pretreated first mixed gas.

[0065] In this embodiment, the oil-gas separation module plays a core role in the entire intelligent crankcase ventilation control system. It is used to process the first mixed gas from the crankcase module. Through a two-stage separation process—coarse separation and electric oil-gas separation—the oil and hydrogen components in the first mixed gas are effectively separated to ensure safety and efficiency in gas circulation.

[0066] Optionally, Figure 4 This is a schematic diagram of an oil-gas separation module according to an embodiment of this application, as shown below. Figure 4As shown, the oil-gas separation module 14 includes a coarse separation component 141 and an electric oil-gas separation component 142. The coarse separation component 141 serves as the preliminary processing unit of the oil-gas separation module, employing physical filtration or centrifugal separation to initially filter out most of the engine oil from the first mixed gas. This preliminary processing step is necessary because it reduces the load on the electric oil-gas separation component, ensures the efficiency of the downstream separation process, and reduces the possibility of engine oil entering subsequent components, thereby reducing the complexity of system maintenance.

[0067] Optionally, after receiving the first mixed gas pretreated by the coarse separation component, the electric oil-gas separation assembly 142 performs a secondary separation on the pretreated first mixed gas. This electric oil-gas separation assembly employs motor-driven centrifugal separation technology. By adjusting the motor speed, the separation efficiency can be precisely controlled, particularly for the hydrogen concentration in the separated gas. The assembly is internally designed with rotating centrifugal blades. When the pretreated first mixed gas is drawn into the assembly, the high-speed rotation of the centrifugal blades generates centrifugal force, separating liquid or semi-liquid oil particles from the gas flow, while simultaneously controlling the hydrogen concentration in the separated gas to maintain it within a safe range.

[0068] Optionally, the speed adjustment mechanism of the electric oil-gas separator is based on real-time monitoring of the hydrogen concentration in the exhaust gas. For example, the system is equipped with a hydrogen concentration sensor that can continuously detect the hydrogen content in the first gas mixture. When the hydrogen concentration is detected to be close to or exceed a safety threshold, the intelligent control unit automatically adjusts the motor speed of the electric oil-gas separator. This adjustment mechanism follows a preset universal characteristic map, determining the most suitable speed based on the engine's current operating conditions (e.g., speed, load) and hydrogen concentration value, to ensure that the hydrogen concentration in the separated gas reaches or falls below the target development index, while minimizing oil loss and improving gas circulation efficiency.

[0069] Optionally, the speed adjustment mechanism of the electric oil-gas separator reflects the system's intelligent characteristics, automatically adjusting according to the real-time monitored hydrogen concentration to ensure gas circulation under safe and efficient conditions, demonstrating the technology's advanced nature and flexibility. The dual-stage separation process, combining the coarse separation component and the electric oil-gas separator, significantly improves separation efficiency, especially for handling high-concentration hydrogen. This ensures the engine maintains a safe hydrogen concentration under various operating conditions, avoiding the risk of detonation, while also reducing oil loss, maintaining engine performance, and extending oil lifespan. By matching engine operating conditions and hydrogen concentration, the electric oil-gas separator provides a more adaptable separation solution, ensuring the system's reliability and stability under different environmental conditions. In other words, the oil-gas separation module in this application provides an efficient and safe gas handling solution for the crankcase ventilation control system of a hydrogen engine. It not only solves the problem of controlling hydrogen concentration in traditional systems but also improves the overall oil-gas separation efficiency and circulation performance of the system by optimizing the separation process.

[0070] As an optional implementation, the second air replenishment module includes: a second air replenishment filter for filtering air to obtain second air; an intake throttle valve connected to the second air replenishment filter for regulating the flow rate of the second air; a turbocharger connected to both the intake throttle valve and the electric heating module for receiving a second mixed gas composed of the second air and heated separated gas, and for regulating the gas pressure of the second mixed gas; an intercooler connected to the turbocharger for receiving and cooling the regulated second mixed gas; and an intake pipe connected at one end to the intercooler and at the other end to the combustion module for delivering the cooled second mixed gas to the combustion module.

[0071] In this embodiment, the second air supply module is used to introduce fresh second air in the intelligent crankcase ventilation control system. Furthermore, through its synergistic effect with the electric heating module, turbocharger, intercooler, and intake manifold, it ensures that the gas is in optimal condition before entering the combustion chamber, thereby improving the combustion efficiency and safety of the hydrogen engine.

[0072] Optionally, Figure 5 This is a schematic diagram of a second air replenishment module according to an embodiment of this application, as shown below. Figure 5 As shown, the second air replenishment module 15 includes: a second air replenishment filter 151, an intake throttle valve 152, a turbocharger 153, an intercooler 154, and an intake pipe 155.

[0073] Optionally, the second supplementary air filter 151 is the inlet of the second supplementary air module, used to filter external air and remove impurities, moisture, and particles to ensure the purity of the second air. Pure air is crucial for the subsequent combustion process, optimizing combustion efficiency, reducing emissions, and protecting the engine from pollutants.

[0074] Optionally, the intake throttle valve 152 is located after the second supplementary air filter and can precisely adjust the flow rate of the second air entering the system according to the system's needs. This function is crucial for maintaining the gas pressure balance within the crankcase ventilation system. Especially under different operating conditions, by adjusting the opening of the throttle valve, it can ensure that the hydrogen concentration in the second mixture remains at a safe level, while optimizing the gas circulation speed and improving system efficiency.

[0075] Optionally, the turbocharger 153 is one of the core components of the second air-fuel mixture module, used to receive gas from the intake throttle valve and the electric heating module, namely the second air and the heated separated gas. The function of the turbocharger is to increase the pressure of the second air-fuel mixture, allowing it to pass smoothly through the subsequent intercooler and intake manifold, and finally enter the combustion chamber. The turbocharging process ensures sufficient circulation and combustion of the gas in the combustion chamber, which is extremely important for improving the combustion efficiency of the hydrogen engine and reducing the emission of unburned hydrogen.

[0076] Optionally, the intercooler 154 receives the pressurized second mixture and cools the gas to a level suitable for combustion. This cooling process helps increase gas density, thereby creating more efficient combustion conditions in the combustion chamber, while simultaneously lowering the combustion temperature, which helps reduce nitrogen oxide formation and improves the engine's environmental performance.

[0077] Optionally, the intake pipe 155 is a channel connecting the intercooler and the combustion module. Its function is to transport the cooled second mixture from the intercooler to the combustion chamber to participate in the final combustion process. The design of the intake pipe needs to take into account the gas pressure, temperature, and flow rate to ensure that the gas can enter the combustion chamber smoothly and efficiently, while reducing gas loss during the transmission process.

[0078] Optionally, the integrated design of the second air supply module and its related components not only optimizes the combustion process of the hydrogen engine, improving combustion efficiency and safety, but also effectively solves problems such as water vapor condensation, oil emulsification, and icing in low-temperature environments through precise gas management and control. The coordinated operation of this series of components ensures that the hydrogen engine maintains high performance and low emissions under various operating conditions, demonstrating the advanced nature and practicality of the intelligent crankcase ventilation control system. By precisely controlling the supply of second air, gas heating and pressurization, cooling, and final gas delivery, the entire module provides strong support for the stable operation of the hydrogen engine.

[0079] As an optional implementation, the crankcase ventilation control system further includes a pressure control valve, one end of which is connected to the crankcase module and the other end of which is connected to the intercooler, for increasing the pressure of the cooled second mixed gas when the concentration of hydrogen is greater than a preset concentration threshold.

[0080] In this embodiment, the pressure control valve in the intelligent crankcase ventilation control system is a key component that ensures the hydrogen engine can effectively control the hydrogen concentration in blow-by gas under various operating conditions, especially high-load conditions, and avoid potential safety risks.

[0081] Optionally, Figure 6 This is a schematic diagram of a pressure control valve according to an embodiment of this application, as shown below. Figure 6 As shown, the pressure control valve 17 is connected at one end to the crankcase module 13 and at the other end to the intercooler 154. Its purpose is to optimize the circulation conditions of the second gas mixture by adjusting the gas pressure. Especially when the hydrogen concentration is high, the pressure control valve increases the gas pressure according to system requirements to ensure that the hydrogen concentration remains below a safe threshold. When the hydrogen concentration in the gas mixture exceeds a preset concentration threshold, the system triggers the pressure control valve to increase the pressure of the cooled second gas mixture through a pressurization operation. This further dilutes the hydrogen concentration by increasing the amount of fresh air supplied, thereby safely controlling the hydrogen level in the combustion chamber.

[0082] Optionally, the hydrogen concentration sensor continuously monitors the hydrogen concentration in the blow-by gas. When the concentration reading exceeds a preset threshold, the intelligent control unit immediately responds and activates the operating strategy of the pressure control valve. The pressure control valve receives the second mixed gas from the crankcase module, which has already been processed by the turbocharger and intercooler and is in a cooled state. The control valve increases the pressure of the mixed gas by adjusting its internal structure or operating parameters. This operation enhances the power of gas circulation, prompting more fresh air to enter the mixed gas, thereby diluting the hydrogen concentration. As the gas pressure increases, the amount of fresh air supplied increases, mixing with the cooled second mixed gas before the turbocharger to form a safer and more optimized gas circulation. This process is dynamic; the system continuously monitors the gas mixing effect and makes necessary pressure adjustments to ensure that the hydrogen concentration is maintained within a safe range.

[0083] Optionally, the second mixture, after being regulated by a pressure control valve and supplemented with fresh air, is further pressurized by a booster, then cooled, and finally delivered to the combustion chamber through the intake pipe to participate in the combustion process. This cycle ensures the efficient use of hydrogen while reducing the proportion of unburned hydrogen in emissions, thus improving combustion efficiency and environmental performance.

[0084] Optionally, the dynamic adjustment mechanism of the pressure control valve can flexibly adjust the gas pressure according to the real-time hydrogen concentration and engine operating conditions, ensuring that the system can effectively control gas circulation under different operating conditions and avoid safety problems caused by high hydrogen concentration.

[0085] Optionally, by increasing the amount of fresh air supplied and adjusting the gas circulation pressure, the pressure control valve directly contributes to improving system safety and operating efficiency, avoiding the risk of deflagration, while optimizing combustion conditions and improving the overall performance and energy efficiency of the hydrogen engine.

[0086] In the crankcase ventilation control system described in this application, the pressure control valve increases the pressure of the second gas mixture through timely pressurization, thereby increasing the amount of fresh air supplied and effectively diluting the hydrogen concentration. This process is crucial for maintaining the hydrogen engine in a high level of safety and efficiency, demonstrating the flexibility and reliability of the intelligent control system in complex environments. Through the intelligent management of the pressure control valve, the crankcase ventilation control system can better adapt to the special needs of the hydrogen engine, ensuring its safe and efficient operation under any conditions.

[0087] According to an embodiment of this application, an embodiment of a crankcase ventilation control method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0088] Figure 7 This is a flowchart of a crankcase ventilation control method according to an embodiment of this application. This crankcase ventilation control method is applied in the crankcase ventilation control system of this application embodiment, such as... Figure 7 As shown, the method may include the following steps:

[0089] Step S701: Detect the concentration of hydrogen in the exhaust gas produced after the combustion module burns the engine fuel and gas mixture.

[0090] In the technical solution provided by step S701 of this application, the concentration of hydrogen in the exhaust gas produced by the combustion module (i.e., the engine combustion chamber) after burning fuel and gas mixture is continuously monitored. The concentration of hydrogen in the exhaust gas is a key parameter for evaluating the performance of the crankcase ventilation system, and is directly related to the system's safety and environmental characteristics.

[0091] Optionally, the hydrogen concentration in the exhaust gas can be detected by a hydrogen concentration sensor installed on the exhaust path. This sensor can be of various types, such as electrochemical, thermal conductivity, or infrared absorption, and can analyze the exhaust gas composition in real time to accurately measure the hydrogen concentration. The sensor sends the collected concentration data to the system control unit, serving as an important basis for subsequent control strategy formulation.

[0092] Optionally, the exhaust gas generated during combustion is discharged from the combustion module (engine combustion chamber) and enters the exhaust system through the exhaust manifold. The sensor is installed at an appropriate location along this path to ensure that the collected exhaust gas sample is representative and can accurately reflect the hydrogen concentration under engine operating conditions.

[0093] Optionally, by continuously monitoring the concentration of hydrogen in the exhaust gas, the intelligent crankcase ventilation control system can respond in real time, avoiding safety hazards such as the risk of deflagration caused by excessive hydrogen concentration.

[0094] In step S702, based on the hydrogen concentration, the first air supply module is controlled to supply first air to the crankcase module with a concentration matching that of hydrogen.

[0095] In the technical solution provided in step S702 of this application, one of the core aspects of the crankcase ventilation control system is to dynamically adjust the air replenishment strategy of the first air replenishment module based on the real-time monitored hydrogen concentration in the exhaust gas. This step aims to dilute the hydrogen concentration in the crankcase gas (mainly including blow-by gas) to a safe level by increasing the amount of fresh, clean first air replenished, thereby ensuring the safe operation of the entire system and optimizing engine performance.

[0096] In this embodiment, the concentration of hydrogen in the gas mixture is monitored in real time by a hydrogen concentration sensor installed in the crankcase ventilation system. The sensor data is continuously sent to the intelligent control unit for assessing the gas conditions under the current operating conditions.

[0097] Optionally, when the hydrogen concentration exceeds a preset safety threshold, the system can respond quickly, analyzing current engine operating conditions (such as engine speed and load) and environmental conditions to determine a suitable hydrogen replenishment strategy. The intelligent control unit has stored universal characteristic charts, which can be used to reference the optimal hydrogen replenishment amount and method under different operating conditions.

[0098] Optionally, based on the hydrogen concentration and the analysis results of the intelligent control unit, the opening degree of the one-way valve in the first gas replenishment module and the pumping rate of the electronically controlled vacuum pump can be automatically adjusted to increase the amount of fresh air supplied. Under low-load conditions, only a small amount of gas replenishment may be required, while under high-load conditions, the hydrogen concentration is higher, requiring a larger amount of replenishment to ensure safety.

[0099] Optionally, after determining the amount of supplemental air, the first supplemental air filter starts working to filter external air, ensuring that impurity-free first air is delivered into the crankcase. At the same time, the one-way valve adjusts its opening according to the control signal, guiding a fixed amount of first air into the crankcase to mix with blow-by air and reduce the hydrogen concentration.

[0100] Optionally, after replenishment, the system monitors the hydrogen concentration again to confirm whether the replenishment effect has met expectations. If the hydrogen concentration still does not meet safety standards, the intelligent control unit will further adjust the replenishment strategy until the hydrogen concentration is controlled within a safe range.

[0101] Optionally, by continuously monitoring the hydrogen concentration, high hydrogen concentrations can be immediately identified and addressed to prevent potential safety incidents. The intelligent control unit can accurately calculate the required amount of hydrogen replenishment based on engine operating conditions and the current hydrogen concentration, ensuring safety while avoiding energy waste and system efficiency degradation caused by excessive replenishment. The system design is highly flexible, adapting to different operating conditions and environmental conditions. By dynamically adjusting the replenishment parameters, it maintains a stable hydrogen concentration, ensuring safe and efficient engine operation under various conditions.

[0102] Step S703: Control the crankcase module to mix the exhaust gas with the first air to obtain the first mixed gas.

[0103] In the technical solution provided in step S703 of this application, the exhaust gas, mainly composed of unburned hydrogen, water vapor, and some combustion products, leaks from the combustion chamber into the crankcase module through the piston ring gap between the piston and cylinder. In hydrogen engines with high water content and high hydrogen concentration, this exhaust gas needs to be mixed with fresh primary air to dilute the hydrogen concentration, avoid potential detonation risks, and optimize subsequent gas circulation and combustion processes by increasing the oxygen content in the gas. The primary air is supplied to the crankcase through a primary air supply module, which includes a primary air supply filter and a one-way valve. The primary air supply filter filters external air, removing impurities and particles to ensure that the supplied air is clean. The one-way valve controls the flow direction of the primary air, ensuring that it can only flow from the primary air supply filter to the crankcase module, avoiding backflow and leakage of gas inside the crankcase.

[0104] In this embodiment, exhaust gas and first air are mixed in the crankcase module to form a first mixed gas. This mixing process is achieved through the internal structure of the crankcase and the design of the gas flow path, ensuring effective contact and thorough mixing of the two gases. The hydrogen concentration and overall gas composition in the mixed gas directly affect the subsequent oil-gas separation efficiency and combustion effect.

[0105] Optionally, the first gas mixture will then enter the oil-gas separation module for further processing, which includes two stages: coarse separation and electric oil-gas separation. Through this series of processes, the first gas mixture is separated into engine oil and separated gas, the latter of which will be mixed with the second air, heated by the electric heating module and pressurized by the turbocharger, and finally cooled by the intercooler before being sent to the combustion chamber to participate in recirculation combustion, completing the entire gas cycle process.

[0106] Step S704: Control the oil-gas separation module to separate the first mixed gas into oil and gas, and obtain engine oil and separated gas.

[0107] In the technical solution provided by step S704 of this application, the control oil-gas separation module separates the first mixed gas into oil and gas. The goal of this operation is to separate the engine oil in the exhaust gas from the gaseous part (including hydrogen, water vapor and other exhaust gas components) to reduce the risk of oil emulsification and ensure that the hydrogen concentration is safe and controllable, while recovering the engine oil to maintain the healthy state of the engine lubrication system.

[0108] In this embodiment, the oil-gas separation module includes a coarse separation component and an electric oil-gas separation component. The first mixed gas first passes through the coarse separation component, which uses physical filtration or centrifugal force principles to remove most of the liquid engine oil from the mixed gas. The coarse separation process reduces the processing burden of the subsequent electric oil-gas separation component, improving its separation efficiency and the overall performance of the system. The first mixed gas, pretreated by the coarse separation component, then enters the electric oil-gas separation component. This component consists of a motor-driven centrifugal separator that can automatically adjust its speed according to the amount of cross-flow and the hydrogen concentration. Driven by the motor, the centrifugal blades rotate at high speed, generating sufficient centrifugal force to further separate the engine oil particles from the gas flow. The separated engine oil returns to the oil pan through the return oil line for recycling, while the separated gas, which mainly contains hydrogen, water vapor, and other waste gases, is sent to the next processing step.

[0109] Optionally, the speed control mechanism of the electric oil-gas separator is based on real-time monitoring of engine operating conditions and hydrogen concentration in blow-by gas. Sensors in the system continuously monitor parameters such as engine speed, load, blow-by gas volume, and hydrogen concentration. Based on this information, the intelligent control unit dynamically adjusts the motor speed to ensure that the hydrogen concentration in the separated gas remains below a preset safety threshold (e.g., 4%), while maintaining optimal oil-gas separation efficiency. This intelligent adjustment mechanism ensures that the system maintains efficient separation and safe control of hydrogen concentration under various operating conditions.

[0110] In this step, the oil-gas separation module significantly reduces the amount of engine oil entering the crankcase ventilation system through a dual mechanism of coarse separation and electric oil-gas separation, avoiding emulsification caused by a large amount of water vapor mixing with engine oil, thereby extending the service life of the engine oil and reducing maintenance costs.

[0111] Step S705: Control the second air supply module to mix the separated gas with the second air to obtain a second mixed gas, and then deliver the second mixed gas to the combustion module.

[0112] In the technical solution provided by step S705 of this application, the separated gas (mainly including exhaust gas and electrically heated dried gas without oil components) is mixed with the second air that has passed through the second replenishment air filter to form a safe and recirculated second mixed gas. Then, it is delivered to the combustion module to participate in a new round of combustion process, which not only promotes the reuse of exhaust gas and improves combustion efficiency, but also ensures the safety of system operation.

[0113] In this embodiment, the separated gas refers to the exhaust gas separated from the blow-by gas by an electronically controlled oil-gas separator and heated to a suitable temperature by an electric heating module. This gas has had most of its oil and water vapor removed, becoming a relatively pure hydrogen-containing gas ready to mix with the second air. The second air filter filters outside air to obtain clean second air. The flow rate of the second air is controlled by an intake throttle valve connected to the separated gas pipeline. Based on the real-time hydrogen concentration and engine operating conditions, the intelligent control unit adjusts the opening of the intake throttle valve to control the amount of second air supplied.

[0114] Optionally, the controlled and regulated separated gas meets and mixes with the second air at a mixing point before the turbocharger to form a second gas mixture. This second gas mixture then enters the turbocharger, where its pressure is increased to a level suitable for the combustion chamber. The pressurized gas is then cooled by an intercooler and finally delivered to the combustion module (engine combustion chamber) through the intake manifold to participate in a new combustion cycle.

[0115] In this step, the unburned hydrogen in the exhaust gas is effectively utilized by mixing the recirculated separated gas with fresh air, which improves the overall utilization rate of hydrogen energy and reduces the risk of direct emission of unburned hydrogen.

[0116] In steps S701 to S705 of this application, the concentration of hydrogen in the exhaust gas after engine combustion is detected in real time, and the first air injection module is dynamically controlled to deliver an appropriate amount of fresh air. This ensures that the amount of air entering the crankcase matches the hydrogen concentration, thereby effectively diluting the hydrogen and preventing it from accumulating to dangerous levels in the crankcase. The oil-gas separation module separates the first mixture of exhaust gas and first air. The separated oil can be reused, while the separated gas (separated gas) is further processed, ensuring effective oil recovery and reducing the hydrogen concentration in the gas, thus reducing environmental pollution and the risk of emulsification within the system. The separated gas is mixed again with second air in the second air injection module to obtain a second mixed gas, which is then fed back to the combustion module for re-combustion. This recycling process not only improves the utilization rate of hydrogen but also reduces exhaust emissions and effectively controls the hydrogen concentration in the crankcase, thereby solving the technical problem of not being able to effectively control the hydrogen concentration in the crankcase in related technologies.

[0117] The method described in this embodiment will be further described below.

[0118] As an optional embodiment, the crankcase ventilation control method further includes: controlling an electric heating tube to heat the separated gas in response to the gas temperature being lower than a preset temperature threshold; and controlling a second air supply module to mix the heated separated gas with second air to obtain a second mixed gas.

[0119] In this embodiment, temperature control of the separated gas is crucial for ensuring efficient system operation and protecting the engine from condensation and oil emulsification issues. Since the separated gas may contain a large amount of water vapor, especially in hydrogen engines, the high-temperature separated gas easily condenses upon cooling, which then mixes with the engine oil, causing oil emulsification and severely impacting engine performance and lifespan. Therefore, heating the separated gas using an electric heating element to maintain it above a preset temperature threshold is a necessary measure to prevent these problems.

[0120] Optionally, when the separated gas is output from the oil-gas separation module, the electric heating element automatically determines whether heating is needed based on feedback from the gas temperature sensor. If the temperature of the separated gas is lower than a preset temperature threshold, the electric heating element will activate the heating mode, generating heat through its internal resistance to heat the passing separated gas, ensuring that the gas temperature does not drop to a level where condensation easily forms. This not only reduces the risk of oil emulsification but also improves the efficiency of gas circulation.

[0121] Optionally, the second air supply module introduces fresh external air, i.e., second air, through a second air supply filter. This air is pre-treated to ensure its cleanliness and freshness, and then mixed with the heated separated gas before the booster. The mixing process is achieved by controlling the one-way valve and pressure regulating valve in the second air supply module to ensure that the correct proportion of fresh air and heated separated gas is mixed to form a suitable second mixed gas.

[0122] Optionally, by controlling the temperature of the electric heating element and introducing a second air, the crankcase ventilation control system not only solves the problems of condensation of separated gases and emulsification of engine oil at low temperatures, but also effectively regulates the hydrogen concentration by forming a second mixed gas, ensuring stable engine operation and combustion efficiency under various environments and operating conditions.

[0123] As an optional implementation, the control oil-gas separation module separates the first mixed gas into oil and gas to obtain engine oil and separated gas, including: controlling the coarse separation component in the oil-gas separation module to initially filter out the engine oil in the first mixed gas to obtain a pre-treated first mixed gas; controlling the electric oil-gas separation component in the oil-gas separation module to perform a secondary separation on the pre-treated first mixed gas to obtain engine oil and separated gas.

[0124] In this embodiment, when the oil-gas separation module separates the first mixed gas to obtain engine oil and separated gas, the first mixed gas can first be preliminarily filtered by the coarse separation component in the oil-gas separation module. The purpose of this step is to quickly remove large particles or liquid engine oil from the first mixed gas, so as to reduce the burden on the subsequent electric oil-gas separation component and improve the overall separation efficiency. The coarse separation component usually includes a physical filter or a structure designed with a specific flow path. It uses physical principles such as gravity, inertia or centrifugal force to intercept and preliminarily separate the engine oil particles in the first mixed gas before entering the electric oil-gas separation component. The remaining gaseous mixture becomes the pretreated first mixed gas, ready to enter the next stage of separation.

[0125] Optionally, the pretreated first mixed gas then enters the electric oil-gas separator for secondary separation. The electric oil-gas separator is the core separation equipment in the system, consisting of a motor-driven centrifugal separator. Based on real-time monitoring of hydrogen concentration, cross-gas flow, and other relevant operating parameters, the system control unit intelligently adjusts the motor speed to ensure that the hydrogen concentration in the separated gas is below a preset safety threshold, while maximizing separation efficiency.

[0126] Optionally, the motor speed in the electric oil-gas separator can be dynamically adjusted according to the current operating conditions and blow-by characteristics. When the blow-by volume is large or the hydrogen concentration is high, the motor speed will be increased accordingly to increase centrifugal force and more effectively separate oil particles from the gaseous mixture.

[0127] Optionally, the motor drives the centrifugal blades to rotate at high speed, generating a strong centrifugal force to separate oil particles from the pre-treated first gas mixture. The separated oil returns to the oil pan through the return line for recycling, maintaining the normal operation of the engine lubrication system.

[0128] Optionally, after secondary separation by the electric oil-gas separator, the remaining gas, i.e., the separated gas, mainly containing hydrogen, water vapor, and other exhaust components, is further treated. Controlling the hydrogen concentration in the separated gas is crucial for ensuring the safe operation of the engine, especially in hydrogen engines, to avoid the risk of detonation caused by excessive hydrogen concentration.

[0129] In the crankcase ventilation control method of this application, by controlling the separation operations of the coarse separation component and the electric oil-gas separation component, the first mixed gas is effectively separated to obtain clean engine oil and optimized separated gas. The separated engine oil returns to the oil pan for circulation in the engine lubrication system, while the separated gas is sent to subsequent processing units, such as electric heating elements and turbochargers, to further participate in the combustion cycle. This process not only improves the oil recovery efficiency and reduces the risk of oil emulsification, but also ensures the safe control of hydrogen concentration in the separated gas, which helps to improve combustion efficiency, reduce emissions, and achieve efficient, safe, and environmentally friendly engine operation.

[0130] The technical solutions of the embodiments of this application will be illustrated below with reference to preferred embodiments.

[0131] In related technologies, traditional crankcase ventilation systems are based on a single-loop design, where oil-gas separation mainly relies on an oil-pressure driven separator. Under low-load conditions, the drop in oil pressure causes the oil-driven oil-gas separator to slow down, resulting in a decrease in separation efficiency. This is particularly noticeable when dealing with hydrogen-rich blow-by gas, making it difficult to effectively control the hydrogen concentration in the blow-by gas, thus increasing the potential risk of detonation in hydrogen engines. Simultaneously, at low speeds, the efficiency and speed of the turbocharger (if configured) are limited, failing to provide the necessary power support for the entire ventilation loop. This not only affects gas circulation efficiency and effective exhaust emissions but also reduces the system's ability to control hydrogen concentration, further exacerbating the safety hazard of detonation.

[0132] Figure 8 This is a schematic diagram of a conventional crankcase ventilation system according to an embodiment of this application, such as... Figure 8 As shown, the crankcase ventilation system 800 includes: cylinder head 801, cylinder block 802, oil pan 803, oil separator 804, air filter 805, turbocharger 806, intercooler 807, and intake manifold 808. Figure 8As shown, the combustion chamber, composed of cylinder head 801, cylinder block 902, and piston, is used to burn the fuel-air mixture. Combustion exhaust gases pass through the piston rings and enter the crankcase. The combustion exhaust gases in the crankcase then pass through the outlet of cylinder block 802 and enter the oil-gas separator 804. Driven by an impeller powered by engine oil, the oil-gas separator 804 rotates its internal centrifugal blades, drawing the combustion exhaust gases into itself. The centrifugal blades of the oil-gas separator 804 separate the engine oil from the exhaust gases. The separated engine oil returns to the oil pan 803 through a return line connected to the oil inlet of the oil pan. The exhaust gases separated by the oil-gas separator 804 mix with fresh air passing through air filter 805 and enter the pre-compression section of the turbocharger 6. The mixture is pressurized and passes through intercooler 807, intake manifold 808, and intake passage of cylinder head 801 before entering the combustion chamber to participate in cyclic combustion, completing the blow-by combustion process.

[0133] Optionally, Figure 8 While the conventional crankcase ventilation system shown can meet basic exhaust gas and oil separation requirements, it faces unique challenges when confronted with the specific needs of hydrogen engines. As a relatively simple single-loop design, it cannot intelligently adapt to various operating conditions, particularly under high load and high hydrogen concentration, where system performance is limited. Furthermore, at low speeds and low loads, lower oil pressure reduces the separation efficiency of the oil-driven separator, potentially leading to abnormal crankcase pressure and increased risk of oil emulsification. For hydrogen engines, this conventional crankcase ventilation system struggles to effectively control high concentrations of hydrogen in the exhaust gas, posing a safety risk. Therefore, developing a more intelligent and efficient crankcase ventilation system is crucial for improving the performance and safety of hydrogen engines.

[0134] Based on this, the embodiments of this application provide a crankcase ventilation control system, which is applicable to internal combustion engines using other fuels such as diesel engines, natural gas engines, and gasoline engines. Figure 9 This is a schematic diagram of a crankcase ventilation control system according to an embodiment of this application, as shown below. Figure 9 As shown, the crankcase ventilation control system 900 includes: cylinder head 901, cylinder block 902, oil pan 903, electric oil-gas separator 904, air filter 905, turbocharger 906, intercooler 907, intake manifold 908, intake throttle valve 909, pressure control valve 910, air filter 911, check valve 912, cover 913, electric heating module 914, and coarse separator module 915.

[0135] The crankcase ventilation system provided in this application introduces a dual-circuit fresh air intake function to reduce the hydrogen concentration in the crankcase ventilation system of the hydrogen internal combustion engine, ensuring the system's safety and efficiency. Under low-load conditions, the hydrogen concentration is relatively low, and the turbocharger's pressure is also low. At this time, fresh air, purified by the intake air filter 911, is guided by the one-way valve 912 and enters the crankcase space (between the cylinder block / crankcase 902 and the oil pan 903) through the cover 913, cylinder head 901, and cylinder block 902's oil return passages. Simultaneously, high-pressure exhaust gas (blow-by gas) generated in the combustion chamber also enters the same area through the piston ring assembly gaps, mixing with the fresh air. Considering the large volume of blow-by gas and its high oil content, a coarse separation mechanism 15 is added to the system to initially separate the oil from the mixture, reducing the risk of oil emulsification. The separated mixed gas further enters the electric oil-gas separator 904, where the centrifugal blades driven by the motor efficiently separate the engine oil from the gas, and the separated engine oil flows back to the oil pan 903.

[0136] After separation, the exhaust gas mixes with fresh air in the electrically heated outlet pipe 914 and enters the pre-compression section of the turbocharger 906. The electrically heated pipe 914 automatically heats up in low-temperature environments to prevent water vapor condensation and freezing; when the temperature exceeds a set value, the outlet pipe functions as a regular ventilation pipe. The mixed gas passes through the intercooler 907 and the intake pipe 908 before finally entering the combustion chamber for secondary combustion, completing the blow-by gas recovery cycle. If, under specific operating conditions, the hydrogen concentration is detected to exceed the safe range, the system will automatically adjust the intake throttle valve 909 to reduce the absolute value of the negative pressure before compression, thereby increasing the amount of fresh air supplied and effectively reducing the hydrogen concentration.

[0137] When the engine is under high load, the hydrogen concentration in the blow-by gas increases significantly. At this time, relying solely on low-pressure air injection may be insufficient to dilute the high hydrogen concentration due to limited air injection volume. Simultaneously, the strategy of reducing the pre-pressure negative pressure by adjusting the intake throttle valve 9 may also be limited, failing to adequately increase fresh air intake. Therefore, this invention introduces a high-pressure air injection strategy under high load conditions, utilizing pressurized high-pressure gas for air injection by adjusting the opening of the pressure control valve 910.

[0138] Optionally, under high-load conditions, the turbocharger can generate higher pressure. When the pressure control valve 910 opens, the pressure in the air injection line becomes positive, causing the one-way valve 912 in the conventional air injection line to close, thus blocking the conventional air injection path. At this time, the high-pressure air injection path becomes the only effective working path. The pressurized gas passes through the pressure control valve 910, through the cover 913 and the oil return passages of the cylinder head 901 and cylinder block 902, and enters the crankcase, mixing with blow-by gas and repeating the air injection and combustion cycle under low-load conditions. During this process, if the hydrogen concentration still exceeds the standard, the system will continue to adjust the intake throttle valve 909 to further reduce the turbocharger pre-pressure and increase the intake of fresh air until the hydrogen concentration drops to a safe level.

[0139] In other words, the crankcase ventilation system in this application, through precise control of the air supply volume and hydrogen concentration, not only improves system safety and avoids potential detonation risks, but also effectively prevents icing and oil emulsification in winter through the synergistic effect of the electrically heated exhaust pipe and oil separator, ensuring stable engine operation under various operating conditions. The introduction of the dual-circuit air supply scheme, combined with the intelligent adjustment of the electronically controlled oil separator and intake throttle valve, achieves effective management and utilization of engine blow-by, significantly improving the performance and efficiency of the crankcase ventilation system.

[0140] The calibration process of the electric oil-gas separator control strategy in this application, as well as the calibration process of the intake throttle valve control and the dual-loop air replenishment calibration process, will be further described below.

[0141] In this application, considering the presence of hydrogen in the exhaust gas of a hydrogen engine, an intelligent closed-loop system is employed. This system integrates an electronically controlled oil-gas separator, an intake throttle valve, and a dual-loop fresh air injection function. Its aim is to optimize gas circulation by precisely controlling the hydrogen concentration, ensuring efficient and safe engine operation under various conditions. While high-pressure air injection and the intake throttle valve effectively regulate hydrogen concentration, they also increase pumping losses, placing higher demands on the turbocharger's performance. Increased pumping losses mean the engine requires more energy to drive gas circulation, potentially negatively impacting the turbocharger's efficiency and durability. Considering the impact of high-pressure air injection and the intake throttle valve on engine performance, in practical applications, the electric oil-gas separator and conventional fresh air injection scheme are preferred for controlling hydrogen concentration. This strategy not only reduces the burden on the turbocharger but also lowers pumping losses, better aligning with the goals of efficient engine operation and energy conservation and emission reduction. Therefore, during the overall calibration process, the universal calibration of the electronically controlled oil-gas separator is prioritized, aiming to optimize hydrogen concentration control by adjusting its operating parameters. For operating conditions where the hydrogen concentration control requirements cannot be met even after universal calibration, the project team will calibrate the opening of the intake throttle valve or the injection volume of the high-pressure injection scheme through testing, based on the characteristics of the specific operating conditions, to ensure that the hydrogen concentration is always within a safe range, while minimizing the adverse effects on engine performance.

[0142] Figure 10 This is a flowchart of a calibration method for an electric oil-gas separator according to an embodiment of this application, as shown below. Figure 10 As shown, a simulation model or test bench is built based on the engine's operating parameters, including but not limited to engine speed, engine load, lubricating oil temperature, intake and exhaust temperatures, coolant temperature, intake and exhaust pressure, bypass pressure, combustion model, ambient temperature, and hydrogen concentration. The engine blow-by volume and hydrogen concentration under certain boundary conditions are tested and confirmed for each operating condition. The motor speed is calculated based on theoretical analysis of the blow-by volume under each operating condition. The motor speed of the electronically controlled oil-gas separator is tested under each operating condition until the optimal separation efficiency is achieved, ensuring that the hydrogen concentration reaches the development target value. This speed is then confirmed as the target speed for the current operating condition. For operating conditions where the hydrogen concentration cannot reach the development target value, the speed is set to the peak speed or the highest recommended long-term operating speed of the motor. Subsequently, the air replenishment scheme and intake throttle valve are calibrated. In summary, the Universal Characteristic Diagram (MAP) calibration is completed, confirming the target speed of the electric centrifugal oil-gas separator. The target speed of the electric centrifugal oil-gas separator motor is revised through full-vehicle high-temperature, high-altitude, and high-humidity calibration tests combined with parameters such as ambient temperature, oil temperature, and intake air temperature.

[0143] Figure 11 This is a schematic diagram of the universal rotational speed MAP of an electric oil-gas separator according to an embodiment of this application. Figure 11As shown, the relationship between the motor speed of the electronically controlled oil-gas separator and the engine operating load is presented in a visual way, providing intuitive control guidance for the system. This ensures that while maintaining engine performance, the hydrogen concentration in blow-by gas is effectively controlled, so that the hydrogen concentration and its separation efficiency can be maintained at the optimal level under different operating conditions, avoiding potential safety hazards.

[0144] Optionally, to ensure the hydrogen concentration reaches the target development value under various operating conditions, a high-pressure air injection line is added to the intake pipe after the turbocharger in the crankcase ventilation system. This line is particularly critical under high-load conditions. When the conventional low-pressure air injection is insufficient to meet the hydrogen concentration dilution requirements, the system will increase the intake of fresh air through high-pressure air injection, thereby reducing the hydrogen concentration in the exhaust gas to a safe level. An intake throttle valve is installed on the turbocharger pipeline, and its opening can be adjusted to control the pressure before the turbocharger. Under certain operating conditions, such as when the hydrogen concentration is close to but has not reached the development target, reducing the throttle valve opening to reduce the negative pressure before the pressure can promote the intake of more fresh air, further diluting the hydrogen concentration and ensuring its safety. In the entire system, the electronically controlled oil-gas separator is responsible for separating engine oil and exhaust gas in the blow-by gas. By adjusting its speed, the optimal separation effect is achieved while minimizing the amount of oil carried over. Although the electronically controlled oil-gas separator can effectively reduce the amount of oil carried over, the control of hydrogen concentration is often insufficient in the isolated separation process.

[0145] Figure 12 This is a flowchart of an intake throttle valve control calibration and dual-loop air replenishment calibration method according to an embodiment of this application, as shown below. Figure 12As shown, a simulation model or test bench is built based on the engine's operating parameters, including but not limited to engine speed, engine load, lubricating oil temperature, intake and exhaust temperatures, coolant temperature, intake and exhaust pressure, bypass pressure, combustion model, ambient temperature, and hydrogen concentration. The engine is tested under various operating conditions to determine if the hydrogen concentration meets the specified limits of the calibrated electric oil-gas separator. If it meets the limits, high-pressure air injection is not performed, the intake throttle valve is not adjusted, and air injection is performed using the electronically controlled oil-gas separator and conventional air injection strategies. If it does not meet the limits, the fresh air injection pressure control valve is adjusted to ensure that the bypass pressure is <0, the system intake air volume meets the requirements, and the turbocharger has a certain operating limit reserved to determine if the hydrogen concentration meets the requirements. If the target is met, the intake throttle valve is not adjusted; instead, an electronically controlled oil-gas separator and a high-pressure air injection strategy are used to lock the fresh air injection pressure regulating valve opening (MAP). If the target is not met, the intake throttle valve opening is adjusted to ensure the inlet pressure of the turbocharger is within the calibrated limits, while also ensuring the turbocharger has a certain operating boundary to guarantee the hydrogen concentration reaches the development target value. Based on the calibration of the high-pressure air injection regulating valve opening and the intake throttle valve opening duty cycle, a universal MAP calibration will be completed to guide the precise setting of system parameters under all operating conditions, thereby achieving effective control of the hydrogen concentration.

[0146] Optionally, after completing the initial calibration, tests under "three high" (high temperature, high altitude, and high cold) conditions need to be conducted on a real vehicle. The universal MAP table should be revised based on actual operating parameters such as ambient temperature, oil temperature, and intake air temperature. This revision process ensures that the system's parameter settings are not only effective under laboratory conditions but also operate stably under various extreme environmental conditions, fully covering the engine's operational requirements.

[0147] By comprehensively calibrating the electronically controlled oil-gas separator, high-pressure air supply branch, and intake throttle valve, the intelligent crankcase ventilation system can intelligently adjust its operating parameters to address the challenge of high hydrogen concentrations in hydrogen engine blow-by, while simultaneously considering engine efficiency and performance. The resulting universal MAP calibration and revision provide precise guidance for the system's operation under different operating conditions and ambient temperatures, ensuring safe control of hydrogen concentration and reducing negative impacts on engine performance.

[0148] According to an embodiment of this application, a crankcase ventilation control device is also provided. It should be noted that this crankcase ventilation control device can be used to execute the crankcase ventilation control method described in the embodiment.

[0149] Figure 13 This is a schematic diagram of a crankcase ventilation control device according to an embodiment of this application. Figure 13 As shown, the crankcase ventilation control device 1300 may include: a detection unit 1301, a first control unit 1302, a second control unit 1303, a third control unit 1304, and a fourth control unit 1305.

[0150] The detection unit 1301 is used to detect the concentration of hydrogen in the exhaust gas produced after the combustion module burns engine fuel and gas mixture.

[0151] The first control unit 1302 is used to control the first air supply module to deliver first air to the crankcase module with a concentration matching that of hydrogen, based on the concentration of hydrogen.

[0152] The second control unit 1303 is used to control the crankcase module to mix the exhaust gas with the first air to obtain the first mixed gas.

[0153] The third control unit 1304 is used to control the oil-gas separation module to separate the first mixed gas into oil and gas, so as to obtain engine oil and separated gas.

[0154] The fourth control unit 1305 is used to control the second air supply module to mix the separated gas with the second air to obtain the second mixed gas, and to deliver the second mixed gas to the combustion module.

[0155] Optionally, the device 1300 is further configured to: control the electric heating tube to heat the separated gas in response to the gas temperature of the separated gas being lower than a preset temperature threshold; and control the second gas replenishment module to mix the heated separated gas with the second air to obtain a second mixed gas.

[0156] Optionally, the third control unit 1304 is also used to: control the coarse separation component in the oil-gas separation module to initially filter out the engine oil in the first mixed gas to obtain the pretreated first mixed gas; and control the electric oil-gas separation component in the oil-gas separation module to perform secondary separation on the pretreated first mixed gas to obtain engine oil and separated gas.

[0157] In the crankcase ventilation control device described in this application, the concentration of hydrogen in the exhaust gas after engine combustion is detected in real time, and the first air injection module is dynamically controlled to deliver an appropriate amount of fresh air. This ensures that the amount of air entering the crankcase matches the hydrogen concentration, thereby effectively diluting the hydrogen and preventing it from accumulating to dangerous levels in the crankcase. The oil-gas separation module separates the first mixture of exhaust gas and first air. The separated oil can be reused, while the separated gas (separated gas) is further processed, ensuring effective oil recovery and reducing the hydrogen concentration in the gas, thus reducing environmental pollution and the risk of emulsification within the system. The separated gas is mixed again with second air in the second air injection module to obtain a second mixed gas, which is then fed back to the combustion module for re-combustion. This recycling process not only improves the utilization rate of hydrogen but also reduces exhaust emissions and effectively controls the hydrogen concentration in the crankcase, thereby solving the technical problem of not being able to effectively control the hydrogen concentration in the crankcase in related technologies.

[0158] Embodiments of this application also provide an electronic device, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the crankcase ventilation control method of various embodiments of this application when it runs.

[0159] Embodiments of this application also provide a computer-readable storage medium, which includes a stored executable program, wherein, when the executable program is executed, it controls the device where the computer-readable storage medium is located to perform the crankcase ventilation control method of various embodiments of this application.

[0160] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the crankcase ventilation control method in various embodiments of this application.

[0161] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program, which, when executed by a processor, implements the crankcase ventilation control method in various embodiments of this application.

[0162] The embodiments of this application also provide a computer program that, when executed by a processor, implements the crankcase ventilation control method described in the various embodiments of this application.

[0163] Embodiments of this application also provide a vehicle for performing the crankcase ventilation control method in various embodiments of this application.

[0164] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0165] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0166] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0167] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0168] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0169] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0170] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A crankcase ventilation control system, characterized in that, include: The combustion module is used to burn the engine's fuel and air-fuel mixture to produce exhaust gas; The first air supply module is used to supply the crankcase module with first air that matches the concentration of hydrogen in the exhaust gas. The crankcase module is connected to the combustion module and the first air injection module respectively, and is used to mix the exhaust gas with the first air to obtain a first mixed gas; An oil-gas separation module, connected to the crankcase module, is used to separate the first mixed gas into oil and gas to obtain engine oil and separated gas, wherein the engine oil is used to flow into the oil pan through the oil return pipe; The second gas replenishment module is connected to the oil-gas separation module and is used to mix the separated gas with the second air to obtain a second mixed gas, and then deliver the second mixed gas to the combustion module.

2. The system according to claim 1, characterized in that, The system also includes: An electric heating module is connected at one end to the oil-gas separation module and at the other end to the second gas replenishment module. It is used to heat the separated gas when the gas temperature is lower than a preset temperature threshold, and input the heated separated gas into the second gas replenishment module.

3. The system according to claim 1, characterized in that, The first gas replenishment module includes: The first air filter is used to filter the air to obtain the first air. A one-way valve, connected to the first air filter, is used to control the delivery of the first air to the crankcase module when it is open.

4. The system according to claim 1, characterized in that, The oil-gas separation module includes: A coarse separation component is used to initially filter out the engine oil in the first mixed gas to obtain a pretreated first mixed gas. An electric oil-gas separator assembly, connected to the coarse separation assembly, is used to perform secondary separation on the pretreated first mixed gas to obtain the engine oil and the separated gas. The rotation speed of the electric oil-gas separator assembly can be adjusted according to the hydrogen concentration in the pretreated first mixed gas.

5. The system according to claim 1, characterized in that, The second air replenishment module includes: The second air filter is used to filter the air to obtain the second air; An intake throttle valve, connected to the second supplementary air filter, is used to regulate the flow rate of the second air. The booster is connected to the intake throttle valve and the electric heating module respectively, and is used to receive the second mixed gas composed of the second air and the heated separated gas, and to regulate the gas pressure of the second mixed gas; An intercooler, connected to the turbocharger, is used to receive and cool the regulated second gas mixture. The intake pipe is connected at one end to the intercooler and at the other end to the combustion module, and is used to deliver the cooled second mixed gas to the combustion module.

6. The system according to claim 5, characterized in that, The system also includes: A pressure control valve, with one end connected to the crankcase module and the other end connected to the intercooler, is used to increase the pressure of the cooled second mixed gas when the concentration of hydrogen is greater than a preset concentration threshold.

7. A crankcase ventilation control method, characterized in that, The crankcase ventilation control system according to any one of claims 1 to 6 comprises: The concentration of hydrogen in the exhaust gas produced after the combustion module burns the engine fuel and gas mixture is detected. Based on the concentration of the hydrogen, the first air supply module is controlled to supply first air to the crankcase module that matches the concentration of the hydrogen. The crankcase module is controlled to mix the exhaust gas with the first air to obtain a first mixed gas. The control oil-gas separation module separates the first mixed gas into oil and gas, obtaining engine oil and separated gas; The second air supply module is controlled to mix the separated gas with the second air to obtain a second mixed gas, and the second mixed gas is delivered to the combustion module.

8. The method according to claim 7, characterized in that, The method further includes: In response to the gas temperature of the separated gas being lower than a preset temperature threshold, the electric heating tube is controlled to heat the separated gas; The second gas replenishment module is controlled to mix the heated separated gas with the second air to obtain the second mixed gas.

9. The method according to claim 7, characterized in that, The control oil-gas separation module separates the first mixed gas into oil and gas, obtaining engine oil and separated gas, including: The coarse separation component in the oil-gas separation module is controlled to initially filter out the engine oil in the first mixed gas, so as to obtain the pretreated first mixed gas. The electric oil-gas separation component in the oil-gas separation module is controlled to perform secondary separation of the pretreated first mixed gas to obtain the engine oil and the separated gas.

10. An electronic device, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 7 to 9.

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