Crankcase ventilation system and vehicle

Abstract

The utility model discloses a crankcase ventilation system and a vehicle, the crankcase ventilation system comprises a crankcase, a first oil-gas separator, a second oil-gas separator, a supercharger, an intake manifold, an air supply pipeline and an air filter, the air filter is communicated with a first air inlet of the supercharger through a first communicating pipeline; the intake manifold communicates with a first air outlet of the supercharger through a second communicating pipeline, the air supplementing pipeline is suitable for communicating with the second communicating pipeline and the crankcase, and the crankcase communicates with the first communicating pipeline through a first oil-gas separator and further suitable for communicating with the intake manifold through a second oil-gas separator. Therefore, the air supply pipeline can be communicated with the first air outlet of the supercharger and the crankcase, fresh air can be supplied to the crankcase under all working conditions under the action of the pressure difference, the concentration of hydrogen in the crankcase can be reduced, safe operation of an engine is guaranteed, the structure is simple, the technical complexity is low, and faults can be reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of crankcases, in particular to a crankcase ventilation system and a vehicle. Background Art

[0002] At present, a variety of clean energy sources have emerged in the new energy track. Hydrogen has gradually been widely used due to its own excellent characteristics. Among them, hydrogen engines, as a carrier of hydrogen fuel, have been used in new energy vehicles.

[0003] When a hydrogen engine is operating, hydrogen in the piston blowby gas will enter the crankcase system. Since the flammable range of hydrogen is very large, when the volume concentration of hydrogen is between 4% and 75%, there is a risk of explosion when exposed to open flames. Therefore, the hydrogen concentration in the crankcase of a hydrogen engine needs to be controlled within 4%.

[0004] In the related technology, most hydrogen engines currently use active oil-gas separators to balance the hydrogen concentration in the crankcase. This not only increases the development cost but also increases the complexity of the crankcase ventilation system, which can easily cause system redundancy and unpredictable failures. Conventional crankcase ventilation solutions cannot ensure that the hydrogen concentration in the crankcase is always below the safe concentration, making it difficult to ensure the safe operation of hydrogen engines. Utility Model Content

[0005] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, the first purpose of the utility model is to propose a crankcase ventilation system, which can connect the first air outlet of the supercharger and the crankcase by setting an air supply pipeline, and under the action of the pressure difference, can realize the replenishment of fresh air for the crankcase under all working conditions, ensure the smooth ventilation of the crankcase, and help balance the hydrogen concentration in the crankcase, so that the hydrogen concentration in the crankcase can be below the safe concentration, ensuring the safe operation of the engine, and no active oil-gas separator is required, the structure is relatively simple, thereby reducing the technical complexity and helping to reduce failures.

[0006] The second objective of the present invention is to provide a vehicle.

[0007] To achieve the above-mentioned purpose, the first embodiment of the utility model proposes a crankcase ventilation system, including: a crankcase, a first oil-gas separator, a second oil-gas separator, a supercharger, an intake manifold, an air supply pipeline and an air filter, the air filter is connected to the first air inlet of the supercharger through a first connecting pipeline, the intake manifold is connected to the first air outlet of the supercharger through a second connecting pipeline, the air supply pipeline is suitable for connecting the second connecting pipeline and the crankcase, the crankcase is connected to the first connecting pipeline through the first oil-gas separator, and the crankcase is also suitable for connecting to the intake manifold through the second oil-gas separator.

[0008] According to the crankcase ventilation system of the embodiment of the utility model, by setting an air supply pipeline, the air supply pipeline can be connected to the first air outlet of the supercharger and the crankcase. Under the action of the pressure difference, fresh air can be added to the crankcase under all working conditions, thereby ensuring smooth ventilation of the crankcase, which is beneficial to balancing the hydrogen concentration in the crankcase, so that the hydrogen concentration in the crankcase can be below the safe concentration, thereby ensuring the safe operation of the engine. There is no need to set an active oil-gas separator, and the structure is relatively simple, thereby reducing technical complexity and helping to reduce failures.

[0009] According to an embodiment of the utility model, it also includes: a first one-way valve, which is arranged in the air supply pipeline to be suitable for unilaterally conducting or closing the air supply pipeline.

[0010] According to an embodiment of the utility model, the crankcase is communicated with the second air inlet of the second oil-gas separator, and the second air outlet of the second oil-gas separator is adapted to be communicated with the intake manifold through a third communication line.

[0011] According to an embodiment of the utility model, it also includes: a pressure release valve, the second oil-gas separator has an outlet flow channel, the outlet flow channel is connected to the second outlet, and the pressure release valve is arranged in the outlet flow channel to be suitable for opening or closing the outlet flow channel.

[0012] According to an embodiment of the utility model, it also includes: a second one-way valve, which is arranged in the third connecting pipeline to be suitable for unidirectionally conducting or closing the third connecting pipeline.

[0013] According to an embodiment of the utility model, it also includes: a cylinder head cover, the cylinder head cover is connected to the crankcase, the cylinder head cover has a first opening and a second opening, the first opening is connected to the first oil-gas separator, and the second opening is connected to the second oil-gas separator.

[0014] According to an embodiment of the utility model, it also includes: a combustion chamber, which is connected to the intake manifold.

[0015] According to an embodiment of the utility model, it also includes: an oil pan, and the first oil-gas separator and the second oil-gas separator are both suitable for communicating with the oil pan through the crankcase.

[0016] According to an embodiment of the utility model, the crankcase has a connected oil return port and an oil outlet, the first oil-gas separator and the second oil-gas separator are suitable for communicating with the oil return port, and the oil pan is suitable for communicating with the oil outlet.

[0017] In order to achieve the above-mentioned object, a second embodiment of the present utility model provides a vehicle including the crankcase ventilation system of the first embodiment.

[0018] According to the vehicle of the embodiment of the utility model, by providing the above-mentioned crankcase ventilation system, an air supply pipeline is set up so that the air supply pipeline can be connected to the first air outlet of the supercharger and the crankcase. Under the action of the pressure difference, fresh air can be added to the crankcase under all working conditions, thereby ensuring smooth ventilation of the crankcase, balancing the hydrogen concentration in the crankcase, so that the hydrogen concentration in the crankcase can be below the safe concentration, ensuring the safe operation of the engine, and there is no need to set up an active oil-gas separator. The structure is relatively simple, thereby reducing technical complexity and helping to reduce failures.

[0019] Additional aspects and advantages of the present invention will be given in part in the following description and in part will become apparent from the following description or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 is a schematic diagram of a crankcase ventilation system according to an embodiment of the utility model;

[0021] Figure 2 Schematic diagram of a crankcase ventilation system according to another embodiment of the present invention.

[0022] Reference numerals:

[0023] Crankcase ventilation system 100;

[0024] Crankcase 1; first oil-gas separator 2; second oil-gas separator 3; second air inlet 31; second air outlet 32; outlet flow duct 33; supercharger 4; first air inlet 41; first air outlet 42; intake manifold 5; air supply line 6; air filter 7; first connecting line 8; second connecting line 9; first one-way valve 10; third connecting line 11; second one-way valve 12; pressure release valve 13; cylinder head cover 14; first opening 141; second opening 142. DETAILED DESCRIPTION

[0025] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limiting the present invention.

[0026] It should be noted that a variety of clean energy sources have emerged in the new energy track. Hydrogen has gradually been widely used due to its own excellent characteristics. Among them, hydrogen engines, as a carrier of hydrogen fuel, have been used in new energy vehicles.

[0027] When a hydrogen engine is operating, hydrogen in the piston blowby gas will enter the crankcase system. Since the flammable range of hydrogen is very large, when the volume concentration of hydrogen is between 4% and 75%, there is a risk of explosion when exposed to open flames. Therefore, the hydrogen concentration in the crankcase of a hydrogen engine needs to be controlled within 4%.

[0028] In the related technology, most hydrogen engines currently use active oil-gas separators to balance the hydrogen concentration in the crankcase. This not only increases the development cost but also increases the complexity of the crankcase ventilation system, which can easily cause system redundancy and unpredictable failures. Conventional crankcase ventilation solutions cannot ensure that the hydrogen concentration in the crankcase is always below the safe concentration, making it difficult to ensure the safe operation of hydrogen engines.

[0029] Based on this, the present application proposes a crankcase ventilation system 100, which provides an air supply line 6 so that the air supply line 6 can connect the first air outlet 42 of the supercharger 4 and the crankcase 1. Under the action of the pressure difference, fresh air can be supplied to the crankcase 1 under all working conditions, thereby ensuring smooth ventilation of the crankcase 1, balancing the hydrogen concentration in the crankcase 1, and ensuring that the hydrogen concentration in the crankcase 1 is below a safe concentration, thereby ensuring safe operation of the engine. There is no need to provide an active oil-gas separator, and the structure is relatively simple, thereby reducing technical complexity and helping to reduce failures.

[0030] The crankcase ventilation system 100 and the vehicle provided in the embodiments of the present invention will be described below with reference to the accompanying drawings.

[0031] like Figure 1 and Figure 2 As shown, the crankcase ventilation system 100 according to the first embodiment of the utility model includes: a crankcase 1, a first oil-gas separator 2, a second oil-gas separator 3, a supercharger 4, an intake manifold 5, an air supply line 6 and an air filter 7.

[0032] The air filter 7 is connected to the first air inlet 41 of the supercharger 4 through the first connecting line 8 , and the intake manifold 5 is connected to the first air outlet 42 of the supercharger 4 through the second connecting line 9 .

[0033] Specifically, the crankcase ventilation system 100 is applied to a hydrogen engine as an example. Figure 1As shown, one end of the air filter 7 of the crankcase ventilation system 100 is connected to the external air, and the other end is connected to the first air inlet 41 of the supercharger 4 through the first connecting pipe 8. In this way, the external air is filtered by the air filter 7 and then enters the interior of the supercharger 4 from the first air inlet 41 of the supercharger 4 through the first connecting pipe 8. The supercharger 4 also has a first air outlet 42. It can be understood that the first air inlet 41 of the supercharger 4 is connected to the first air outlet 42. In this way, the air flowing into the supercharger 4 can flow from the first air outlet 42 into the second connecting pipe 9.

[0034] Furthermore, the air supply pipeline 6 is suitable for connecting the second connecting pipeline 9 and the crankcase 1. Specifically, the crankcase 1 is provided with an air supply port, and the air supply pipeline 6 is arranged between the second connecting pipeline 9 and the air supply port of the crankcase 1. When the air supply pipeline 6 is in a conducting state, the air supply pipeline 6 can connect the second connecting pipeline 9 and the air supply port of the crankcase 1 to form an air supply flow path. When the air supply pipeline 6 is in a closed state, the second connecting pipeline 9 is not connected to the air supply port of the crankcase 1.

[0035] Furthermore, the crankcase 1 is connected to the first connecting pipe 8 through the first oil-gas separator 2, and the crankcase 1 is also suitable for connecting to the intake manifold 5 through the second oil-gas separator 3. That is to say, the crankcase 1 is always in a connecting state with the first connecting pipe 8 through the first oil-gas separator 2, and the crankcase 1 and the intake manifold 5 are selectively connected through the second oil-gas separator 3, that is, the crankcase 1 can be connected to the intake manifold 5 through the second oil-gas separator 3, or it can be not connected to the intake manifold 5, which is selected according to the working conditions of the hydrogen engine and is not specifically limited here.

[0036] In some embodiments of the present application, in order to enable those skilled in the art to better understand the present solution, a hydrogen engine operating under high load conditions and low load conditions is taken as an example for explanation.

[0037] When the hydrogen engine is running at high load conditions, such as Figure 1 As shown, the crankcase 1 is connected to the intake manifold 5 without passing through the second oil-gas separator 3, and the supercharger 4 starts to work, so that a negative pressure area is formed at the rear end of the air filter 7 (i.e., in the first connecting line 8). The pressure in the crankcase 1 is greater than the pressure in the first connecting line 8. Under the action of the pressure difference, the blowby gas of the crankcase 1 enters the first oil-gas separator 2 for separation, and the separated mixed gas (including air and hydrogen) flows into the first connecting line 8 and merges with the fresh air filtered by the air filter 7 (thereby reducing the hydrogen concentration in the mixed gas after separation). Subsequently, under the action of the supercharger 4, the gas in the first connecting line 8 is pumped to the second connecting line 9. Under high load conditions, continue to refer to Figure 1As shown, the air supply pipeline 6 connects the second connecting pipeline 9 and the crankcase 1. By utilizing the pressure difference at both ends of the air supply pipeline 6, part of the gas in the second connecting pipeline 9 flows into the crankcase 1 through the air supply pipeline 6, so that gas with fresh air can be continuously delivered to the crankcase 1, effectively reducing the hydrogen concentration in the crankcase 1.

[0038] It should be noted that, since the pressure in the intake manifold 5 is always lower than the pressure in the crankcase 1, most of the gas in the second connecting pipe 9 enters the intake manifold 5 to re-participate in combustion, and the hydrogen in the second connecting pipe 9 has been diluted by fresh air and has a low concentration. Therefore, the hydrogen in the gas entering the crankcase 1 through the air supply pipe 6 can be ignored, and the hydrogen concentration in the crankcase 1 is reduced as a whole.

[0039] When the hydrogen engine is running at low load conditions, such as Figure 2 As shown, the crankcase 1 is connected to the intake manifold 5 through the second oil-gas separator 3, and the supercharger 4 is not working. Under low-load conditions, the pressure at the rear end of the air filter 7 (i.e., in the first connecting line 8) is greater than the pressure in the crankcase 1, and the pressure in the crankcase 1 is greater than the pressure in the intake manifold 5. Therefore, under the action of the pressure difference, a part of the fresh air filtered by the air filter 7 directly enters the crankcase 1 through the first oil-gas separator 2, and the other part of the fresh air enters the second connecting line 9 through the supercharger 4. Under low-load conditions, continue to refer to Figure 2 As shown, the air supply pipeline 6 is connected to the second connecting pipeline 9 and the crankcase 1. By utilizing the pressure difference at both ends of the air supply pipeline 6, part of the gas in the second connecting pipeline 9 flows into the crankcase 1 through the air supply pipeline 6. Since the pressure in the crankcase 1 is greater than the pressure in the intake manifold 5, the blowby gas in the crankcase 1 enters the second oil-gas separator 3 for separation under the action of the pressure difference. The separated mixed gas (including air and hydrogen) directly flows into the intake manifold 5 and participates in combustion together with the fresh air flowing in from the second connecting pipeline 9. With such an arrangement, the air supply pipeline 6 and the first oil-gas separator 2 can continuously deliver fresh air to the crankcase 1, ensuring smooth ventilation, which is beneficial to balancing the hydrogen concentration in the crankcase 1, so that the hydrogen concentration in the crankcase 1 can be below the safe concentration.

[0040] Therefore, no matter the hydrogen engine is working in a high-load condition or a low-load condition, the first air outlet 42 of the supercharger 4 is connected to the crankcase 1 through the provided air supply pipeline 6. Under the action of the pressure difference, the crankcase 1 can be continuously supplied with fresh air, thereby ensuring smooth ventilation of the crankcase 1, balancing the hydrogen concentration in the crankcase 1, and ensuring the safe operation of the engine by keeping the hydrogen concentration in the crankcase 1 below the safe concentration.

[0041] It should be noted that the present application only sets up an additional air supply pipeline 6 between the second connecting pipeline 9 and the crankcase 1. Compared with the traditional active oil-gas separator, it has a simpler structure, lower technical complexity, is easy to maintain and service, and is conducive to reducing the occurrence of faults.

[0042] In summary, by setting up the air supply pipeline 6, the air supply pipeline 6 can be connected to the first air outlet 42 of the supercharger 4 and the crankcase 1. Under the action of the pressure difference, fresh air can be added to the crankcase 1 under all working conditions, ensuring smooth ventilation of the crankcase 1, which is beneficial to balancing the hydrogen concentration in the crankcase 1, so that the hydrogen concentration in the crankcase 1 can be below the safe concentration, ensuring the safe operation of the engine, and there is no need to set up an active oil-gas separator, the structure is relatively simple, thereby reducing technical complexity and helping to reduce failures.

[0043] In some embodiments of the present invention, Figure 1 and Figure 2 As shown, it also includes: a first one-way valve 10, which is arranged in the air supply pipeline 6 to be suitable for unilaterally conducting or closing the air supply pipeline 6. That is to say, a first one-way valve 10 that can be unidirectionally conducted is provided in the air supply pipeline 6. The first one-way valve 10 has the characteristics of simple structure and convenient arrangement. Specifically, when the pressure at one end of the air supply pipeline 6 connecting with the second connecting pipeline 9 is greater than the pressure at one end of the air supply pipeline 6 connecting with the crankcase 1, under the action of the pressure difference, the first one-way valve 10 opens, that is, the air supply pipeline 6 is in a conducting state, and the air supply pipeline 6 connects the second connecting pipeline 9 and the crankcase 1. It should be noted that in some embodiments of the present application, no matter whether the hydrogen engine is operating under high load or low load conditions, the pressure at one end of the air supply pipeline 6 connecting with the second connecting pipeline 9 is always greater than the pressure at one end of the air supply pipeline 6 connecting with the crankcase 1. Therefore, when the hydrogen engine is operating, the first one-way valve 10 is always open, so that the air supply pipeline 6 can continuously supply fresh air to the crankcase 1.

[0044] Furthermore, the first one-way valve 10 also has a one-way cut-off function. When the pressure at one end of the air supply pipeline 6 connecting to the second connecting pipeline 9 is lower than the pressure at one end of the air supply pipeline 6 connecting to the crankcase 1, the first one-way valve 10 is closed, that is, the air supply pipeline 6 is in a closed state. Such a setting can prevent the gas in the crankcase 1 from flowing back.

[0045] In some embodiments of the present invention, Figure 1 and Figure 2 As shown, the crankcase 1 is communicated with the second air inlet 31 of the second oil-gas separator 3 , and the second air outlet 32 ​​of the second oil-gas separator 3 is suitable for communicating with the intake manifold 5 through the third communication line 11 .

[0046] Specifically, the second air inlet 31 of the second oil-gas separator 3 is connected to the second air outlet 32. Furthermore, the third connecting line 11 can be opened or closed. In this way, when the third connecting line 11 is in an open state, the second air outlet 32 ​​of the second oil-gas separator 3 is connected to the intake manifold 5, so that the crankcase 1 is connected to the intake manifold 5 through the second oil-gas separator 3. When the third connecting line 11 is in a closed state, the crankcase 1 and the intake manifold 5 are no longer connected through the second oil-gas separator 3. Therefore, the on-off state of the crankcase 1 and the intake manifold 5 can be adjusted by controlling the on-off of the third connecting line 11.

[0047] In some embodiments of the present invention, Figure 1 and Figure 2 As shown, it also includes: a pressure release valve 13, the second oil-gas separator 3 has an outlet flow channel 33, the outlet flow channel 33 is connected to the second outlet port 32, and the pressure release valve 13 is arranged in the outlet flow channel 33 to be suitable for opening or closing the outlet flow channel 33.

[0048] Specifically, the outlet flow channel 33 of the second oil-gas separator 3 is connected to the second air outlet 32, and a pressure relief valve 13 is provided in the outlet flow channel 33. When the pressure relief valve 13 is opened, the outlet flow channel 33 is connected, and the second air inlet 31 of the second oil-gas separator 3 is connected to the second air outlet 32 ​​through the outlet flow channel 33. When the pressure relief valve 13 is closed, the outlet flow channel 33 is closed, that is, the second air inlet 31 of the second oil-gas separator 3 is disconnected from the second air outlet 32.

[0049] It should be noted that the pressure relief valve 13 will only be opened when the pressure difference on both sides reaches a certain threshold. Specifically, when the hydrogen engine operates under high load conditions, the pressure difference on both sides of the pressure relief valve 13 is small, so the second air inlet 31 and the second air outlet 32 ​​of the second oil-gas separator 3 are in a non-conducting state, that is, the crankcase 1 and the intake manifold 5 cannot be connected through the second oil-gas separator 3. When the hydrogen engine operates under low load conditions, the pressure difference on both sides of the pressure relief valve 13 is large. When the pressure difference is greater than the threshold, the pressure relief valve 13 opens, and the second air inlet 31 and the second air outlet 32 ​​of the second oil-gas separator 3 are connected. If the third connecting line 11 is in a conducting state, the crankcase 1 can be connected to the intake manifold 5 through the second oil-gas separator 3, so that the blowby gas in the crankcase 1 enters the second oil-gas separator 3 and the intake manifold 5 in sequence under the action of the pressure difference.

[0050] In some embodiments of the present invention, Figure 1 and Figure 2 As shown, it also includes: a second one-way valve 12, which is arranged in the third connecting pipeline 11 to be suitable for unidirectionally conducting or closing the third connecting pipeline 11.

[0051] Specifically, the second one-way valve 12 can adopt the same type of one-way valve as the first one-way valve 10, and no specific limitation is made here. Further, as a specific example, when the hydrogen engine operates under low load conditions, the pressure difference on both sides of the pressure relief valve 13 is large, and the pressure relief valve 13 is opened. In this way, the pressure at the end of the third connecting line 11 connected to the second oil-gas separator 3 is greater than the pressure at the end of the third connecting line 11 connected to the intake manifold 5. Under the action of the pressure difference, the second one-way valve 12 opens, that is, the third connecting line 11 is in a conducting state, and the third connecting line 11 connects the second oil-gas separator 3 and the intake manifold 5, so that the blowby gas in the crankcase 1 enters the second oil-gas separator 3 and the intake manifold 5 in turn under the action of the pressure difference. At the same time, the second one-way valve 12 also has a one-way cut-off function. When the second one-way valve 12 is closed, the third connecting line 11 is in a closed state. In this way, the gas in the intake manifold 5 can be prevented from entering the crankcase 1.

[0052] In some embodiments of the present invention, Figure 1 and Figure 2 As shown, it also includes: a cylinder head cover 14, the cylinder head cover 14 is connected to the crankcase 1, the cylinder head cover 14 has a first opening 141 and a second opening 142, the first opening 141 is connected to the first oil-gas separator 2, and the second opening 142 is connected to the second oil-gas separator 3. Specifically, as Figure 1 and Figure 2 As shown, an air storage space is defined in the cylinder head cover 14, and the air storage space is connected to the crankcase 1, and the air storage space is connected to both the first opening 141 and the second opening 142. Further, the first opening 141 is connected to the first oil-gas separator 2, and the second opening 142 is connected to the second oil-gas separator 3. In this way, the crankcase 1 is connected to the first oil-gas separator 2 through the first opening 141, and is connected to the second oil-gas separator 3 through the second opening 142, so that mutual gas leakage between the first opening 141 and the second opening 142 can be avoided.

[0053] It can be understood that the air storage space can be divided into two independent first air storage chambers and second air storage chambers. The first air storage chamber is connected to the first opening 141, and the second air storage chamber is connected to the second opening 142. In this way, mutual gas leakage between the first opening 141 and the second opening 142 can be further avoided.

[0054] In some embodiments of the utility model, it further comprises: a combustion chamber, which is connected to the intake manifold 5. That is, the intake manifold 5 is connected to the combustion chamber (not shown in the figure), so that no matter whether the hydrogen engine is running at a high load condition or a low load condition, the mixed gas (including hydrogen and air) leaking out of the crankcase 1 can re-enter the combustion chamber through the intake manifold 5 for combustion, that is, the hydrogen leaking into the crankcase 1 can re-participate in the combustion, which is beneficial to improve the utilization rate of hydrogen.

[0055] In some embodiments of the utility model, it further includes: an oil pan, and the first oil-gas separator 2 and the second oil-gas separator 3 are both suitable for communicating with the oil pan through the crankcase 1. That is to say, the crankcase ventilation system 100 also includes an oil pan, and when the blowby gas of the crankcase 1 is separated into mixed gas through the first oil-gas separator 2 or the second oil-gas separator 3, the separated oil enters the crankcase 1 from the first oil-gas separator 2 or the second oil-gas separator 3, and flows back into the oil pan from the crankcase 1, so that the separated oil can flow back into the oil pan, realizing oil recovery.

[0056] In some embodiments of the utility model, the crankcase 1 has a connected oil return port and an oil outlet, the first oil-gas separator 2 and the second oil-gas separator 3 are suitable for being connected to the oil return port, and the engine oil pan is suitable for being connected to the oil outlet. That is, the separated engine oil enters the oil return port of the crankcase 1 from the first oil-gas separator 2 or the second oil-gas separator 3, and flows back into the engine oil pan from the oil outlet of the crankcase 1, thereby realizing the recovery of the engine oil.

[0057] The vehicle according to the second aspect of the present invention comprises the crankcase ventilation system 100 in the first aspect of the present invention.

[0058] According to the vehicle of the embodiment of the utility model, the crankcase ventilation system 100 mentioned above is provided. By setting the air supply pipeline 6, the air supply pipeline 6 can be connected to the first air outlet 42 of the supercharger 4 and the crankcase 1. Under the action of the pressure difference, fresh air can be added to the crankcase 1 under all working conditions, thereby ensuring smooth ventilation of the crankcase 1, balancing the hydrogen concentration in the crankcase 1, so that the hydrogen concentration in the crankcase 1 can be below the safe concentration, ensuring the safe operation of the engine, and there is no need to set an active oil-gas separator. The structure is relatively simple, thereby reducing technical complexity and helping to reduce failures.

[0059] In the description of the present utility model, it is necessary to understand that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present utility model. In addition, features defined as "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present utility model, unless otherwise specified, "multiple" means two or more.

[0060] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0061] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0062] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present utility model, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0063] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0064] Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations of the present invention. Ordinary technicians in the field can change, modify, replace and modify the above embodiments within the scope of the present invention.

Claims

1. A crankcase ventilation system (100), characterized in that: include: A crankcase (1), a first oil-gas separator (2), a second oil-gas separator (3), a supercharger (4), an intake manifold (5), an air supply pipeline (6) and an air filter (7); the air filter (7) is connected to a first air inlet (41) of the supercharger (4) via a first connecting pipeline (8); the intake manifold (5) is connected to a first air outlet (42) of the supercharger (4) via a second connecting pipeline (9); the air supply pipeline (6) is suitable for connecting the second connecting pipeline (9) and the crankcase (1); the crankcase (1) is connected to the first connecting pipeline (8) via the first oil-gas separator (2); and the crankcase (1) is also suitable for connecting to the intake manifold (5) via the second oil-gas separator (3).

2. The crankcase ventilation system (100) according to claim 1, characterized in that: Also includes: A first one-way valve (10), wherein the first one-way valve (10) is arranged in the gas supply pipeline (6) and is suitable for unidirectionally conducting or closing the gas supply pipeline (6).

3. The crankcase ventilation system (100) according to claim 1, characterized in that: The crankcase (1) is in communication with the second air inlet (31) of the second oil-gas separator (3), and the second air outlet (32) of the second oil-gas separator (3) is suitable for being in communication with the intake manifold (5) via a third communication line (11).

4. The crankcase ventilation system (100) according to claim 3, characterized in that: Also includes: The second oil-gas separator (3) has an outlet flow passage (33), the outlet flow passage (33) is connected to the second air outlet (32), and the pressure release valve (13) is arranged in the outlet flow passage (33) to be suitable for opening or closing the outlet flow passage (33).

5. The crankcase ventilation system (100) according to claim 3, characterized in that: Also includes: A second one-way valve (12), wherein the second one-way valve (12) is arranged in the third communicating pipeline (11) and is suitable for unidirectionally conducting or closing the third communicating pipeline (11).

6. The crankcase ventilation system (100) according to any one of claims 1 to 5, characterized in that: Also includes: A cylinder head cover (14), the cylinder head cover (14) being in communication with the crankcase (1), the cylinder head cover (14) having a first opening (141) and a second opening (142), the first opening (141) being in communication with the first oil-gas separator (2), and the second opening (142) being in communication with the second oil-gas separator (3).

7. The crankcase ventilation system (100) according to any one of claims 1 to 5, characterized in that: Also includes: A combustion chamber is communicated with the intake manifold (5).

8. The crankcase ventilation system (100) according to any one of claims 1 to 5, characterized in that: Also includes: An engine oil pan, wherein the first oil-gas separator (2) and the second oil-gas separator (3) are both suitable for being connected to the engine oil pan through the crankcase (1).

9. The crankcase ventilation system (100) according to claim 8, characterized in that The crankcase (1) has a connected oil return port and an oil outlet, the first oil-gas separator (2) and the second oil-gas separator (3) are suitable for being connected to the oil return port, and the oil pan is suitable for being connected to the oil outlet.

10. A vehicle, characterized in that: The vehicle comprises a crankcase ventilation system (100) according to any one of claims 1-9.

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