Crankcase ventilation system of hydrogen internal combustion engine and motor vehicle

Abstract

The utility model provides a hydrogen internal combustion engine crankcase ventilation system and a motor vehicle. The system sequentially comprises an oil-gas separator, a first flow control device and a first electric supercharger on a gas path between a crankcase and an engine gas inlet supercharger. Wherein the oil-gas separator is used for separating engine oil in exhaust gas of a crankcase and sending the engine oil back to the crankcase, the first flow control device is used for controlling the exhaust gas flow provided for the first electric supercharger, and the first electric supercharger is used for supercharging the exhaust gas of the crankcase. The system further comprises an air supply subsystem used for supplying air to the crankcase, a heating device used for heating at least part of an air path between the crankcase and the engine air inlet supercharger, and a second flow control device. Wherein an air inlet of the second flow control device is connected with an air path of the engine air inlet pipeline behind the air filter, and an air outlet of the second flow control device is connected with an air path of the first electric supercharger and used for assisting the first electric supercharger in exhausting and supercharging the crankcase.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of engine, especially hydrogen internal combustion engine crankcase ventilation system and motor vehicle. BACKGROUND

[0002] Hydrogen internal combustion engine uses hydrogen as fuel, can realize zero carbon emission, is considered as the important direction of hydrogen energy future development. Hydrogen internal combustion engine in the operation process, because the engine cylinder cannot realize absolute sealing, therefore part hydrogen in the engine cylinder will inevitably enter the crankcase. Because hydrogen accumulates to certain concentration (4.0%~75.6%) when extremely easy explosion, in order to control hydrogen concentration in the crankcase to the safe range, need to discharge hydrogen in the crankcase. SUMMARY

[0003] The utility model embodiment provides a kind of hydrogen internal combustion engine crankcase ventilation system and motor vehicle, to solve the security risk of excessive hydrogen in hydrogen internal combustion engine crankcase in prior art.

[0004] The utility model embodiment provides a kind of hydrogen internal combustion engine crankcase ventilation system, comprising:

[0005] air supplementing subsystem, with the air supplementing port gas path connection of the crankcase of hydrogen internal combustion engine;The air supplementing subsystem is used to air supplement to the crankcase;

[0006] Oil-gas separator, the air inlet of the oil-gas separator is connected with the exhaust port gas path of crankcase, the oil outlet of the oil-gas separator is connected with the oil return port oil path of the crankcase, the gas outlet of the oil-gas separator is connected with the first air inlet gas path of first electric supercharger;The oil-gas separator is used to separate the oil in the crankcase exhaust and transport back to the crankcase;

[0007] First flow control device, in series in the gas path between the oil-gas separator and the first electric supercharger, for controlling the exhaust gas flow provided by the oil-gas separator to the first electric supercharger;

[0008] The first electric supercharger, the gas outlet of the first electric supercharger is connected with the pressure end air inlet gas path of engine air inlet supercharger, and the first electric supercharger is used to supercharge the crankcase exhaust;

[0009] Second flow control device, the air inlet of the second flow control device is connected with the hydrogen internal combustion engine air intake pipeline gas path after air filter, and the gas outlet of the second flow control device is connected with the second air inlet gas path of the first electric supercharger;The second flow control device is used to assist the first electric supercharger to supercharge the crankcase exhaust;

[0010] a heating device for heating at least part of the gas path between the exhaust port of the crankcase and the engine air intake supercharger.

[0011] Optionally, the air supplement subsystem specifically comprises:

[0012] a gas tank, an air outlet of the gas tank being connected to the air path of the air supplement port of the crankcase;

[0013] a third flow control device, connected in series to the air path between the gas tank and the crankcase, for controlling the air supplement flow provided to the crankcase;

[0014] a one-way valve, connected in series to the air path between the gas tank and the crankcase, for preventing the gas in the crankcase from flowing back to the gas tank.

[0015] Further optionally, an air inlet of the gas tank is connected to the air intake pipeline of the hydrogen internal combustion engine after the air filter.

[0016] Further optionally, the air supplement subsystem further comprises:

[0017] an air compressor, connected in series to the air path between the air inlet of the gas tank and the air intake pipeline of the hydrogen internal combustion engine after the air filter, for pressurizing the air input to the gas tank;

[0018] a dryer, connected in series to the air path between the air intake pipeline of the hydrogen internal combustion engine after the air filter and the gas tank, for removing water vapor in the air input to the gas tank.

[0019] Further optionally, the engine air intake supercharger is multiplexed as the air compressor.

[0020] Optionally, the engine air intake supercharger is any one of the following: a mechanical supercharger, a turbocharger, a second electric supercharger.

[0021] Optionally, the heating device comprises at least one of the following:

[0022] an electric heating wire arranged on at least part of the gas path between the exhaust port of the crankcase and the engine air intake supercharger;

[0023] an engine coolant pipeline in contact with at least part of the gas path between the exhaust port of the crankcase and the engine air intake supercharger;

[0024] an engine exhaust pipeline in contact with at least part of the gas path between the exhaust port of the crankcase and the engine air intake supercharger

[0025] Optionally, the system further comprises:

[0026] A fourth flow control device, an air inlet of the fourth flow control device is connected with an air outlet of the first electric supercharger in an air path, and an air outlet of the fourth flow control device is connected with an engine exhaust pipeline in an air path; the fourth flow control device is used for controlling whether to deliver the crankcase exhaust to the engine exhaust pipeline.

[0027] Optionally, the oil-gas separator is at least one of the following:

[0028] A positive displacement oil-gas separator, a cyclone oil-gas separator, a baffle oil-gas separator, a filter oil-gas separator, a condensation oil-gas separator, and a centrifugal oil-gas separator.

[0029] Optionally, the first flow control device comprises a first control valve and / or a first variable orifice plate.

[0030] The second flow control device comprises a second control valve and / or a second variable orifice plate.

[0031] Optionally, the third flow control device comprises a third control valve and / or a third variable orifice plate.

[0032] Optionally, the fourth flow control device comprises a fourth control valve and / or a fourth variable orifice plate.

[0033] Based on the same technical concept, the utility model embodiment further provides a motor vehicle, comprising: a hydrogen internal combustion engine and a hydrogen internal combustion engine crankcase ventilation system as described above.

[0034] The utility model has the advantages of the following:

[0035] The hydrogen internal combustion engine crankcase ventilation system and the motor vehicle provided by the utility model embodiment can timely and smoothly discharge hydrogen leaked from the hydrogen internal combustion engine cylinder into the crankcase, and can heat at least part of the air path between the exhaust port of the crankcase and the engine air inlet supercharger by the heating device to prevent icing and ensure smooth discharge of the gas in the crankcase, avoid explosion hazards caused by hydrogen enrichment in the crankcase, and ensure normal operation of the hydrogen internal combustion engine. Moreover, the unburned hydrogen in the crankcase exhaust can be transported back into the hydrogen internal combustion engine for combustion again through the above structure, which can improve the utilization efficiency of hydrogen and reduce the safety hazards caused by direct discharge of hydrogen. In addition, timely air supply to the crankcase by the air supply subsystem can maintain the air pressure balance in the crankcase. BRIEF DESCRIPTION OF DRAWINGS

[0036] Figure 1 Structure schematic view of the hydrogen internal combustion engine crankcase ventilation system provided by the utility model embodiment;

[0037] Figure 2 Structure diagram two of hydrogen internal combustion engine crankcase ventilation system provided by the embodiment of the utility model;

[0038] Figure 3 Structure diagram three of hydrogen internal combustion engine crankcase ventilation system provided by the embodiment of the utility model;

[0039] Figure 4 Structure diagram four of hydrogen internal combustion engine crankcase ventilation system provided by the embodiment of the utility model;

[0040] Figure 5 Structure diagram five of hydrogen internal combustion engine crankcase ventilation system provided by the embodiment of the utility model;

[0041] Figure 6 Structure diagram six of hydrogen internal combustion engine crankcase ventilation system provided by the embodiment of the utility model;

[0042] Figure 7 Structure diagram seven of hydrogen internal combustion engine crankcase ventilation system provided by the embodiment of the utility model;

[0043] Figure 8 Control step diagram one of part structure of hydrogen internal combustion engine crankcase ventilation system in the embodiment of the utility model;

[0044] Figure 9 Control step diagram two of part structure of hydrogen internal combustion engine crankcase ventilation system in the embodiment of the utility model;

[0045] Figure 10 Control step diagram three of part structure of hydrogen internal combustion engine crankcase ventilation system in the embodiment of the utility model. DETAILED DESCRIPTION

[0046] In order to make the above object, features and advantages of the utility model more obvious and easy to understand, the utility model will be further described below in combination with the drawings and embodiments. However, the example implementation can be implemented in various forms, and should not be understood as being limited to the implementation described herein; on the contrary, these implementations are provided so that the utility model is more comprehensive and complete, and the ideas of the example implementation are fully conveyed to the person skilled in the art. The same reference signs in the drawings represent the same or similar structures, so repeated description will be omitted. The words expressing position and direction described in the utility model are described with the drawings as an example, but changes can also be made as needed, and the changes made are included in the protection scope of the utility model. The drawings of the utility model are only used to show the relative position relationship and do not represent the real proportion.

[0047] It should be noted that specific details are set forth in the following description in order to provide a thorough understanding of the application. However, the application can be practiced according to other embodiments that can not be described in detail herein, and the skilled in the art can make similar modifications without departing from the scope of the application. Therefore, the application is not limited to the specific embodiments disclosed below. The subsequent description is provided to implement the preferred embodiments of the application, and the description is intended to illustrate the general principles of the application, not to limit the scope of the application. The scope of protection of the application is defined by the appended claims.

[0048] The hydrogen internal combustion engine crankcase ventilation system and the motor vehicle provided by the embodiments of the application are described in detail below with reference to the drawings.

[0049] As shown in Figures 1-7 The embodiments of the application provide a hydrogen internal combustion engine crankcase ventilation system, which comprises a gas supplementing subsystem (110), an oil-gas separator (120), a first flow control device (130), a first electric supercharger (140), a second flow control device (150) and a heating device (160). Wherein:

[0050] The gas supplementing subsystem (110) is connected with a gas supplementing port of a crankcase (210) of a hydrogen internal combustion engine (200) in a gas path, and is used for supplementing gas to the crankcase (210) to maintain the gas pressure in the crankcase (210) stable.

[0051] The gas inlet of the oil-gas separator (120) is connected with the exhaust port of the crankcase (210) in a gas path, the oil outlet of the oil-gas separator (120) is connected with the oil return port of the crankcase (210) in an oil path, and the gas outlet of the oil-gas separator (120) is connected with the first gas inlet of the first electric supercharger (140) in a gas path. The oil-gas separator (120) is used for separating the oil in the crankcase exhaust and conveying the oil back to the crankcase (210).

[0052] In the specific implementation process, the oil-gas separator (120) can be a passive oil-gas separator, such as a volumetric oil-gas separator, a cyclone oil-gas separator, a baffle oil-gas separator, a filter oil-gas separator, a condensation oil-gas separator, etc.; or the oil-gas separator can be an active oil-gas separator, such as a centrifugal active oil-gas separator, etc., which is not limited in the embodiments. The active oil-gas separator is preferably adopted in the embodiments, and the negative pressure generated by the active oil-gas separator can promote the flow of the crankcase exhaust, and improve the crankcase ventilation effect.

[0053] The first flow control device (130) is connected in series in the gas path between the oil-gas separator (120) and the first electric supercharger (140). The first flow control device (130) is configured to control the exhaust gas flow provided by the oil-gas separator (120) to the first electric supercharger (140). In specific implementations, the first flow control device (130) can be implemented by a control valve (referred to as a first control valve in this application) and / or a variable orifice plate (referred to as a first variable orifice plate in this application), and the embodiments of this application will not be limited here.

[0054] The outlet of the first electric supercharger (140) is connected to the gas inlet of the pressure end (410) of the engine air intake supercharger (400). The first electric supercharger (140) is configured to supercharge the crankcase exhaust gas, and the negative pressure generated by the supercharging is used to realize the flow of the crankcase exhaust gas. In specific implementations, the engine air intake supercharger (400) can be any one of a mechanical supercharger, a turbocharger (as shown, the turbocharger includes a pressure end (410) and a turbine end (420), etc.), and an electric supercharger (referred to as a second electric supercharger in this application for the sake of distinction).

[0055] The gas inlet of the second flow control device (150) is connected to the air inlet pipe of the hydrogen internal combustion engine (200) after the air filter (300), and the gas outlet of the second flow control device (150) is connected to the second gas inlet of the first electric supercharger (140). The second flow control device (150) is configured to assist the first electric supercharger (140) in supercharging the crankcase exhaust gas. When the second flow control device (150) is opened, the first electric supercharger (140) supercharges the mixture of the crankcase exhaust gas from the oil-gas separator (120) and the air from the engine air inlet pipe; when the second flow control device (150) is closed, the first electric supercharger (140) only supercharges the crankcase exhaust gas from the oil-gas separator (120). In specific implementations, the second flow control device (150) can be implemented by a control valve (referred to as a second control valve in this application) and / or a variable orifice plate (referred to as a second variable orifice plate in this application), and the embodiments of this application will not be limited here.

[0056] The heating device (160) is configured to heat at least part of the gas path between the exhaust outlet of the crankcase (210) and the engine air intake supercharger (400). Figures 1-7 For example, the heating device (160) is configured to heat the gas path between the first flow control device (130) and the first electric supercharger (140).

[0057] Further, the heating device (160) can specifically include at least one of the following:

[0058] ① An electric heating wire is arranged on at least part of the gas path between the exhaust port of the crankcase (210) and the engine air intake supercharger (400).

[0059] ② An engine coolant pipeline is in contact with at least part of the gas path between the exhaust port of the crankcase (210) and the engine air intake supercharger (400).

[0060] ③ An engine exhaust pipeline is in contact with at least part of the gas path between the exhaust port of the crankcase (210) and the engine air intake supercharger (400).

[0061] Since water vapor generated after the cylinder (220) of the hydrogen internal combustion engine (200) burns hydrogen can leak into the crankcase (210), and then there is a certain amount of water vapor in the exhaust gas of the crankcase (210). When the ambient temperature is too low, the water vapor in the exhaust gas of the crankcase between the exhaust port of the crankcase (210) and the engine air intake supercharger (400) can freeze, thereby blocking the gas path and causing the gas in the crankcase to be unable to be smoothly discharged. Through the above structure, at least part of the gas path between the exhaust port of the crankcase (210) and the engine air intake supercharger (400) can be heated by the heating device (160) to prevent freezing and ensure that the gas in the crankcase (210) is smoothly discharged. If the engine coolant pipeline and the engine exhaust pipeline are used to realize the heating device (160), the waste heat generated during the operation of the engine can be effectively utilized without additional energy consumption.

[0062] In this way, the hydrogen internal combustion engine crankcase ventilation system provided by the embodiments of the present application can timely and smoothly discharge the hydrogen leaked from the cylinder of the hydrogen internal combustion engine into the crankcase, avoid the explosion hazard caused by the enrichment of hydrogen in the crankcase, and ensure the normal operation of the hydrogen internal combustion engine. Moreover, the hydrogen internal combustion engine crankcase ventilation system provided by the embodiments of the present application can transport the unburned hydrogen in the exhaust gas of the crankcase back to the hydrogen internal combustion engine for combustion through the above structure, which can improve the utilization efficiency of hydrogen and reduce the safety hazards caused by direct hydrogen emission. In addition, timely air supply to the crankcase by the air supply subsystem can maintain the air pressure balance in the crankcase.

[0063] As an optional implementation, as shown in Figure 2 , Figure 7 the air supply subsystem (110) specifically includes: a third flow control device (111), a one-way valve (112), and a corresponding gas path (referred to as an air supply pipeline in this embodiment). Wherein:

[0064] The air supply pipeline is used to connect the hydrogen internal combustion engine (200) air intake pipeline after the air filter (300) with the air supply port gas path of the crankcase (210).

[0065] The third flow control device (111) is connected in series in the air supply line to control the air supply flow to the crankcase (210).

[0066] A one-way valve (112) is connected in series in the air supply line to prevent gas in the crankcase (210) from flowing back into the air intake line of the hydrogen internal combustion engine.

[0067] As another alternative implementation method, such as Figures 3-7 As shown, the gas replenishment subsystem (110) specifically includes: a third flow control device (111), a one-way valve (112), a gas storage tank (115), and corresponding gas lines. Wherein:

[0068] The outlet of the air tank (115) is connected to the air supply port of the crankcase (210).

[0069] The third flow control device (111) is connected in series in the air passage between the air tank (115) and the crankcase (210) to control the replenishment air flow provided to the crankcase (210).

[0070] A one-way valve (112) is connected in series in the air passage between the air tank (115) and the air inlet of the crankcase (210) to prevent gas in the crankcase (210) from flowing back to the air tank (115).

[0071] Furthermore, the air stored in the air tank (115) can be pre-inflated by an external inflation device (e.g., an external air pump) of the vehicle. Therefore, the air tank (115) can be replaceable, or it can be non-replaceable but the inflation port of the air tank (115) can be connected to the air circuit of the external inflation device during inflation.

[0072] Or, as Figures 4-7 As shown, the air stored in the air tank (115) can be supplied by the air intake of the engine intake manifold within the vehicle's internal structure. Accordingly, the air inlet of the air tank (115) is connected to the air intake manifold of the hydrogen internal combustion engine (200) located after the air filter (300).

[0073] Furthermore, alternatively, such as Figures 5-7 As shown, the air replenishment subsystem (110) also includes a dryer (113) and an air compressor (114). Wherein:

[0074] An air compressor (114) is connected in series in the air passage between the air inlet of the air tank (115) and the air intake line of the hydrogen internal combustion engine (200) after the air filter (300), for pressurizing the air input to the air tank (115). Further, alternatively, such as...Figure 5 , Figure 7 As shown, the air compressor (114) can be a standalone hardware structure; or it can be as follows: Figure 6 As shown, the engine intake turbocharger (400) is reused as an air compressor (114).

[0075] The dryer (113) is connected in series in the air passage between the air intake line of the hydrogen internal combustion engine (200) and the air tank (115) after the air filter (300) to remove water vapor from the air input to the air tank (115).

[0076] In specific implementation, the third flow control device (111) mentioned above can be implemented by a control valve (referred to as the third control valve in this application) and / or a variable throttling orifice plate (referred to as the third variable throttling orifice plate in this application). The embodiments of this application are not limited in this way.

[0077] In the specific implementation process Figure 2 The illustrated gas replenishment subsystem and Figures 3-6 Any of the illustrated gas replenishment subsystems can be implemented in combination, for example Figure 7 As shown. The specific structure for implementation can be found in the preceding text and will not be repeated here. Identical structures can be reused (e.g.) Figure 7 The one-way valve (112) is a reusable structure when the two gas supply subsystems are combined.

[0078] In this way, by setting up an air tank to replenish the crankcase, a stable air supply to the crankcase can be ensured.

[0079] Further optional, such as Figures 1-7 As shown, the crankcase ventilation system of the hydrogen internal combustion engine also includes a fourth flow control device (170). Wherein:

[0080] The inlet of the fourth flow control device (170) is connected to the outlet of the first electric supercharger (140), and the outlet of the fourth flow control device (170) is connected to the exhaust pipe of the engine. The fourth flow control device (170) is used to control whether crankcase exhaust is delivered to the engine exhaust pipe.

[0081] In specific implementation, the fourth flow control device (170) can be implemented by a control valve (referred to as the fourth control valve in this application) and / or a variable throttling orifice plate (referred to as the fourth variable throttling orifice plate in this application). The embodiments of this application are not limited in this way.

[0082] In this way, when it is necessary to quickly exhaust the crankcase, the fourth flow control device can control the crankcase exhaust to be discharged directly through the engine exhaust pipe, so as to ensure the working safety of the hydrogen internal combustion engine.

[0083] In the implementation process, the working states of the first flow control device (130), the second flow control device (150), the third flow control device (111), and the fourth flow control device (170) can be controlled according to the state of the hydrogen internal combustion engine crankcase ventilation system, so as to realize the control of the hydrogen internal combustion engine crankcase ventilation system on the crankcase exhaust process. For example, as shown in FIG. 1, the hydrogen internal combustion engine crankcase ventilation system further comprises a gas pressure sensor (181) arranged in the crankcase (210) and a hydrogen concentration sensor (182) arranged on the gas path after the oil-gas separator (120). The gas pressure sensor (181) is used to monitor the gas pressure value in the crankcase (210), and the hydrogen concentration sensor (182) is used to monitor the hydrogen concentration in the crankcase exhaust. The hydrogen concentration sensor (182) is arranged on the gas path after the oil-gas separator (120) to avoid the interference and damage of the oil in the crankcase exhaust on the hydrogen concentration sensor (182), thereby prolonging the service life of the hydrogen concentration sensor (182). Figures 1-7

[0084] Correspondingly, if the oil-gas separator (120) in the hydrogen internal combustion engine crankcase ventilation system is an active oil-gas separator, as shown in FIG. 2, the first rotating speed of the active oil-gas separator and the first opening degree of the first flow control device (130) (for example, a first control valve) can be controlled in the following manner: Figure 8

[0085] S101, obtaining a current operating state parameter of the hydrogen internal combustion engine.

[0086] In the implementation process, the operating state parameter of the engine can include at least one of the following: engine speed, engine output power, engine output torque, engine load, engine intake temperature, engine exhaust temperature, average hydrogen consumption, cooling liquid pressure, cooling liquid temperature, intake pressure, air-fuel ratio.

[0087] S102, determining a target value of the internal gas pressure of the crankcase corresponding to the current operating state parameter by using a preset first calibration relationship between the operating state parameter of the hydrogen internal combustion engine and the internal gas pressure of the crankcase.

[0088] In the implementation process, the calibration relationship can be realized by a function, a curve, a data mapping table MAP, etc.

[0089] S103, obtaining an actual value of the internal gas pressure of the crankcase collected by the gas pressure sensor.

[0090] S104, determining the first rotating speed of the active oil-gas separator according to the gas pressure difference between the target value of the internal gas pressure of the crankcase and the actual value of the internal gas pressure of the crankcase, and controlling the active oil-gas separator to work at the first rotating speed.​​

[0091] S105. Determine the first opening degree of the first flow control device based on the first rotational speed.

[0092] If the first rotational speed is less than the preset lower speed threshold, then proceed to step S106; if the first rotational speed is greater than the preset upper speed threshold, then proceed to step S107.

[0093] S106. Reduce the first opening degree of the first flow control device by a preset amount.

[0094] S107. Determine whether the first opening degree of the first flow control device is the maximum opening degree.

[0095] If the result of step S107 is negative, proceed to step S108; if the result of step S107 is positive, proceed to step S109.

[0096] S108. Increase the first opening degree of the first flow control device by a preset amount.

[0097] S109. Issue an alarm to the user indicating that the internal air pressure of the crankcase is too high.

[0098] In practice, alarms can be issued to users by displaying alarm information on the vehicle's dashboard or by emitting alarm sounds through the horn.

[0099] If the crankcase ventilation system of a hydrogen internal combustion engine includes a fourth flow control device (170), then as Figure 9 As shown, the first electric booster (140), the second flow control device (150) (e.g., the second control valve) and the fourth flow control device (170) can be controlled in the following manner:

[0100] S201. Determine the ventilation mode of the crankcase ventilation system of the hydrogen internal combustion engine.

[0101] In practice, the ventilation mode can be determined based on the user's control commands, or it can be determined based on parameters such as the actual value of the internal air pressure of the crankcase collected by the air pressure sensor and the hydrogen concentration in the crankcase exhaust collected by the hydrogen concentration sensor. This application embodiment does not impose any further limitations on this.

[0102] S202. If the ventilation mode is the normal operation mode, the second flow control device is turned on and the fourth flow control device is turned off. Based on the preset second calibration relationship between the operating status parameters of the hydrogen internal combustion engine and the speed of the first electric supercharger, the second speed corresponding to the current operating status parameters is determined, and the first electric supercharger is controlled to work at the second speed.

[0103] In specific implementation, the operating state parameter of the engine can include at least one of engine speed, engine output power, engine output torque, engine load, engine intake air temperature, engine exhaust temperature, average hydrogen consumption, cooling liquid pressure, cooling liquid temperature, intake air pressure, and air-fuel ratio. The calibration relationship can be implemented by a function, a curve, a data mapping table (MAP), or the like.

[0104] S203, if the ventilation mode is the strong ventilation mode, the second flow control device is closed, the fourth flow control device is closed, the third rotating speed of the first electric supercharger is determined according to the first opening degree of the first flow control device, and the first electric supercharger is controlled to work at the third rotating speed.

[0105] S204, if the ventilation mode is the scavenging mode, the second flow control device is closed, the fourth flow control device is opened, and the first electric supercharger is controlled to work at a preset fourth rotating speed.

[0106] If the hydrogen internal combustion engine crankcase ventilation system includes a third flow control device (111) (for example, a third control valve), as shown in FIG. 1, the third flow control device (111) can be controlled in the following manner: Figure 10

[0107] S301, an operating state parameter of the hydrogen internal combustion engine is acquired.

[0108] In specific implementation, the operating state parameter of the engine can include at least one of engine speed, engine output power, engine output torque, engine load, engine intake air temperature, engine exhaust temperature, average hydrogen consumption, cooling liquid pressure, cooling liquid temperature, intake air pressure, and air-fuel ratio.

[0109] S302, a preset third calibration relationship between the operating state parameter of the hydrogen internal combustion engine and the hydrogen concentration of the crankcase exhaust is used to determine a hydrogen concentration target value corresponding to the current operating state parameter.

[0110] In specific implementation, the calibration relationship can be implemented by a function, a curve, a data mapping table (MAP), or the like.

[0111] S303, a hydrogen concentration actual value of the crankcase exhaust collected by the hydrogen concentration sensor is acquired.

[0112] S304, a second opening degree of the third flow control device is determined according to a concentration difference between the hydrogen concentration target value and the hydrogen concentration actual value, and the third flow control device is controlled to work at the second opening degree.

[0113] S305, it is determined whether the second opening degree of the third flow control device is a maximum opening degree.

[0114] ​If the result of the step S305 is yes, the step S306 is performed.

[0115] The step S306 sends an alarm prompt to the user indicating that the hydrogen concentration of the crankcase exhaust is too high.

[0116] In the implementation process, the alarm prompt can be sent to the user by displaying alarm information on the instrument panel of the motor vehicle, by sounding an alarm prompt sound through a loudspeaker, and the like.

[0117] In the implementation process, the above steps are coordinated with each other. For example, when the hydrogen concentration of the crankcase exhaust is too high, Figure 10 the step of increasing the amount of air supplement to the crankcase, thereby increasing the internal pressure of the crankcase, and then Figure 8 the step of simultaneously increasing the air extraction flow rate of the crankcase exhaust to reduce the internal pressure of the crankcase, while discharging the hydrogen in the crankcase, thereby reducing the hydrogen concentration of the crankcase exhaust.

[0118] Based on the same technical concept, the embodiments of the present application also provide a motor vehicle comprising a hydrogen internal combustion engine and a hydrogen internal combustion engine crankcase ventilation system as described above.

[0119] The hydrogen internal combustion engine crankcase ventilation system and the motor vehicle provided by the embodiments of the present application can timely and smoothly discharge the hydrogen leaked from the cylinder of the hydrogen internal combustion engine into the crankcase, and can heat at least part of the gas path between the exhaust port of the crankcase and the engine air supercharger through the heating device to prevent icing, ensure smooth discharge of the gas in the crankcase, avoid the explosion hazard of hydrogen enrichment in the crankcase, and ensure normal operation of the hydrogen internal combustion engine. Moreover, the unburned hydrogen in the crankcase exhaust can be transported back into the hydrogen internal combustion engine for combustion through the above structure, which can improve the utilization efficiency of hydrogen and reduce the safety hazard caused by direct discharge of hydrogen. In addition, the timely air supplement to the crankcase through the air supplement subsystem can maintain the balance of the internal pressure of the crankcase.

[0120] Obviously, those skilled in the art can make various modifications and variations to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalent technologies, the present application also intends to include these modifications and variations.

Claims

1. A hydrogen internal combustion engine crankcase ventilation system characterized by, The system comprises: a gas supplement subsystem connected to a gas passage of a gas supplement port of a crankcase of a hydrogen internal combustion engine; the gas supplement subsystem is configured to supplement gas to the crankcase; an oil-gas separator, an air inlet of the oil-gas separator being connected to a gas passage of an exhaust port of the crankcase, an oil outlet of the oil-gas separator being connected to an oil passage of an oil return port of the crankcase, and an air outlet of the oil-gas separator being connected to a first air inlet of a first electric supercharger; the oil-gas separator is configured to separate oil in the crankcase exhaust and return the oil to the crankcase; a first flow control device connected in series in a gas passage between the oil-gas separator and the first electric supercharger, and configured to control a flow of the exhaust provided by the oil-gas separator to the first electric supercharger; the first electric supercharger, an air outlet of the first electric supercharger being connected to a gas passage of a pressure end air inlet of an engine air intake supercharger; the first electric supercharger is configured to supercharge the crankcase exhaust; a second flow control device, an air inlet of the second flow control device being connected to a gas passage of an air intake pipe of the hydrogen internal combustion engine after an air filter, and an air outlet of the second flow control device being connected to a second air inlet of the first electric supercharger; the second flow control device is configured to assist the first electric supercharger in supercharging the crankcase exhaust; a heating device configured to heat at least part of a gas passage between the exhaust port of the crankcase and the engine air intake supercharger.

2. The system of claim 1, wherein, The gas supplement subsystem specifically comprises: a gas storage tank, an air outlet of the gas storage tank being connected to a gas passage of the gas supplement port of the crankcase; a third flow control device connected in series in a gas passage between the gas storage tank and the crankcase, and configured to control a flow of the gas provided to the crankcase; a one-way valve connected in series in a gas passage between the gas storage tank and the crankcase, and configured to prevent gas in the crankcase from flowing back to the gas storage tank.

3. The system of claim 2, wherein, An air inlet of the gas storage tank is connected to a gas passage of an air intake pipe of the hydrogen internal combustion engine after the air filter; The gas supplement subsystem further comprises: an air compressor connected in series in a gas passage between the air inlet of the gas storage tank and the air intake pipe of the hydrogen internal combustion engine after the air filter, and configured to pressurize air input to the gas storage tank; a dryer connected in series in a gas passage between the air intake pipe of the hydrogen internal combustion engine after the air filter and the gas storage tank, and configured to remove water vapor in the air input to the gas storage tank.

4. The system of claim 3, wherein, The engine air intake supercharger is multiplexed as the air compressor.

5. The system of claim 1, wherein, The engine air intake supercharger is any one of a mechanical supercharger, a turbocharger, and a second electric supercharger.

6. The system of claim 1, wherein, The heating device comprises at least one of: an electric heating wire arranged on at least part of the gas passage between the exhaust port of the crankcase and the engine air intake supercharger; an engine coolant pipe in contact with at least part of the gas passage between the exhaust port of the crankcase and the engine air intake supercharger; an engine exhaust pipe in contact with at least part of the gas passage between the exhaust port of the crankcase and the engine air intake supercharger.

7. The system of claim 1, wherein, The system further comprises: A fourth flow control device, an intake of the fourth flow control device being in gas flow connection with an outlet of the first electric supercharger, an outlet of the fourth flow control device being in gas flow connection with an engine exhaust line; the fourth flow control device being configured to control whether or not crankcase ventilation is delivered to the engine exhaust line.

8. The system of claim 1, wherein, The oil and gas separator is at least one of: a positive displacement oil and gas separator, a cyclonic oil and gas separator, a baffle oil and gas separator, a filter oil and gas separator, a condenser oil and gas separator, a centrifugal active oil and gas separator.

9. The system according to any one of claims 1-8, wherein the first flow control device comprises a first control valve and / or a first variable orifice; the second flow control device comprises a second control valve and / or a second variable orifice; if the system comprises a third flow control device, the third flow control device comprises a third control valve and / or a third variable orifice; if the system comprises a fourth flow control device, the fourth flow control device comprises a fourth control valve and / or a fourth variable orifice.

10. A motor vehicle, characterized in that comprises: a hydrogen internal combustion engine and a hydrogen internal combustion engine crankcase ventilation system according to any one of claims 1-9.

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