Fuel supply system of engine, engine, and vehicle

Abstract

A fuel supply system of an engine, an engine, and a vehicle. The fuel supply system (100) comprises: a fuel tank (1), a precombustion chamber (221), and gas supply piping (4). The gas supply piping (4) connects the fuel tank (1) and the precombustion chamber (221). A pressurizing device (5) is provided on the gas supply piping (4). The pressurizing device (5) is driven by an engine crankshaft (3) or an engine camshaft.

Description

Engine fuel supply system, engine and vehicle

[0001] Cross-references to related applications

[0002] This application is based on and claims priority to Chinese Patent Application No. 202510386999.6, filed on March 27, 2025, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to the field of vehicle technology, and in particular to a fuel supply system for an engine, an engine, and a vehicle. Background Technology

[0004] With the global energy crisis and rising environmental awareness, countries around the world have introduced stringent fuel economy regulations. my country's Ministry of Industry and Information Technology's "Evaluation Methods and Indicators for Fuel Consumption of Passenger Vehicles" (GB 19578-2021) requires that by 2025, the average fuel consumption of passenger vehicles be reduced to 4.0 liters per 100 kilometers. This goal forces automakers to make significant breakthroughs in engine thermal efficiency.

[0005] Furthermore, domestic emission regulations are becoming increasingly stringent. Since 2020, the China VI emission standard has been implemented nationwide, making it one of the strictest emission standards in the world. The China VI standard significantly tightens emission limits for pollutants such as nitrogen oxides (NOx), hydrocarbons (HC), carbon monoxide (CO), and particulate matter (PM) in vehicle exhaust. Therefore, automakers must adopt advanced emission control technologies and highly efficient combustion systems, further driving the development of ultra-high thermal efficiency engines.

[0006] With the increasing urgency for developing efficient and clean engines, active pre-combustion chamber technology has attracted much attention as a key means to improve engine thermal efficiency and reduce fuel consumption. However, the stability of fuel vapor supply in existing active pre-combustion chambers needs to be improved, requiring the introduction of additional power devices such as compressors, which are complex and costly, and also lead to increased energy loss. Summary of the Invention

[0007] This application aims to address at least one of the technical problems existing in the prior art. To this end, this application proposes a fuel supply system for an engine that can ensure the stability of fuel vapor supply without the need for an additional power unit, has a simple structure and low cost, and avoids additional energy loss.

[0008] This application also proposes an engine for a vehicle that includes the aforementioned fuel supply system.

[0009] This application also proposes a vehicle that includes the engine described above.

[0010] An engine fuel supply system according to an embodiment of this application includes: a fuel tank, a pre-combustion chamber, and an air supply line. The air supply line connects the fuel tank and the pre-combustion chamber, and a pressurization device is provided on the air supply line, the pressurization device being driven by an engine crankshaft or an engine camshaft.

[0011] According to the embodiments of this application, the engine fuel supply system enhances the combustion stability and efficiency of the engine cylinders by connecting an air supply line between the fuel tank and the pre-combustion chamber, and installing a pressurization device driven by the engine crankshaft or engine camshaft on the air supply line. This improves the engine's operating efficiency and reliability. It also ensures more complete combustion, effectively reducing engine emissions. Furthermore, since the pressurization device is driven by the engine crankshaft or engine camshaft, the stability of fuel vapor supply can be guaranteed without the need for additional power devices such as compressors. This improves the utilization rate of the engine crankshaft or engine camshaft and simplifies the structure of the fuel supply system, thereby avoiding additional energy loss and reducing costs.

[0012] According to some embodiments of this application, the pressurizing device includes a pump body, a pressurizing mechanism, and a transmission mechanism. The pump body has a mixing chamber, which is connected to the fuel tank and the pre-combustion chamber respectively. The pressurizing mechanism is movably disposed in the mixing chamber to change the volume of the mixing chamber. The input end of the transmission mechanism is connected to the engine crankshaft or the engine camshaft, and the output end of the transmission mechanism is connected to the pressurizing mechanism to drive the pressurizing mechanism to move.

[0013] In some embodiments of this application, the gas supply pipeline includes a first pipeline and a second pipeline, one end of the first pipeline is connected to the fuel tank, one end of the second pipeline is connected to the pre-combustion chamber, and the mixing chamber is connected to the other ends of the first pipeline and the second pipeline, respectively.

[0014] In some embodiments of this application, the outer peripheral wall of the pressurizing mechanism is sealed to the inner peripheral wall of the mixing chamber.

[0015] In some embodiments of this application, the pressurizing device further includes a sealing plug, the outer peripheral wall of which is connected to the inner peripheral wall of the mixing chamber, and the pressurizing mechanism passes through the sealing plug.

[0016] In some embodiments of this application, the transmission mechanism includes: an air pump crankshaft and an air pump connecting rod. The air pump crankshaft includes a first shaft and a second shaft that are parallel and spaced apart. The first shaft is formed as the input end of the transmission mechanism. The air pump connecting rod is formed as the output end of the transmission mechanism. One end of the air pump connecting rod is rotatably connected to the pressurizing mechanism, and the other end is rotatably connected to the second shaft.

[0017] In some embodiments of this application, the transmission mechanism includes: an air pump camshaft, a first cam, and an elastic element. The air pump camshaft is formed as the input end of the transmission mechanism; the first cam is formed as the output end of the transmission mechanism, the first cam is sleeved on the air pump camshaft and rotates synchronously, and the outer peripheral wall of the first cam abuts against the pressurizing mechanism; one end of the elastic element is connected to the pressurizing mechanism, and the other end is directly or indirectly connected to the pump body, for driving the pressurizing mechanism to abut against the first cam.

[0018] In some embodiments of this application, the input end of the transmission mechanism is integral with the engine crankshaft or the engine camshaft, or the input end of the transmission mechanism is connected to the engine crankshaft or the engine camshaft via a transmission component.

[0019] According to some embodiments of this application, the fuel supply system further includes a cylinder having a combustion chamber connected to the pre-combustion chamber, and the cylinder driving the engine crankshaft to rotate.

[0020] In some embodiments of this application, the engine camshaft is drivenly connected to the engine crankshaft, the cylinder is provided with an intake port and an exhaust port communicating with the combustion chamber, and the fuel supply system further includes: an engine plunger and a second cam, the engine plunger being movably disposed at the intake port and / or the exhaust port for controlling the opening and closing of the intake port and / or the exhaust port; the second cam is sleeved on the engine camshaft and rotates synchronously, and the outer peripheral wall of the second cam abuts against the engine plunger to drive the engine plunger to move.

[0021] In some embodiments of this application, the engine crankshaft and the pressurization device are both located inside the crankcase, and the cylinder is provided with an air inlet that connects the combustion chamber and the crankcase.

[0022] In some embodiments of this application, the fuel supply system further includes an output check valve located on the gas supply line and between the pressurizing device and the cylinder, allowing only a mixture of fuel vapor and air to flow from the pressurizing device to the cylinder; and / or, the fuel supply system further includes a liquefaction separator located on the gas supply line for separating condensed fuel within the gas supply line; and / or, the fuel supply system further includes a fuel rail located on the gas supply line for detecting the pressure of the mixture within the gas supply line; and / or, the fuel supply system further includes a gas injector located on the gas supply line for injecting the mixture into the pre-combustion chamber; and / or, the fuel supply system further includes a pre-combustion chamber check valve, allowing only the mixture to flow from the gas supply line to the pre-combustion chamber.

[0023] According to some embodiments of this application, the fuel tank is provided with a heater for heating the fuel in the fuel tank.

[0024] According to some embodiments of this application, the fuel supply system further includes a fuel supply line connecting the fuel tank and the combustion chamber.

[0025] In some embodiments of this application, the fuel supply system further includes a low-pressure fuel pump, a high-pressure fuel pump, and a first fuel injector. The low-pressure fuel pump is located on the fuel supply line and is used to draw fuel from the fuel tank into the fuel supply line. The high-pressure fuel pump is located on the fuel supply line and between the low-pressure fuel pump and the cylinder, and is used to pressurize the fuel in the fuel supply line. The first fuel injector is located on the cylinder and connected to the fuel supply line, and is used to inject fuel spray into the combustion chamber.

[0026] In some embodiments of this application, the pressurizing device is provided with a second fuel injector, which is connected to the low-pressure oil pump through a third pipeline for injecting fuel spray into the pressurizing device.

[0027] In some embodiments of this application, the gas supply line is connected to the top of the fuel tank and communicates with the fuel tank.

[0028] In some embodiments of this application, the fuel supply system further includes a hydrocarbon sensor, which is disposed on the gas supply line and located between the pressurization device and the fuel tank, for detecting the concentration of fuel vapor in the gas supply line.

[0029] In some embodiments of this application, the fuel supply system further includes: an air pipe and an air replenishment check valve. The air pipe is located between the hydrocarbon sensor and the fuel tank and is connected to the air supply line for supplying air to the air supply line. The air replenishment check valve is located on the air pipe for controlling the opening and closing of the air pipe.

[0030] In some embodiments of this application, the fuel supply system further includes an input check valve located on the gas supply line and between the pressurization device and the fuel tank, allowing only a mixture of fuel vapor and air to flow from the fuel tank to the pressurization device.

[0031] An engine according to an embodiment of this application includes: the fuel supply system described above.

[0032] According to the engine embodiments of this application, by connecting an air supply pipeline between the fuel tank and the pre-combustion chamber, and installing a pressurization device driven by the engine crankshaft or engine camshaft on the air supply pipeline, the combustion stability and combustion efficiency of the engine cylinders can be enhanced, thereby improving the engine's operating efficiency and reliability. It also allows for more complete combustion, effectively reducing engine pollutant emissions. Furthermore, since the pressurization device is driven by the engine crankshaft or engine camshaft, the stability of fuel vapor supply can be ensured without the need for additional power devices such as compressors. This improves the utilization rate of the engine crankshaft or engine camshaft and simplifies the fuel supply system and engine structure, thereby avoiding additional energy loss and reducing costs.

[0033] The vehicle according to an embodiment of this application includes: the engine described above.

[0034] According to embodiments of this application, by connecting an air supply line between the fuel tank and the pre-combustion chamber, and installing a pressurization device driven by the engine crankshaft or engine camshaft on the air supply line, the combustion stability and efficiency of the cylinders within the engine can be enhanced, thereby improving the engine's operating efficiency and reliability. It also allows for more complete combustion, effectively reducing engine pollutant emissions. Furthermore, since the pressurization device is driven by the engine crankshaft or engine camshaft, the stability of fuel vapor supply can be ensured without the need for additional power devices such as compressors, simplifying the fuel supply system and engine structure, thus avoiding additional energy loss and reducing vehicle costs. Attached Figure Description

[0035] Figure 1 is a schematic diagram of a fuel supply system according to an embodiment of the present application, wherein the transmission mechanism includes an air pump crankshaft and an air pump connecting rod and a heater is provided in the fuel tank;

[0036] Figure 2 is a schematic diagram of a fuel supply system according to an embodiment of the present application, wherein the transmission mechanism includes an air pump camshaft, a first cam and an elastic element, and a heater is provided in the fuel tank;

[0037] Figure 3 is a schematic diagram of a fuel supply system according to an embodiment of the present application, wherein the transmission mechanism includes an air pump crankshaft and an air pump connecting rod and the pressurizing device is provided with a second fuel injector.

[0038] Figure 4 is a schematic diagram of a fuel supply system according to an embodiment of the present application, wherein the transmission mechanism includes an air pump camshaft, a first cam and an elastic element, and the pressurizing device is provided with a second fuel injector.

[0039] Figure 5 is a schematic diagram of a vehicle according to an embodiment of this application.

[0040] Reference numerals: 100, Fuel supply system; 1, Fuel tank; 11, Heater; 2, Cylinder; 21, Cylinder block; 211, Combustion chamber; 22, Pre-combustion chamber spark plug; 221, Pre-combustion chamber; 23, First fuel injector; 24, Main combustion chamber piston; 3, Engine crankshaft; 4, Air supply line; 41, First line; 42, Second line; 5, Pressurization device; 51, Pump body; 511, Mixing chamber; 52, Pressurization mechanism; 53, Transmission mechanism; 531, Air pump crankshaft; 532, Air pump connecting rod; 533, Air pump camshaft; 534, First cam; 535, Elastic element; 54, Sealing plug; 55, Second fuel injector; 61. Hydrogen sensor; 62. Air pipe; 63. Air supply check valve; 64. Input check valve; 65. Output check valve; 66. Liquefaction separator; 67. Fuel rail; 68. Gas injector; 69. Pre-combustion chamber check valve; 7. Fuel supply line; 71. Low-pressure fuel pump; 72. High-pressure fuel pump; 8. Third line; 200. Engine; 300. Vehicle. Detailed Implementation

[0041] The embodiments of this application are described in detail below, with examples of these embodiments illustrated in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0042] In the description of this application, it should be understood that the terms "upper", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0043] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0044] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0045] The fuel supply system 100 of an engine according to an embodiment of this application is described below with reference to Figures 1-4.

[0046] As shown in Figures 1-4, the fuel supply system 100 of the engine according to an embodiment of this application includes a fuel tank 1 and an air supply line 4.

[0047] Specifically, as shown in Figure 1, and in conjunction with Figures 2 and 3, the engine is equipped with a cylinder 2, an engine crankshaft 3, and an engine camshaft. The cylinder 2 has a combustion chamber 211, which is connected to a pre-combustion chamber 221. The cylinder 2 drives the engine crankshaft 3 to rotate. The air supply line 4 connects the fuel tank 1 and the pre-combustion chamber 221. The air supply line 4 is equipped with a pressurization device 5, which is driven by the engine crankshaft 3 or the engine camshaft.

[0048] Understandably, a pre-combustion chamber spark plug 22 is located above cylinder 2. The pre-combustion chamber spark plug 22 contains a pre-combustion chamber 221 and integrates a spark plug. The pre-combustion chamber 221 is connected to the combustion chamber 211, and simultaneously, the pre-combustion chamber 221 is connected to the fuel tank 1 via an air supply line 4. The fuel tank 1 contains fuel such as fuel oil. The air supply line 4 is used to supply a mixture of fuel vapor and air to the pre-combustion chamber 221. The spark plug can ignite the fuel vapor in the pre-combustion chamber 221, thereby creating higher temperature and pressure conditions to ensure that the combustible mixture in the pre-combustion chamber 221 ignites rapidly when needed and is injected into the combustion chamber 211 in the form of a jet stream. This helps accelerate flame propagation within the combustion chamber 211, thereby enhancing combustion stability and efficiency within the combustion chamber 211, and ultimately improving the operating efficiency and reliability of the engine 200.

[0049] In addition, the ignition effect of the spark plug in the pre-combustion chamber 221 can accelerate the flame propagation, making the combustion in the combustion chamber 211 more complete. This helps to reduce the emission of unburned fuel and harmful substances in the combustion chamber 211, such as nitrogen oxides (NOx), hydrocarbons (HC), carbon monoxide (CO), and particulate matter (PM), thereby effectively reducing the pollutant emission level of the engine 200.

[0050] In some embodiments, a pressurizing device 5 is provided on the gas supply pipeline 4 to pressurize the mixture of fuel vapor and air in the gas supply pipeline 4, thereby ensuring that the mixture of fuel vapor and air in the fuel tank 1 can be stably delivered into the pre-combustion chamber 221, so as to ensure the function of the pre-combustion chamber 221 and improve the operational stability and reliability of the fuel supply system 100.

[0051] The cylinder 2 has a cylinder block 21, and a combustion chamber 211 is located inside the cylinder block 21. A main combustion chamber piston 24 is located inside the cylinder block 21, and the main combustion chamber piston 24 moves linearly within the cylinder block 21, thereby driving the engine crankshaft 3 to rotate. The power for the pressurization device 5 comes from the engine crankshaft 3 or the engine camshaft. It can achieve efficient extraction and pressurization of fuel vapor without the need for additional power devices such as compressors, thus improving the utilization rate of the engine crankshaft 3 and simplifying the structure of the fuel supply system 100, thereby avoiding additional energy loss and reducing costs.

[0052] In some embodiments, the engine crankshaft 3 is drivenly connected to the engine camshaft.

[0053] According to the embodiments of this application, the fuel supply system 100 of the engine, by connecting an air supply line 4 between the fuel tank 1 and the pre-combustion chamber 221, and installing a pressurizing device 5 driven by the engine crankshaft 3 or the engine camshaft on the air supply line 4, can enhance the combustion stability and combustion efficiency of the cylinder 2 in the engine 200, thereby improving the operating efficiency and reliability of the engine 200. It can also make combustion more complete, thereby effectively reducing the pollutant emission level of the engine 200. Furthermore, since the pressurizing device 5 is driven by the engine crankshaft 3 or the engine camshaft, the stability of the fuel vapor supply can be ensured without the need for additional power devices such as compressors, which can improve the utilization rate of the engine crankshaft 3 or the engine camshaft and simplify the structure of the fuel supply system 100, thereby avoiding additional energy loss and reducing costs.

[0054] In some embodiments of this application, as shown in Figures 1-4, the pressurizing device 5 includes a pump body 51, a pressurizing mechanism 52, and a transmission mechanism 53. The pump body 51 has a mixing chamber 511, which is connected to the fuel tank 1 and the pre-combustion chamber 221. The pressurizing mechanism 52 is movably disposed in the mixing chamber 511 to change the volume of the mixing chamber 511. The input end of the transmission mechanism 53 is connected to the engine crankshaft 3 or the engine camshaft, and the output end of the transmission mechanism 53 is connected to the pressurizing mechanism 52 to drive the pressurizing mechanism 52 to move.

[0055] It is understood that the fuel tank 1 is connected to the mixing chamber 511, and the mixing chamber 511 is connected to the pre-combustion chamber 221. The engine crankshaft 3 or the engine camshaft is connected to the input end of the transmission mechanism 53 to drive the input end of the transmission mechanism 53 to rotate. When the input end of the transmission mechanism 53 rotates, it drives the pressurizing mechanism 52 to move linearly within the mixing chamber 511, thereby changing the volume of the mixing chamber 511. When the volume of the mixing chamber 511 decreases, the pressurizing mechanism 52 compresses the mixture of fuel vapor and air within the mixing chamber 511, thereby achieving the extraction and pressurization of the mixture. This ensures that the mixture of fuel vapor and air in the fuel tank 1 can be stably delivered into the pre-combustion chamber 221, thus ensuring the function of the pre-combustion chamber 221 and improving the operational stability and reliability of the fuel supply system 100.

[0056] The power at the input end of the transmission mechanism 53 comes from the engine crankshaft 3 or the engine camshaft. It can achieve efficient extraction and pressurization of fuel vapor without the need for additional power devices such as compressors. This can improve the utilization rate of the engine crankshaft 3 and simplify the structure of the fuel supply system 100, thereby avoiding additional energy loss and reducing costs.

[0057] As shown in Figures 1-4, the gas supply line 4 includes a first line 41 and a second line 42. One end of the first line 41 is connected to the fuel tank 1, and one end of the second line 42 is connected to the pre-combustion chamber 221. The mixing chamber 511 is connected to the other end of both the first line 41 and the second line 42. Thus, the fuel tank 1 is connected to the mixing chamber 511 via the first line 41, and the mixing chamber 511 is connected to the pre-combustion chamber 221 via the second line 42. This ensures that the mixture of fuel vapor and air in the fuel tank 1 can be stably delivered into the pre-combustion chamber 221, guaranteeing the function of the pre-combustion chamber 221 and improving the operational stability and reliability of the fuel supply system 100.

[0058] In some embodiments of this application, as shown in Figures 1 and 3, the outer peripheral wall of the pressurizing mechanism 52 is sealed to the inner peripheral wall of the mixing chamber 511. Specifically, the pressurizing mechanism 52 can be a pump piston, thereby ensuring the sealing of the mixing chamber 511. The pressurizing mechanism 52 and the inner peripheral wall of the pump body 51 define the mixing chamber 511. When the pressurizing mechanism 52 moves along the length of the mixing chamber 511, it can change the volume of the mixing chamber 511, thereby changing the pressure of the mixed gas within the mixing chamber 511, thus achieving efficient extraction and pressurization of fuel vapor.

[0059] In some embodiments of this application, as shown in Figures 1 and 3, the transmission mechanism 53 includes an air pump crankshaft 531 and an air pump connecting rod 532. The air pump crankshaft 531 includes a first shaft and a second shaft arranged parallel and spaced apart. The first shaft forms the input end of the transmission mechanism 53, and the air pump connecting rod 532 forms the output end of the transmission mechanism 53. One end of the air pump connecting rod 532 is rotatably connected to the pressurization mechanism 52, and the other end is rotatably connected to the second shaft. The structure is simple and rationally arranged, enabling the extraction and pressurization of the mixture, thereby ensuring that the mixture of fuel vapor and air in the fuel tank 1 can be stably delivered into the pre-combustion chamber 221, ensuring the function of the pre-combustion chamber 221, and improving the operational stability and reliability of the fuel supply system 100.

[0060] Specifically, the first shaft is driven by the engine crankshaft 3, meaning the engine crankshaft 3 can drive the first shaft to rotate, thereby causing the second shaft to rotate around the rotation axis of the first shaft. The second shaft is connected to the pressurizing mechanism 52 via the air pump connecting rod 532, which can specifically be an air pump piston. When the engine crankshaft 3 drives the air pump crankshaft 531 to rotate, the second shaft drives the air pump connecting rod 532 to move, and through the air pump connecting rod 532, it drives the pressurizing mechanism 52 to move downward. At this time, a negative pressure is formed in the mixing chamber 511, and the mixture of fuel vapor and air enters the mixing chamber 511. Then, the engine crankshaft 3 continues to drive the air pump crankshaft 531 to rotate, the second shaft drives the air pump connecting rod 532 to move, and through the air pump connecting rod 532, it drives the pressurizing mechanism 52 to move upward, compressing the mixture in the mixing chamber 511. When the air pressure reaches a certain level, the mixture is discharged from the mixing chamber 511 to enter the pre-combustion chamber 221, thereby realizing the compression and extraction process of the mixture by the pressurizing device 5.

[0061] In some embodiments of this application, as shown in Figures 2 and 4, the pressurizing device 5 further includes a sealing plug 54. The outer peripheral wall of the sealing plug 54 is connected to the inner peripheral wall of the mixing chamber 511, and the pressurizing mechanism 52 passes through the sealing plug 54. Specifically, the pressurizing mechanism 52 can be a gas pump plunger, thereby ensuring the sealing of the mixing chamber 511. The sealing plug 54 and the inner peripheral wall of the pump body 51 define the mixing chamber 511. The pressurizing mechanism 52 passes through the sealing plug 54. When the pressurizing mechanism 52 moves along the length of the mixing chamber 511 at the sealing plug 54, it can change the volume of the mixing chamber 511, thereby changing the pressure of the mixed gas in the mixing chamber 511, thus achieving efficient extraction and pressurization of fuel vapor.

[0062] In some embodiments of this application, as shown in Figures 2 and 4, the transmission mechanism 53 includes: an air pump camshaft 533, a first cam 534, and an elastic element 535. The air pump camshaft 533 forms the input end of the transmission mechanism 53, and the first cam 534 forms the output end of the transmission mechanism 53. The first cam 534 is sleeved on the air pump camshaft 533 and rotates synchronously. The outer peripheral wall of the first cam 534 abuts against the pressurizing mechanism 52. One end of the elastic element 535 is connected to the pressurizing mechanism 52, and the other end is directly or indirectly connected to the pump body 51, for driving the pressurizing mechanism 52 to abut against the first cam 534. The structure is simple and reasonably arranged, which can realize the extraction and pressurization of the mixture, thereby ensuring that the mixture of fuel vapor and air in the fuel tank 1 can be stably delivered into the pre-combustion chamber 221 to ensure the function of the pre-combustion chamber 221, and can improve the operational stability and reliability of the fuel supply system 100.

[0063] Specifically, the air pump camshaft 533 is connected to the engine crankshaft 3, meaning the engine crankshaft 3 can drive the air pump camshaft 533 to rotate, thereby causing the first cam 534 to rotate around the rotation axis of the air pump camshaft 533. The first cam 534 has a specific shape and position, and the pressurizing mechanism 52 can specifically be an air pump plunger. When the first cam 534 rotates, the outer peripheral wall of the first cam 534 pushes the pressurizing mechanism 52, which abuts against it, to perform linear reciprocating motion, thereby changing the volume in the mixing chamber 511 to realize the intake and exhaust of the air-fuel mixture by the pressurizing device 5.

[0064] When the air pump camshaft 533 rotates and drives the first cam 534 to rotate synchronously, the distance between the pressurizing mechanism 52 and the central axis of the first cam 534 gradually decreases, the elastic element 535 extends, and the pressurizing mechanism 52 moves downward under the drive of the elastic element 535, so that the pressurizing mechanism 52 and the first cam 534 remain in contact. At this time, a negative pressure is formed in the mixing chamber 511, and the mixture of fuel vapor and air enters the mixing chamber 511. Then, the air pump camshaft 533 drives the first cam 534 to continue rotating, and the distance between the pressurizing mechanism 52 and the central axis of the first cam 534 gradually increases. The pressurizing mechanism 52 moves upward under the pressure of the first cam 534, and the elastic element 535 is compressed, compressing the mixture in the mixing chamber 511. When the air pressure reaches a certain level, the mixture is discharged from the mixing chamber 511 to enter the pre-combustion chamber 221, thereby realizing the compression and extraction process of the mixture by the pressurizing device 5.

[0065] In some embodiments of this application, the input end of the transmission mechanism 53 is integral with the engine crankshaft 3, or the input end of the transmission mechanism 53 is connected to the engine crankshaft 3 via a transmission component. The input end of the transmission mechanism 53 can be integrally machined with the engine crankshaft 3, which simplifies machining and assembly steps, thereby improving production and assembly efficiency, and also effectively improving the transmission stability between the input end of the transmission mechanism 53 and the engine crankshaft 3. Alternatively, the input end of the transmission mechanism 53 can also be connected to the engine crankshaft 3 via a transmission component. This allows for separate machining of the transmission mechanism 53 and the engine crankshaft 3 while ensuring stable transmission between them, thereby reducing manufacturing difficulty and improving production efficiency.

[0066] In some embodiments of this application, the fuel supply system further includes a cylinder 2, which has a combustion chamber 211 connected to a pre-combustion chamber 221. The cylinder 2 drives the engine crankshaft 3 to rotate. The fuel tank 1 contains fuel such as fuel oil. The air supply line 4 is used to introduce a mixture of fuel vapor and air into the pre-combustion chamber 221. The combustible mixture in the pre-combustion chamber 221 ignites rapidly when needed and is injected into the combustion chamber 211 in the form of a jet stream, thereby enhancing the combustion stability and efficiency in the combustion chamber 211. The cylinder 2 has a cylinder body 21, and the combustion chamber 211 is located within the cylinder body 21. A main combustion chamber piston 24 is located within the cylinder body 21. The main combustion chamber piston 24 moves linearly within the cylinder body 21, thereby driving the engine crankshaft 3 to rotate.

[0067] The cylinder 2 is equipped with an intake port and an exhaust port that communicate with the combustion chamber 211. The fuel supply system 100 also includes an engine plunger and a second cam. The engine plunger is movably disposed at the intake port and / or exhaust port to control the opening and closing of the intake port and / or exhaust port. The engine camshaft is drivenly connected to the engine crankshaft 3. The second cam is sleeved on the engine camshaft and rotates synchronously. The outer peripheral wall of the second cam abuts against the engine plunger to drive the engine plunger to move.

[0068] The engine camshaft is driven by the engine crankshaft 3, meaning the engine crankshaft 3 can drive the engine camshaft to rotate, thereby causing the second cam to rotate around the rotation axis of the engine camshaft. The second cam has a specific shape and position. When the second cam rotates, its outer peripheral wall pushes the engine plunger it abuts in a linear reciprocating motion, thereby controlling the opening and closing of the intake port and / or exhaust port to ensure that gas enters and leaves the combustion chamber 211 at the correct time. This ensures that the combustion process in the combustion chamber 211 continues to circulate, that is, to ensure the cycle of the four processes of intake, compression, power, and exhaust in the engine, so as to ensure the normal operation of the engine 200.

[0069] In some embodiments of this application, the input end of the transmission mechanism 53 is integral with the engine camshaft, or the input end of the transmission mechanism 53 is connected to the engine camshaft via a transmission component. The input end of the transmission mechanism 53 can be integrally machined with the engine camshaft, simplifying machining and assembly steps, thereby improving production and assembly efficiency, and effectively enhancing the transmission stability between the input end of the transmission mechanism 53 and the engine camshaft. Alternatively, the input end of the transmission mechanism 53 can also be connected to the engine camshaft via a transmission component. This allows for separate machining of the transmission mechanism 53 and the engine camshaft while ensuring stable transmission between them, thereby reducing manufacturing difficulty and improving production efficiency.

[0070] In some embodiments, the pump body 51 and pressurizing mechanism 52 of the pressurizing device 5 can be installed in the intake manifold connected to the air inlet of the cylinder 2. When the pressurizing device 5 leaks during the process of extracting and pressurizing the mixture of fuel vapor and air, the fuel vapor leaking out of the pressurizing device 5 can directly enter the combustion chamber 211 for combustion through the intake manifold, thereby ensuring the sealing of the pressurizing device 5 and improving the safety and reliability of the fuel supply system 100 without increasing costs.

[0071] In some embodiments of this application, the engine crankshaft 3 and the pressurizing device 5 are both located inside the crankcase, and the cylinder 2 is provided with an air inlet that connects the combustion chamber 211 and the crankcase. In this case, the input end of the transmission mechanism 53 is connected to the engine crankshaft 3. When the pressurizing device 5 leaks during the process of extracting and pressurizing the mixture of fuel vapor and air, the leaked fuel vapor can directly enter the combustion chamber 211 from the crankcase through the air inlet for combustion. This ensures the sealing of the pressurizing device 5 and improves the safety and reliability of the fuel supply system 100 and the engine 200 without increasing costs.

[0072] In some embodiments of this application, as shown in Figures 1-4, the gas supply line 4 is connected to the top of the fuel tank 1 and communicates with the fuel tank 1. The fuel vapor in the fuel tank 1 enters the pressurization device 5 through the gas supply line 4 at the top of the fuel tank 1, and then enters the pre-combustion chamber 221. This can make full use of the original fuel vapor in the fuel tank 1, avoid resource waste, and thus avoid additional energy loss and reduce costs.

[0073] In some embodiments of this application, as shown in Figures 1-4, the engine's fuel supply system 100 further includes a hydrocarbon sensor 61. The hydrocarbon sensor 61 is located on the air supply line 4 and between the pressurization device 5 and the fuel tank 1, and is used to detect the concentration of fuel vapor in the air supply line 4. This allows for real-time monitoring of the concentration of fuel vapor in the air-fuel mixture within the air supply line 4, facilitating timely adjustments to ensure optimal combustion efficiency in the pre-combustion chamber 221, thereby contributing to improved overall performance of the fuel supply system 100.

[0074] The lack of a solution for enriching the fuel vapor in the tank when it is too lean limits the system's performance under conditions such as low temperatures or high fuel consumption in the active pre-combustion chamber 221. The performance of the mixture preparation system needs improvement.

[0075] In some embodiments of this application, as shown in Figures 1-4, the engine fuel supply system 100 further includes an air pipe 62 and an air replenishment check valve 63. The air pipe 62 is located between the hydrocarbon sensor 61 and the fuel tank 1 and is connected to the air supply line 4, for introducing air into the air supply line 4. The air replenishment check valve 63 is located on the air pipe 62 and is used to control the opening and closing of the air pipe 62. When the hydrocarbon sensor 61 detects that the concentration of fuel vapor in the air supply line 4 is too rich, the air replenishment check valve 63 can open, allowing air to enter the air supply line 4 from the air pipe 62 to dilute the concentration of fuel vapor. This avoids incomplete combustion of fuel vapor in the pre-combustion chamber 221, thus preventing energy waste and improving the overall performance of the fuel supply system 100. When the hydrocarbon sensor 61 does not detect that the concentration of fuel vapor in the air supply line 4 is too rich, the air replenishment check valve 63 closes, allowing fuel vapor to enter the pressurization device 5 normally from the air supply line 4, thereby ensuring the overall operation of the fuel supply system 100.

[0076] In some embodiments of this application, as shown in Figures 1-4, the engine fuel supply system 100 further includes an input check valve 64. The input check valve 64 is located on the air supply line 4 and between the pressurization device 5 and the fuel tank 1, allowing only a mixture of fuel vapor and air to flow from the fuel tank 1 to the pressurization device 5. This prevents fuel vapor from flowing from the pressurization device 5 into the fuel tank 1, thus avoiding turbulent airflow in the air supply line 4 and ensuring the correct airflow direction within the air supply line 4, thereby guaranteeing the overall operation of the fuel supply system 100.

[0077] In some embodiments of this application, as shown in Figures 1-4, the engine fuel supply system 100 further includes an output check valve 65. The output check valve 65 is located on the air supply line 4 and between the pressurizing device 5 and the cylinder 2, allowing only a mixture of fuel vapor and air to flow from the pressurizing device 5 to the cylinder 2. This prevents fuel vapor from flowing from the cylinder 2 into the pressurizing device 5, thus avoiding turbulent airflow within the air supply line 4 and ensuring the correct airflow direction within the air supply line 4, thereby guaranteeing the overall operation of the fuel supply system 100.

[0078] In some embodiments of this application, as shown in Figures 1-4, the engine fuel supply system 100 further includes a liquefaction separator 66, which is disposed on the air supply line 4 and is used to separate condensed fuel within the air supply line 4. This ensures that only fuel vapor can pass through the liquefaction separator 66 within the air supply line 4, preventing the fuel in the air supply line 4 from condensing into liquid and adhering to the pipe wall, thus affecting fuel delivery. The liquefaction separator 66 can be positioned close to the cylinder 2, so that the heat generated by the combustion chamber 211 can assist in the evaporation of the separated condensed fuel liquid in the liquefaction separator 66, thereby preventing excessive accumulation of condensed fuel liquid within the liquefaction separator 66.

[0079] In some embodiments of this application, as shown in Figures 1-4, the engine fuel supply system 100 further includes a fuel rail 67, which is disposed on the air supply line 4 and used to detect the pressure of the air-fuel mixture in the air supply line 4. The fuel rail 67 can be disposed between the liquefaction separator 66 and the pre-combustion chamber 221, and can detect and control the pressure of the air-fuel mixture about to enter the pre-combustion chamber 221 in real time to maintain stable fuel pressure. This ensures that the air-fuel mixture achieves good combustion in the pre-combustion chamber 221, which helps to improve the reliability and stability of the fuel supply system 100.

[0080] In some embodiments of this application, as shown in Figures 1-4, the fuel supply system 100 of the engine further includes a gas injector 68, which is disposed on the gas supply line 4 and is used to inject a mixture into the pre-combustion chamber 221. The gas injector 68 can inject fuel vapor into the pre-combustion chamber 221 in a precise amount, thereby ensuring that the mixture in the pre-combustion chamber 221 reaches the optimal ratio, thereby optimizing the combustion process and helping to improve the performance of the fuel supply system 100.

[0081] In some embodiments of this application, as shown in Figures 1-4, the engine's fuel supply system 100 further includes a pre-combustion chamber check valve 69. The pre-combustion chamber check valve 69 only allows the air-fuel mixture to flow from the air supply line 4 to the pre-combustion chamber 221. This ensures that the fuel gas can smoothly enter the pre-combustion chamber 221 for combustion. When the pressure inside the pre-combustion chamber 221 increases, the pre-combustion chamber check valve 69 ensures that fuel vapor does not flow back into the air supply line 4, reducing damage to components such as the air supply line 4 caused by high-temperature fuel vapor, thereby maintaining stable pressure inside the pre-combustion chamber 221 and the continuity of the combustion process.

[0082] In some embodiments of this application, as shown in Figures 1 and 2, a heater 11 is provided inside the fuel tank 1 to heat the fuel inside the fuel tank 1. When the original fuel vapor in the fuel tank 1 is too low, that is, when the concentration of fuel vapor in the gas supply pipeline 4 is too low, the heater 11 can be turned on to heat the fuel in the fuel tank 1, thereby accelerating the evaporation rate of the fuel in the fuel tank 1 and increasing the original concentration of fuel vapor in the fuel tank 1. This ensures the concentration of fuel vapor entering the pre-combustion chamber 221, thereby ensuring the combustion effect and performance of the pre-combustion chamber 221.

[0083] In some embodiments of this application, as shown in Figures 1-4, the engine fuel supply system 100 further includes a fuel supply line 7, which connects the fuel tank 1 and the combustion chamber 211. Fuel in the fuel tank 1 is supplied to the combustion chamber 211 via the fuel supply line 7 in the form of fuel spray for combustion, so that the internal energy of the fuel burning in the combustion chamber 211 is converted into the mechanical energy of the engine crankshaft 3, thereby ensuring the mechanical energy output of the engine 200.

[0084] In some embodiments of this application, as shown in Figures 1-4, the engine fuel supply system 100 further includes a low-pressure oil pump 71, a high-pressure oil pump 72, and a first fuel injector 23. The low-pressure oil pump 71 is located on the fuel supply line 7 and is used to draw fuel from the fuel tank 1 into the fuel supply line 7. The high-pressure oil pump 72 is located on the fuel supply line 7 and between the low-pressure oil pump 71 and the cylinder 2, and is used to pressurize the fuel in the fuel supply line 7. The first fuel injector 23 is located on the cylinder 2 and connected to the fuel supply line 7, and is used to inject fuel spray into the combustion chamber 211.

[0085] The low-pressure fuel pump 71 is responsible for drawing fuel from the fuel tank 1 and delivering it to the high-pressure fuel pump 72 through the fuel supply line 7, ensuring a continuous and stable fuel supply to the engine 200. The low-pressure fuel pump 71 can also control the fuel flow rate, thus ensuring the fuel economy and emission compliance of the engine 200 to a certain extent. The high-pressure fuel pump 72 further pressurizes the fuel delivered by the low-pressure fuel pump 71, achieving a high-pressure injection effect, which helps to achieve better atomization and improve the combustion efficiency of the fuel in the combustion chamber 211.

[0086] In some embodiments, the first fuel injector 23 can inject fuel supplied by the high-pressure fuel pump 72 into the cylinder 2 in an atomized form according to the operating conditions and ignition timing of the engine 200, so as to ensure that the fuel can be fully burned and thus improve the efficiency of the engine 200.

[0087] In some embodiments of this application, as shown in Figures 3 and 4, the pressurizing device 5 is equipped with a second fuel injector 55. The second fuel injector 55 is connected to the low-pressure fuel pump 71 through a third pipeline 8 and is used to inject fuel spray into the pressurizing device 5. When the original fuel vapor in the fuel tank 1 is too low, that is, when the concentration of fuel vapor in the air supply pipeline 4 is too low, the second fuel injector 55 can be opened to spray the fuel drawn by the low-pressure fuel pump 71 into the pressurizing device 5 in an atomized form, thereby increasing the evaporation rate of the fuel in the pressurizing device 5 and increasing the concentration of fuel vapor in the air supply pipeline 4. This ensures the concentration of fuel vapor entering the pre-combustion chamber 221, thereby ensuring the combustion effect and performance of the pre-combustion chamber 221.

[0088] The engine 200 according to an embodiment of this application includes the fuel supply system 100 described above.

[0089] According to the embodiments of this application, the engine 200, by connecting an air supply line 4 between the fuel tank 1 and the pre-combustion chamber 221, and installing a pressurizing device 5 driven by the engine crankshaft 3 or the engine camshaft on the air supply line 4, can enhance the combustion stability and combustion efficiency of the cylinder 2 within the engine 200, thereby improving the operating efficiency and reliability of the engine 200. It can also make combustion more complete, thereby effectively reducing the pollutant emission level of the engine 200. Furthermore, since the pressurizing device 5 is driven by the engine crankshaft 3 or the engine camshaft, the stability of fuel vapor supply can be ensured without the need for additional power devices such as compressors. This improves the utilization rate of the engine crankshaft 3 or the engine camshaft and simplifies the structure of the fuel supply system 100 and the engine 200, thereby avoiding additional energy loss and reducing costs.

[0090] The vehicle 300 according to an embodiment of this application includes the engine 200 described above.

[0091] According to the embodiments of this application, the vehicle 300, by connecting an air supply line 4 between the fuel tank 1 and the pre-combustion chamber 221, and installing a pressurization device 5 driven by the engine crankshaft 3 or the engine camshaft on the air supply line 4, can enhance the combustion stability and combustion efficiency of the cylinder 2 in the engine 200, thereby improving the operating efficiency and reliability of the engine 200. It can also make combustion more complete, thereby effectively reducing the pollutant emission level of the engine 200. Furthermore, since the pressurization device 5 is driven by the engine crankshaft 3 or the engine camshaft, the stability of the fuel vapor supply can be ensured without the need for additional power devices such as compressors, simplifying the structure of the fuel supply system 100 and the engine 200, thereby avoiding additional energy loss and reducing the cost of the vehicle 300.

[0092] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0093] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A fuel supply system for an engine, wherein, include: Fuel tank (1); Pre-combustion chamber (221); An air supply line (4) is provided, which connects the fuel tank (1) and the pre-combustion chamber (221). A pressurization device (5) is provided on the air supply line (4), which is driven by the engine crankshaft (3) or the engine camshaft.

2. The fuel supply system for the engine according to claim 1, wherein, The pressurizing device (5) includes: The pump body (51) has a mixing chamber (511) inside, which is connected to the fuel tank (1) and the pre-combustion chamber (221) respectively; A pressurizing mechanism (52) is movably disposed within the mixing chamber (511) for changing the volume of the mixing chamber (511); The transmission mechanism (53) has its input end connected to the engine crankshaft (3) or engine camshaft, and its output end connected to the pressurizing mechanism (52) to drive the pressurizing mechanism (52) to move.

3. The fuel supply system for the engine according to claim 2, wherein, The gas supply pipeline (4) includes a first pipeline (41) and a second pipeline (42). One end of the first pipeline (41) is connected to the fuel tank (1), and one end of the second pipeline (42) is connected to the pre-combustion chamber (221). The mixing chamber (511) is connected to the other end of the first pipeline (41) and the other end of the second pipeline (42), respectively.

4. The fuel supply system for the engine according to claim 2 or 3, wherein, The outer peripheral wall of the pressurizing mechanism (52) is sealed to the inner peripheral wall of the mixing chamber (511).

5. The fuel supply system for the engine according to any one of claims 2-4, wherein, The pressurizing device (5) also includes: A sealing plug (54) is provided, the outer peripheral wall of which is connected to the inner peripheral wall of the mixing chamber (511), and the pressurizing mechanism (52) is provided on the sealing plug (54).

6. The fuel supply system for the engine according to claim 4 or 5, wherein, The transmission mechanism (53) includes: Air pump crankshaft (531), the air pump crankshaft (531) includes a first shaft and a second shaft arranged in parallel and spaced apart, the first shaft being formed as the input end of the transmission mechanism (53); The air pump connecting rod (532) is formed as the output end of the transmission mechanism (53). One end of the air pump connecting rod (532) is rotatably connected to the pressurizing mechanism (52), and the other end is rotatably connected to the second shaft.

7. The fuel supply system for the engine according to claim 4 or 5, wherein, The transmission mechanism (53) includes: An air pump camshaft (533) is formed as the input end of the transmission mechanism (53); The first cam (534) is formed as the output end of the transmission mechanism (53). The first cam (534) is sleeved on the air pump camshaft (533) and rotates synchronously. The outer peripheral wall of the first cam (534) abuts against the pressurizing mechanism (52). An elastic element (535) is provided, one end of which is connected to the pressurizing mechanism (52) and the other end is directly or indirectly connected to the pump body (51), for driving the pressurizing mechanism (52) to abut against the first cam (534).

8. The fuel supply system for the engine according to any one of claims 2-7, wherein, The input end of the transmission mechanism (53) is integral with the engine crankshaft (3) or the engine camshaft, or the input end of the transmission mechanism (53) is connected to the engine crankshaft (3) or the engine camshaft through a transmission component.

9. The fuel supply system for the engine according to any one of claims 1-8, wherein, The fuel supply system also includes: The cylinder (2) has a combustion chamber (211) inside, the combustion chamber (211) and the pre-combustion chamber (221) are connected, and the cylinder (2) drives the crankshaft (3) of the engine to rotate.

10. The fuel supply system for the engine according to claim 9, wherein, The engine camshaft is drivenly connected to the engine crankshaft (3), the cylinder (2) is provided with an intake port and an exhaust port communicating with the combustion chamber (211), and the fuel supply system (100) further includes: An engine plunger, which is movably disposed at the air intake and / or the exhaust port, for controlling the opening and closing of the air intake and / or the exhaust port; The second cam is sleeved on the engine camshaft and rotates synchronously. The outer peripheral wall of the second cam abuts against the engine plunger to drive the engine plunger to move.

11. The fuel supply system for the engine according to claim 9 or 10, wherein, The engine crankshaft (3) and the pressurization device (5) are both located inside the crankcase, and the cylinder (2) is provided with an air inlet that connects the combustion chamber (211) and the crankcase.

12. The fuel supply system for the engine according to any one of claims 9-11, wherein, Also includes: An output check valve (65) is provided on the air supply line (4) and located between the pressurizing device (5) and the cylinder (2), allowing only the mixture of fuel vapor and air to flow from the pressurizing device (5) to the cylinder (2); And / or, the fuel supply system (100) of the engine further includes a liquefaction separator (66), which is disposed on the air supply line (4) for separating the fuel condensed in the air supply line (4); And / or, the engine's fuel supply system (100) further includes a fuel rail (67) located on the air supply line (4) for detecting the pressure of the air-fuel mixture in the air supply line (4); And / or, the fuel supply system (100) of the engine further includes a gas injector (68), which is disposed on the gas supply line (4) for injecting a mixture into the pre-combustion chamber (221); And / or, the engine’s fuel supply system (100) further includes a pre-combustion chamber check valve (69) that allows the mixture to flow from the supply line (4) to the pre-combustion chamber (221) only.

13. The fuel supply system for the engine according to any one of claims 9-12, wherein, The fuel tank (1) is equipped with a heater (11) for heating the fuel in the fuel tank (1).

14. The fuel supply system for the engine according to any one of claims 9-13, wherein, Also includes: The fuel supply line (7) connects the fuel tank (1) and the combustion chamber (211).

15. The fuel supply system for the engine according to claim 14, wherein, Also includes: A low-pressure oil pump (71) is installed on the oil supply line (7) and is used to pump the fuel in the fuel tank (1) into the oil supply line (7). A high-pressure oil pump (72) is installed on the oil supply line (7) and located between the low-pressure oil pump (71) and the cylinder (2) for pressurizing the fuel in the oil supply line (7); The first fuel injector (23) is located on the cylinder (2) and connected to the fuel supply line (7) for injecting fuel spray into the combustion chamber (211).

16. The fuel supply system for the engine according to claim 15, wherein, The pressurizing device (5) is equipped with a second fuel injector (55), which is connected to the low-pressure oil pump (71) through a third pipeline (8) for injecting fuel spray into the pressurizing device (5).

17. The fuel supply system for the engine according to any one of claims 1-16, wherein, The gas supply line (4) is connected to the top of the fuel tank (1) and communicates with the fuel tank (1).

18. The fuel supply system for the engine according to any one of claims 1-17, wherein, Also includes: A hydrocarbon sensor (61) is installed on the gas supply line (4) and located between the pressurization device (5) and the fuel tank (1) to detect the concentration of fuel vapor in the gas supply line (4).

19. The fuel supply system for the engine according to claim 18, wherein, Also includes: An air pipe (62) is provided between the hydrocarbon sensor (61) and the fuel tank (1) and is connected to the air supply line (4) for supplying air to the air supply line (4); An air supply check valve (63) is provided on the air pipe (62) and is used to control the opening and closing of the air pipe (62).

20. The fuel supply system for the engine according to any one of claims 1-19, wherein, Also includes: An input check valve (64) is provided on the gas supply line (4) and located between the pressurization device (5) and the fuel tank (1), allowing only a mixture of fuel vapor and air to flow from the fuel tank (1) to the pressurization device (5).

21. An engine, wherein, Includes a fuel supply system (100) according to any one of claims 1-20.

22. A vehicle, wherein, Includes the engine (200) according to claim 21.

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