WO2024045678A1 - 直喷氢内燃机曲轴箱系统及具有其的车辆及控制方法 - Google Patents

直喷氢内燃机曲轴箱系统及具有其的车辆及控制方法 Download PDF

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Publication number
WO2024045678A1
WO2024045678A1 PCT/CN2023/092314 CN2023092314W WO2024045678A1 WO 2024045678 A1 WO2024045678 A1 WO 2024045678A1 CN 2023092314 W CN2023092314 W CN 2023092314W WO 2024045678 A1 WO2024045678 A1 WO 2024045678A1
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WIPO (PCT)
Prior art keywords
crankcase
internal combustion
combustion engine
direct injection
injection hydrogen
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PCT/CN2023/092314
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English (en)
French (fr)
Inventor
郭英俊
王德平
韩令海
王斯博
钱丁超
张强
王祥志
祝遵祥
王艳龙
申伟勇
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中国第一汽车股份有限公司
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Publication of WO2024045678A1 publication Critical patent/WO2024045678A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M2013/0005—Crankcase ventilating or breathing with systems regulating the pressure in the carter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F01M2013/0477—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil by separating water or moisture
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • This application relates to the field of crankcase technology. Specifically, it relates to a direct injection hydrogen internal combustion engine crankcase system and a vehicle and control method with the same. This application is required to be submitted to the China State Intellectual Property Office on August 30, 2022. The priority of the patent application No. 202211044454.
  • Direct-injection hydrogen internal combustion engines are one of the cutting-edge technologies for hydrogen energy utilization.
  • the crankcase exhaust pollutants of direct-injection hydrogen internal combustion engines have not been widely concerned.
  • domestic and foreign automobile manufacturers and research institutions generally adopt the control methods and methods of gasoline engines. .
  • crankcase pollutant treatment system using an oil and gas separator and a breathing tube based on the Venturi principle, including: a first oil and gas separator, a first breathing tube, a Venturi tube, and a second breathing tube.
  • the crankcase pollutant treatment system provided by this invention uses a negative pressure formed by the intake manifold when the engine is under a small load condition, and the pollutants in the crankcase are sucked out through the first breathing tube; when the engine is under heavy load During operation, a negative pressure is formed by the throat of the venturi tube, and the pollutants in the crankcase are quickly sucked out through the second breathing tube.
  • the sucked out pollutants can enter the combustion chamber with fresh air for combustion to solve the problem of crankcase problems. It can also reduce the emission of pollutants and reduce the dilution of engine oil and the clogging of the second breathing tube.
  • a device for reducing the accumulation of combustible gases in the crankcase of a gas engine is located between the gas engine intake pipe and the engine crankcase.
  • the pipeline of the gas engine intake pipe is provided with an increaser It consists of a compressor, a multi-way return pipe and a condenser.
  • the above-mentioned related technologies are mainly aimed at treating crankcase pollutants of gasoline engines, or reducing pollutants discharged from the crankcase of gas engines. There is no effective treatment method for the crankcase discharge of direct injection hydrogen internal combustion engines.
  • the main purpose of this application is to provide a direct-injection hydrogen internal combustion engine crankcase system, a vehicle having the same, and a control method, so as to solve the problem of exhaust pollutants in the crankcase in the prior art.
  • a direct injection hydrogen internal combustion engine crankcase system including: a crankcase; a connecting part, the connecting part is connected to the crankcase, and an electronic condenser is provided in the connecting part; a fan part , the inlet end of the fan part is connected to the outlet end of the communication part, and the outlet end of the fan part is connected to the crankcase through the air supply pipeline; the controller is electrically connected to the fan part, and the controller is used to control the direction of the fan part. Air is added to the crankcase to keep the pressure in the crankcase within the preset range.
  • a micro-pressure sensor is provided in the crankcase, the controller is electrically connected to the micro-pressure sensor, and the micro-pressure sensor is used to detect the pressure in the crankcase.
  • the direct injection hydrogen internal combustion engine crankcase system includes: an exhaust after-processor, the inlet end of the exhaust after-processor is arranged in communication with one of the air outlets of the fan through the crankcase pipeline.
  • the exhaust after-processor is an oxidation-type catalytic converter.
  • the direct injection hydrogen internal combustion engine crankcase system includes: an evaporator, the inlet end of the evaporator is connected to one of the outlets of the communication part through a condensation water pipe, wherein the liquid water formed by condensation of the electronic condenser is connected to the evaporator through the condensation water pipe.
  • the evaporator performs heat exchange.
  • the direct injection hydrogen internal combustion engine crankcase system includes: a hydrogen source, the hydrogen supply pipeline of the hydrogen source is arranged adjacent to the evaporator to perform heat exchange operations.
  • the preset pressure interval in the crankcase is P, where (-1)KPa ⁇ P ⁇ 0.
  • a vehicle including a direct injection hydrogen internal combustion engine crankcase system, where the direct injection hydrogen internal combustion engine crankcase system is the above-mentioned direct injection hydrogen internal combustion engine crankcase system.
  • a method for controlling a crankcase system of a hydrogen-injected internal combustion engine is provided.
  • the method is used in the above-mentioned direct-injection hydrogen internal-combustion engine crankcase system.
  • the method includes the following steps: obtaining the pressure in the crankcase of the direct-injection hydrogen internal combustion engine. information; determine whether the pressure information meets the preset conditions; when the pressure information does not meet the preset conditions, generate a control instruction, and the control instruction is used to control the rotation of the fan part to replenish air into the crankcase of the direct injection hydrogen internal combustion engine until The pressure information in the crankcase of the direct injection hydrogen internal combustion engine meets the preset conditions.
  • judging whether the pressure information satisfies a preset condition includes: judging whether the pressure information is within a preset interval, where the preset interval is P, (-1)KPa ⁇ P ⁇ 0.
  • the method includes: when detecting that the pressure in the crankcase is higher than 0KPa, controlling the fan unit to perform forward speed regulation, extracting air from the crankcase to ensure that the pressure in the crankcase meets the preset conditions, and after dehumidification by the electronic condenser , perform secondary pressurization of the gas, and introduce the crankcase contaminated area into the exhaust system of the engine through the crankcase pipeline; when it is detected that the pressure in the crankcase is lower than -1KPa, the controller performs reverse speed regulation of the fan unit , to replenish fresh air into the crankcase to ensure that the pressure in the crankcase meets the preset conditions.
  • a crankcase system of a direct injection hydrogen internal combustion engine in which the connecting part is connected with the crankcase, and an electronic condenser is arranged in the connecting part.
  • the inlet end of the fan part is connected to the outlet end of the communication part, and the outlet end of the fan part is connected to the crankcase through the air supply pipe.
  • the controller is electrically connected to the fan unit, and the controller is used to control the fan unit to supply air into the crankcase so that the pressure in the crankcase is within a preset range.
  • Figure 1 shows a schematic structural diagram of a first embodiment of a direct injection hydrogen internal combustion engine crankcase system according to the present application
  • Figure 2 is a schematic diagram of a control method for a crankcase system of a direct injection hydrogen internal combustion engine according to an embodiment of the present application.
  • a direct injection hydrogen internal combustion engine crankcase system is provided.
  • a direct injection hydrogen internal combustion engine crankcase system includes: a crankcase 1, a communication part, a fan part 4 and a controller.
  • the communication part communicates with the crankcase 1, and an electronic condenser 3 is installed in the communication part.
  • the inlet end of the fan part 4 is connected to the outlet end of the communication part, and the outlet end of the fan part 4 is connected to the crankcase 1 through the air supplement pipe 10 .
  • the controller is electrically connected to the fan unit 4, and is used to control the fan unit 4 to supply air into the crankcase 1 so that the pressure in the crankcase 1 is within a preset range.
  • a variable frequency fan may be used as the blower unit.
  • the fan unit 4 is used to supplement the hydrogen internal combustion engine crankcase system, and performs closed-loop control with the crankcase pressure as the target. At the same time, crankcase pollutants can be eliminated, and the complicated crankcase ventilation of traditional passenger cars can be abandoned. piping system to improve the reliability of the crankcase.
  • a micro-pressure sensor 2 is provided in the crankcase 1 .
  • the controller is electrically connected to the micro-pressure sensor 2 .
  • the micro-pressure sensor 2 is used to detect the pressure in the crankcase 1 . This setting can detect the pressure in the crankcase.
  • the ECU uses the measured value of the micro-pressure sensor 2 to perform closed-loop control of the pressure in the crankcase, and uses the fan unit 4 to forcefully supply air to the crankcase 1 to maintain the pressure in the crankcase under constant control. Within a fixed range, the stability of the crankcase is improved.
  • the direct injection hydrogen internal combustion engine crankcase system includes: an exhaust after-processor 5 , the inlet end of the exhaust after-processor 5 passes through the crankcase pipeline 8 and one of the air outlets of the fan part 4 Connected settings. The gases discharged from the crankcase are burned.
  • the exhaust after-processor 5 in this embodiment is an oxidation catalytic converter (DOC) exhaust after-processor.
  • DOC oxidation catalytic converter
  • the exhaust after-processor 5 is an oxidation type catalytic converter. So that the gas exhausted from the crankcase can be fully burned.
  • the direct injection hydrogen internal combustion engine crankcase system includes: an evaporator 6, the inlet end of the evaporator 6 is arranged in communication with one of the outlets of the communication part through a condensation water pipeline 9, wherein, through electronic condensation
  • the liquid water formed by condensation in the evaporator 3 carries out heat exchange with the evaporator 6 through the condensation water pipeline 9.
  • the condensed water flows into the evaporator, allowing heat exchange within the evaporator to ensure reliability.
  • the direct injection hydrogen internal combustion engine crankcase system includes: a hydrogen source 7.
  • the hydrogen supply pipeline of the hydrogen source 7 is arranged adjacent to the evaporator 6 to perform heat exchange operations. This arrangement can ensure that the temperature of the hydrogen in the pipeline is always It is within the safe operating temperature range, which effectively improves the reliability of the system.
  • the preset pressure interval in the crankcase 1 is P, where (-1)KPa ⁇ P ⁇ 0.
  • This setting mainly plays a protective role, ensuring the reliability and safety of the crankcase, and also preventing accidents such as hot exhaust gas from flowing back into the crankcase system.
  • a micro-pressure sensor is arranged in the crankcase to detect real-time pressure in the crankcase.
  • the gas in the crankcase goes up through the fan section 4 and separates the water vapor through the electronic condenser 3.
  • the water enters the evaporator through the pipeline.
  • the dehydrated crankcase gas is further pressurized by the fan unit 4 and then enters the exhaust after-processor 5 through the pipeline for combustion.
  • the ECU uses the measured value of the micro-pressure sensor 2 to perform closed-loop control on the pressure in the crankcase, and uses the fan unit 4 to forcefully supply air to the crankcase 1 to maintain the pressure in the crankcase always within 0 to (-1) KPa.
  • the design of the pressure stabilizing chamber is adopted to ensure the accuracy of the micro-pressure sensor, while also avoiding interference from splashing oil, which affects the sensitivity.
  • the exhaust post-processor of a direct injection hydrogen engine adopts a selective catalytic reduction system (SCR), so the water vapor in the ventilation gas must be separated in advance to avoid entering the exhaust management and causing a hydrothermal reaction in the catalytic converter. At the same time, it must also be avoided Water vapor enters the oil pan, causing the oil to emulsify. The separated water enters the evaporator of the hydrogen pipeline to compensate for the large amount of heat required to absorb high-pressure hydrogen and decompress it into low-pressure hydrogen.
  • SCR selective catalytic reduction system
  • the dehydrated crankcase ventilation gas is directly injected into the engine exhaust pipe after being pressurized by a variable frequency fan. It then enters the exhaust post-processor of the oxidation catalytic converter (DOC) with the air flow. A small amount of unburned hydrogen is oxidized An oxidation reaction occurs in the exhaust post-processor of the type catalytic converter (DOC) to produce gaseous water. The heat released by the oxidation reaction increases the exhaust temperature and enables selective catalysis. Reduces the ignition temperature that the system can more easily reach. CO in other crankcase pollutants is oxidized into CO 2 , and NOx is reduced to N 2 and water through the SCR system and discharged into the atmosphere.
  • DOC oxidation catalytic converter
  • the direct injection hydrogen internal combustion engine crankcase system in the above embodiment can be used in the field of vehicle technology. That is, according to another aspect of the present application, a vehicle is provided, including a direct injection hydrogen internal combustion engine crankcase system.
  • the direct injection hydrogen internal combustion engine crankcase The system is the above-mentioned direct injection hydrogen internal combustion engine crankcase system.
  • This arrangement implements an active crankcase control system through a variable frequency fan. After the crankcase pollutants are dehumidified through the condenser, the exhaust post-processor performs harmless treatment, thereby reducing harmful gas emissions when the vehicle is driving.
  • a method for controlling a crankcase system of a direct-injection hydrogen internal combustion engine is provided.
  • the method is used in the above-mentioned crankcase system of a direct-injection hydrogen internal combustion engine.
  • the method includes the following steps: obtaining the parameters in the crankcase of the direct-injection hydrogen internal combustion engine. Pressure information; determine whether the pressure information meets the preset conditions; when the pressure information does not meet the preset conditions, generate a control instruction, and the control instruction is used to control the rotation of the fan part to replenish air into the crankcase of the direct injection hydrogen internal combustion engine, Until the pressure information in the crankcase of the direct injection hydrogen internal combustion engine meets the preset conditions.
  • judging whether the pressure information satisfies a preset condition includes: judging whether the pressure information is within a preset interval, where the preset interval is P, (-1)KPa ⁇ P ⁇ 0. This arrangement ensures pressure balance in the crankcase.
  • the method includes: when it is detected that the pressure in the crankcase is higher than 0KPa, control the fan unit to perform forward speed regulation, extract air from the crankcase to ensure that the pressure in the crankcase meets the preset conditions, and after dehumidification by the electronic condenser , the gas is repressurized, and the contaminated area of the crankcase is introduced into the exhaust system of the engine through the crankcase pipeline.
  • the controller adjusts the speed of the fan section in reverse to replenish fresh air into the crankcase to ensure that the pressure in the crankcase meets the preset conditions. This arrangement maintains pressure balance within the crankcase.
  • a micro-pressure sensor is used to measure the pressure in the crankcase in real time, and the ECU controls the flow rate of the variable frequency fan in a closed loop to achieve dynamic stability of the pressure in the crankcase.
  • the control system works in a closed loop, that is, the frequency converter sets a target quantity, and obtains the feedback quantity from the difference between the actual measured data of the sensor and the target quantity; when the feedback quantity is less than the target quantity, the frequency converter gives a frequency increase signal to increase the frequency. , the fan speed increases accordingly. On the contrary, the frequency converter gives a frequency decrease signal to reduce the frequency, and the fan speed decreases accordingly.
  • This control method only adds a micro-pressure sensor and is low-cost and easy to implement.
  • the control adopts variable frequency circuit control, which is significantly better than the PID controller and is less prone to overshoot and oscillation. It is an effective electrification measure that takes into account both crankcase emissions and hydrogen internal combustion engine safety. By replacing the traditional mechanical pressure difference control method with an electrified control method and using the crankcase pressure of the hydrogen internal combustion engine as the target for closed-loop control, the engine meets the best requirements in all operating conditions.
  • spatially relative terms can be used here, such as “on", “on", “on the upper surface of", “above”, etc., to describe what is shown in the figure.
  • the exemplary term “over” may include “over” and “on “Down” orientation.
  • the device may be oriented differently (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

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Abstract

一种直喷氢内燃机曲轴箱系统及具有其的车辆及控制方法，直喷氢内燃机曲轴箱系统包括：曲轴箱（1）；连通部，连通部与曲轴箱（1）连通设置，连通部内设置有电子冷凝器（3）；风机部（4），风机部（4）的进口端与连通部的出口端连通设置，风机部（4）的出口端通过补气管路（10）与曲轴箱（1）连通地设置；控制器，控制器与风机部（4）电性连接，控制器用于控制风机部（4）向曲轴箱（1）内进行补气，以使曲轴箱（1）内的压力位于预设区间。

Description

直喷氢内燃机曲轴箱系统及具有其的车辆及控制方法 技术领域
本申请涉及曲轴箱技术领域，具体而言，涉及一种直喷氢内燃机曲轴箱系统及具有其的车辆及控制方法，本申请要求于2022年8月30日提交至中国国家知识产权局、申请号为202211044454.X、发明名称为“直喷氢内燃机曲轴箱系统及具有其的车辆及控制方法”的专利申请的优先权。
背景技术
直喷氢内燃机是氢能利用的前沿技术手段之一，但是直喷氢内燃机的曲轴箱排气污染物尚未被广泛关注，目前国内外的汽车厂家和研究机构普遍采用沿用汽油机的控制方式和方法。
现有技术中公开了一种油气分离器和文丘里原理的呼吸管的曲轴箱污染物的处理系统，包括：第一油气分离器、第一呼吸管、文丘里管、第二呼吸管。该发明所提供曲轴箱污染物的处理系统，在发动机处于小负荷工况下，由进气歧管形成负压，通过第一呼吸管将曲轴箱内的污染物抽吸出来；当发动机大负荷运行时，由文丘里管的喉部形成负压，通过第二呼吸管将曲轴箱内污染物快速抽吸出来，抽吸出来的污染物可随新鲜空气一起进入燃烧室燃烧，以解决曲轴箱污染物的排放问题，同时还能够减少机油稀释、第二呼吸管的堵塞。
现有技术中公开了另一种相关技术，用于减少气体发动机曲轴箱可燃气体积聚的装置，设于气体发动机进气管与发动机曲轴箱之间，所述气体发动机进气管的管路上设有增压器、多路回气管和冷凝器组成，当发动机运转时，通过增压器的抽吸力，将曲轴箱内多余的油气混合气体经过回气管和冷凝器的冷却，将混合气体中的水蒸气冷凝成液态的水进行分离，剩余的气态混合物通过回气管同发动机进气混合重新进入气缸内参与燃烧。
上述相关技术主要是针对汽油机的曲轴箱污染物进行处理，或者降低气体发动机曲轴箱排出的污染物，并没有有效的解决直喷氢内燃机曲轴箱排出气体的有效处理方法。
发明内容
本申请的主要目的在于提供一种直喷氢内燃机曲轴箱系统及具有其的车辆及控制方法，以解决现有技术中曲轴箱有排气污染物的问题。
为了实现上述目的，根据本申请的一个方面，提供了一种直喷氢内燃机曲轴箱系统，包括：曲轴箱；连通部，连通部与曲轴箱连通设置，连通部内设置有电子冷凝器；风机部，风机部的进口端与连通部的出口端连通设置，风机部的出口端通过补气管路与曲轴箱连通地设置；控制器，控制器与风机部电性连接，控制器用于控制风机部向曲轴箱内进行补气，以使曲轴箱内的压力位于预设区间。
进一步地，曲轴箱内设置有微压传感器，控制器与微压传感器电性连接，微压传感器用于检测曲轴箱内的压力。
进一步地，直喷氢内燃机曲轴箱系统包括：排气后处理器，排气后处理器的进口端通过曲轴箱管路与风机的其中一个出气口连通地设置。
进一步地，排气后处理器为氧化型催化器。
进一步地，直喷氢内燃机曲轴箱系统包括：蒸发器，蒸发器的进口端通过冷凝水管路与连通部的其中一个出口连通地设置，其中，经电子冷凝器冷凝形成的液态水通过冷凝水管与蒸发器进行热交换。
进一步地，直喷氢内燃机曲轴箱系统包括：氢气源，氢气源的供氢管路与蒸发器相邻地设置以进行热交换作业。
进一步地，曲轴箱内的压力预设区间为P，其中，(-1)KPa≤P≤0。
根据本申请的另一方面，提供了一种车辆，包括直喷氢内燃机曲轴箱系统，直喷氢内燃机曲轴箱系统为上述的直喷氢内燃机曲轴箱系统。
根据本申请的另一方面，提供了一种喷氢内燃机曲轴箱系统的控制方法，方法用于上述的直喷氢内燃机曲轴箱系统，方法包括以下步骤：获取直喷氢内燃机曲轴箱内的压力信息；判断压力信息是否满足预设条件；在压力信息不满足预设条件的情况下，生成控制指令，控制指令用于控制风机部转动，以向直喷氢内燃机曲轴箱内进行补气，直至直喷氢内燃机曲轴箱内的压力信息满足预设条件。
进一步地，判断压力信息是否满足预设条件，包括：判断压力信息是否位于预设区间内，其中，预设区间为P，(-1)KPa≤P≤0。
进一步地，方法包括：当检测到曲轴箱内压力高于0KPa时，控制风机部进行正向调速，从曲轴箱内抽气保证曲轴箱内的压力满足预设条件，经过电子冷凝器除湿后，对气体进行二次增压，并经过曲轴箱管路将曲轴箱污染区引入发动机的排气系统内；当检测到曲轴箱内压力低于-1KPa时，控制器对风机部进行逆向调速，向曲轴箱内补充新鲜空气，保证曲轴箱内的压力满足预设条件。
应用本申请的技术方案，提供一种直喷氢内燃机曲轴箱系统，其连通部与曲轴箱连通设置，连通部内设置有电子冷凝器。风机部的进口端与连通部的出口端连通设置，风机部的出口端通过补气管路与曲轴箱连通地设置。控制器与风机部电性连接，控制器用于控制风机部向曲轴箱内进行补气，以使曲轴箱内的压力位于预设区间。本申请以曲轴箱压力为目标进行闭环控制，消除曲轴箱污染物,提高曲轴箱的可靠性。
附图说明
构成本申请的一部分的说明书附图用来提供对本申请的进一步理解，本申请的示意性实施例及其说明用于解释本申请，并不构成对本申请的不当限定。在附图中：
图1示出了根据本申请的一种直喷氢内燃机曲轴箱系统的第一实施例的结构示意图；
图2是根据本申请实施例的一种直喷氢内燃机曲轴箱系统的控制方法的示意图。
其中，上述附图包括以下附图标记：
1、曲轴箱；2、微压传感器；3、电子冷凝器；4、风机部；5、排气后处理器；6、蒸发器；7、
氢气源；8、曲轴箱管路；9、冷凝水管路；10、补气管路。
具体实施方式
需要说明的是，在不冲突的情况下，本申请中的实施例及实施例中的特征可以相互组合。下面将参考附图并结合实施例来详细说明本申请。
需要注意的是，这里所使用的术语仅是为了描述具体实施方式，而非意图限制根据本申请的示例性实施方式。如在这里所使用的，除非上下文另外明确指出，否则单数形式也意图包括复数形式，此外，还应当理解的是，当在本说明书中使用术语“包含”和/或“包括”时，其指明存在特征、步骤、操作、器件、组件和/或它们的组合。
需要说明的是，本申请的说明书和权利要求书及上述附图中的术语“第一”、“第二”等是用于区别类似的对象，而不必用于描述特定的顺序或先后次序。应该理解这样使用的术语在适当情况下可以互换，以便这里描述的本申请的实施方式例如能够以除了在这里图示或描述的那些以外的顺序实施。此外，术语“包括”和“具有”以及他们的任何变形，意图在于覆盖不排他的包含，例如，包含了一系列步骤或单元的过程、方法、系统、产品或设备不必限于清楚地列出的那些步骤或单元，而是可包括没有清楚地列出的或对于这些过程、方法、产品或设备固有的其它步骤或单元。
现在，将参照附图更详细地描述根据本申请的示例性实施方式。然而，这些示例性实施方式可以由多种不同的形式来实施，并且不应当被解释为只限于这里所阐述的实施方式。应当理解的是，提供这些实施方式是为了使得本申请的公开彻底且完整，并且将这些示例性实施方式的构思充分传达给本领域普通技术人员，在附图中，为了清楚起见，有可能扩大了层和区域的厚度，并且使用相同的附图标记表示相同的器件，因而将省略对它们的描述。
结合图1至图2所示，根据本申请的具体实施例，提供了一种直喷氢内燃机曲轴箱系统。
具体地，如图1所示，一种直喷氢内燃机曲轴箱系统，包括：曲轴箱1、连通部、风机部4和控制器。连通部与曲轴箱1连通设置，连通部内设置有电子冷凝器3。风机部4的进口端与连通部的出口端连通设置，风机部4的出口端通过补气管路10与曲轴箱1连通地设置。控制器与风机部4电性连接，控制器用于控制风机部4向曲轴箱1内进行补气，以使曲轴箱1内的压力位于预设区间。本实施例中风机部可以选用变频风机。
在本实施例中，采取风机部4对氢气内燃机曲轴箱系统进行补气，并以曲轴箱压力为目标进行闭环控制，同时能够消除曲轴箱污染物，并且摒弃传统乘用车复杂的曲轴箱通风管路系统，提高曲轴箱的可靠性。
进一步地，曲轴箱1内设置有微压传感器2，控制器与微压传感器2电性连接，微压传感器2用于检测曲轴箱1内的压力。这样设置可以检测曲轴箱内的压力，ECU以微压传感器2的测量值对曲轴箱内压力进行闭环控制，通过风机部4对曲轴箱1进行强制补气，以维持曲轴箱内的压力始终控制在固定的范围内，提高曲轴箱的稳定性。
在本申请的另一实施例中，直喷氢内燃机曲轴箱系统包括：排气后处理器5，排气后处理器5的进口端通过曲轴箱管路8与风机部4的其中一个出气口连通地设置。使得从曲轴箱内排出的气体进行燃烧处理。本实施例中的排气后处理器5选用为氧化型催化器(DOC)排气后处理器。
进一步地，排气后处理器5为氧化型催化器。使得曲轴箱内排出的气体进行充分的燃烧处理。
在本申请的另一实施例中，直喷氢内燃机曲轴箱系统包括：蒸发器6，蒸发器6的进口端通过冷凝水管路9与连通部的其中一个出口连通地设置，其中，经电子冷凝器3冷凝形成的液态水通过冷凝水管路9与蒸发器6进行热交换。将冷凝的水流入蒸发器内，使得在蒸发器内进行热交换，保证可靠性。
进一步地，直喷氢内燃机曲轴箱系统包括：氢气源7，氢气源7的供氢管路与蒸发器6相邻地设置以进行热交换作业，这样设置能够保证管路中的氢气的温度始终处于安全使用温度值范围内，有效提高了该系统的可靠性。
具体地，曲轴箱1内的压力预设区间为P，其中，(-1)KPa≤P≤0。这样设置主要起到保护作用，保证了曲轴箱的可靠性与安全性，也防止出现热排气倒流入曲轴箱系统之类的事故。
在本申请的另一实施例中，曲轴箱内布置一个微压传感器，用来检测曲轴箱内实时压力。发动机启动后，曲轴箱的气体通过风机部4上行，经过电子冷凝器3将水蒸气进行分离，水通过管路进入蒸发器内。脱水后的曲轴箱气体，通过风机部4进一步增压后通过管路进入到排气后处理器5中进行燃烧。ECU以微压传感器2的测量值对曲轴箱内压力进行闭环控制，通过风机部4对曲轴箱1进行强制补气，以维持曲轴箱内的压力始终控制在0～(-1)KPa内。
如图1所示，由于曲轴箱内压力是动态平衡的过程，采取稳压腔体的设计保证微压传感器的精度，同时也避免受到飞溅机油的干扰，对灵敏度造成影响。直喷氢发动机的排气后处理器采取选择性催化还原系统(SCR)，所以必须提前将通风气体内的水蒸气分离，避免进入排气管理内使催化器产生水热反应，同时也要避免水蒸气进入机油盘内，造成机油乳化现象。分离后的水进入氢气管路的蒸发器内，弥补高压氢气减压成低压氢气的过程中需要大量吸热。直喷经过脱水后的曲轴箱通风气体，通过变频风机增压后排入发动机排气管路内，随气流进入氧化型催化器(DOC)的排气后处理器内，少量未燃氢气在氧化型催化器(DOC)的排气后处理器内发生氧化反应生产成气态水，氧化反应放出的热量提升排气温度，使选择性催化 还原系统更容易达到的起燃温度。其他曲轴箱污染物中的CO经过氧化变成CO2，NOx通过SCR系统被还原成N2和水，排入大气中。
上述实施例中的直喷氢内燃机曲轴箱系统，可以用于车辆技术领域，即根据本申请的另一方面，提供了一种车辆，包括直喷氢内燃机曲轴箱系统，直喷氢内燃机曲轴箱系统为上述的直喷氢内燃机曲轴箱系统。这样设置实现一种通过变频风机主动式的曲轴箱控制系统，将曲轴箱污染物通过冷凝器除湿后、排气后处理器进行无害化处理，使得车辆行驶时降低有害气体的排放。
根据本申请的另一方面，提供了一种直喷氢内燃机曲轴箱系统的控制方法，方法用于上述的直喷氢内燃机曲轴箱系统，方法包括以下步骤：获取直喷氢内燃机曲轴箱内的压力信息；判断压力信息是否满足预设条件；在压力信息不满足预设条件的情况下，生成控制指令，控制指令用于控制风机部转动，以向直喷氢内燃机曲轴箱内进行补气，直至直喷氢内燃机曲轴箱内的压力信息满足预设条件。
进一步地，判断压力信息是否满足预设条件，包括：判断压力信息是否位于预设区间内，其中，预设区间为P，(-1)KPa≤P≤0。这样设置保证曲轴箱内的压力平衡。
具体地，方法包括：当检测到曲轴箱内压力高于0KPa时，控制风机部进行正向调速，从曲轴箱内抽气保证曲轴箱内的压力满足预设条件，经过电子冷凝器除湿后，对气体进行二次增压，并经过曲轴箱管路将曲轴箱污染区引入发动机的排气系统内。当检测到曲轴箱内压力低于-1KPa时，控制器对风机部进行逆向调速，向曲轴箱内补充新鲜空气，保证曲轴箱内的压力满足预设条件。这样设置可以保持曲轴箱内的压力平衡。
如图2所示，以曲轴箱内压力为控制对象，采取微压传感器实时测量曲轴箱内的压力，通过ECU进行闭环控制变频风机的流量，来实现曲轴箱内压力的动态稳定。控制系统工作时为闭环工作，即变频器设定一个目标量，从传感器的实测数据与目标量的差值获得反馈量；当反馈量小于目标量，变频器给出频率上升信号使频率升高，风机转速随之上升。反之变频器给出频率下降信号使频率降低，风机转速随之下降。该控制方法仅新增一个微压传感器，成本低易于实现。控制上采取变频电路控制，显著优于PID控制器，不易出现超调和震荡，是一种兼顾解决曲轴箱排放和氢气内燃机安全的电气化有效措施。通过电气化的控制方式替代传统机械式压差控制方式，以氢气内燃机曲轴箱压力为目标进行闭环控制，发动机运行全工况满足最佳要求。
为了便于描述，在这里可以使用空间相对术语，如“在……之上”、“在……上方”、“在……上表面”、“上面的”等，用来描述如在图中所示的一个器件或特征与其他器件或特征的空间位置关系。应当理解的是，空间相对术语旨在包含除了器件在图中所描述的方位之外的在使用或操作中的不同方位。例如，如果附图中的器件被倒置，则描述为“在其他器件或构造上方”或“在其他器件或构造之上”的器件之后将被定位为“在其他器件或构造下方”或“在其他器件或构造之下”。因而，示例性术语“在……上方”可以包括“在……上方”和“在…… 下方”两种方位。该器件也可以其他不同方式定位(旋转90度或处于其他方位)，并且对这里所使用的空间相对描述作出相应解释。
除上述以外，还需要说明的是在本说明书中所谈到的“一个实施例”、“另一个实施例”、“实施例”等，指的是结合该实施例描述的具体特征、结构或者特点包括在本申请概括性描述的至少一个实施例中。在说明书中多个地方出现同种表述不是一定指的是同一个实施例。进一步来说，结合任一实施例描述一个具体特征、结构或者特点时，所要主张的是结合其他实施例来实现这种特征、结构或者特点也落在本申请的范围内。
在上述实施例中，对各个实施例的描述都各有侧重，某个实施例中没有详述的部分，可以参见其他实施例的相关描述。
以上所述仅为本申请的优选实施例而已，并不用于限制本申请，对于本领域的技术人员来说，本申请可以有各种更改和变化。凡在本申请的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本申请的保护范围之内。

Claims (11)

  1. 一种直喷氢内燃机曲轴箱系统，其特征在于，包括：
    曲轴箱(1)；
    连通部，所述连通部与所述曲轴箱(1)连通设置，所述连通部内设置有电子冷凝器(2)；
    风机部(4)，所述风机部(4)的进口端与所述连通部的出口端连通设置，所述风机部(4)的出口端通过补气管路(10)与所述曲轴箱(1)连通地设置；
    控制器，所述控制器与所述风机部(4)电性连接，所述控制器用于控制所述风机部(4)向所述曲轴箱(1)内进行补气，以使所述曲轴箱(1)内的压力位于预设区间。
  2. 根据权利要求1所述的直喷氢内燃机曲轴箱系统，其特征在于，所述曲轴箱(1)内设置有微压传感器(2)，所述控制器与所述微压传感器(2)电性连接，所述微压传感器(2)用于检测所述曲轴箱(1)内的压力。
  3. 根据权利要求1或2所述的直喷氢内燃机曲轴箱系统，其特征在于，所述直喷氢内燃机曲轴箱系统包括：
    排气后处理器(5)，所述排气后处理器(5)的进口端通过曲轴箱管路(8)与所述风机部(4)的其中一个出气口连通地设置。
  4. 根据权利要求3所述的直喷氢内燃机曲轴箱系统，其特征在于，所述排气后处理器(5)为氧化型催化器。
  5. 根据权利要求1所述的直喷氢内燃机曲轴箱系统，其特征在于，所述直喷氢内燃机曲轴箱系统包括：
    蒸发器(6)，所述蒸发器(6)的进口端通过冷凝水管路(9)与所述连通部的其中一个出口连通地设置，其中，经所述电子冷凝器(3)冷凝形成的液态水通过所述冷凝水管路(9)与所述蒸发器(6)进行热交换。
  6. 根据权利要求5所述的直喷氢内燃机曲轴箱系统，其特征在于，所述直喷氢内燃机曲轴箱系统包括：
    氢气源(7)，所述氢气源(7)的供氢管路与所述蒸发器(6)相邻地设置以进行热交换作业。
  7. 根据权利要求1所述的直喷氢内燃机曲轴箱系统，其特征在于，所述曲轴箱(1)内的压力预设区间为P，其中，(-1)KPa≤P≤0。
  8. 一种车辆，包括直喷氢内燃机曲轴箱系统，其特征在于，所述直喷氢内燃机曲轴箱系统为权利要求1至7中任一项所述的直喷氢内燃机曲轴箱系统。
  9. 一种直喷氢内燃机曲轴箱系统的控制方法，所述方法用于控制权利要求1至7中任一项所述的直喷氢内燃机曲轴箱系统，其特征在于，所述方法包括以下步骤：
    获取直喷氢内燃机曲轴箱内的压力信息；
    判断所述压力信息是否满足预设条件；
    在所述压力信息不满足预设条件的情况下，生成控制指令，所述控制指令用于控制风机部转动，以向所述直喷氢内燃机曲轴箱内进行补气，直至所述直喷氢内燃机曲轴箱内的压力信息满足所述预设条件。
  10. 根据权利要求9所述的方法，其特征在于，判断所述压力信息是否满足预设条件，包括：
    判断所述压力信息是否位于预设区间内，其中，所述预设区间为P，(-1)KPa≤P≤0。
  11. 根据权利要求10所述的方法，其特征在于，所述方法包括：
    当检测到曲轴箱内压力高于0KPa时，控制所述风机部进行正向调速，从曲轴箱内抽气保证曲轴箱内的压力满足预设条件，经过电子冷凝器除湿后，对气体进行二次增压，并经过曲轴箱管路将曲轴箱污染区引入发动机的排气系统内；
    当检测到曲轴箱内压力低于-1KPa时，控制器对风机部进行逆向调速，向曲轴箱内补充新鲜空气，保证曲轴箱内的压力满足预设条件。
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