CN117189301A - Lubricating system of engine and control method - Google Patents

Abstract

The application provides a lubrication system and a control method of an engine, and relates to the technical field of engine lubrication. The lubrication system comprises a lubrication channel, an engine oil strainer, an engine oil filter and a crankcase ventilation system, wherein the lubrication channel comprises a first lubrication oil channel and a second lubrication oil channel; at least part of the engine oil strainer is immersed in the lubricating oil in the oil pan; the engine oil filter is positioned between the lubrication channel and the engine oil strainer; crankcase ventilation systems can be used to increase the gas pressure within the crankcase; the first lubricating oil duct comprises a first oil pump, the second lubricating oil duct comprises a second oil pump, lubricating oil enters from the engine oil strainer under the operation of the first oil pump or the second oil pump, and flows into the first lubricating oil duct and the second lubricating oil duct respectively through the engine oil filter. The lubricating system can meet the lubricating requirement of an engine only through one set of engine oil strainer and engine oil filter, reduces the occupied space of the lubricating system and simultaneously reduces the economic cost.

Description

Lubricating system of engine and control method

Technical Field

The application relates to the technical field of engine lubrication, in particular to a lubrication system and a control method of an engine.

Background

When the engine works, the friction surfaces do relative motion at a high speed, and friction between the metal surfaces not only increases the power consumption in the engine, but also ensures that the working surfaces of parts are worn rapidly; the heat generated by friction may also melt certain work piece surfaces, causing the engine to fail. Therefore, in order to ensure the normal operation of the engine, the surfaces of the relative moving parts in the engine must be lubricated, so that a thin oil film is arranged between the metal surfaces, thereby reducing friction resistance, reducing power loss, reducing wear and prolonging the service life of the engine.

At present, related schemes divide an engine lubricating system into a plurality of lubricating oil ways to lubricate according to different lubricating oil pressures required by different oil using components, and each lubricating oil way is provided with a corresponding device independently.

Disclosure of Invention

The application provides a lubrication system and a control method of an engine, which aim to solve the technical problems of reducing the space occupied by the lubrication system, reducing the arrangement difficulty and reducing the economic cost.

An embodiment of the present application provides a lubrication system of an engine, including: the lubrication channel comprises a first lubrication oil channel and a second lubrication oil channel; an oil strainer at least partially immersed in the lubricating oil in the oil pan; an oil filter located between the lubrication channel and the oil strainer; a crankcase ventilation system operable to increase a gas pressure within the crankcase; the first lubricating oil duct comprises a first oil pump, the second lubricating oil duct comprises a second oil pump, lubricating oil enters from the engine oil strainer under the operation of the first oil pump and the second oil pump, and flows into the first lubricating oil duct and the second lubricating oil duct respectively through the engine oil filter.

Further, the crankcase ventilation system comprises a crankcase air supplementing system and a crankcase exhaust system, the crankcase air supplementing system comprises an air supplementing pipeline, two ends of the air supplementing pipeline are respectively communicated with the crankcase and the air inlet pipe, the air supplementing pipeline is provided with a blower for increasing the pressure of gas in the crankcase, and the crankcase exhaust system is used for guiding the gas in the crankcase into the combustion chamber for combustion.

Further, the first lubricating oil passage is a cylinder head oil passage of the engine, and the second lubricating oil passage is a cylinder block oil passage of the engine.

The embodiment of the application also provides a control method of the engine lubrication system, which is used for controlling the lubrication system, and comprises the following steps: acquiring the rotating speed of the engine; when the rotating speed of the engine is larger than or equal to a rotating speed threshold value, confirming that the engine is in a high rotating speed state; when the rotating speed of the engine is smaller than a rotating speed threshold value, confirming that the engine is in a low rotating speed state; the crankcase ventilation system is controlled to boost the gas in the crankcase when the engine is in a high speed state.

Further, the crankcase ventilation system comprises a crankcase air supplementing system, wherein the crankcase air supplementing system comprises an air supplementing pipeline, and the air supplementing pipeline is provided with a blower and a one-way valve; controlling the crankcase ventilation system to boost gas in the crankcase when the engine is in a high speed state comprises: and controlling the crankcase air supplementing system to boost the air in the crankcase when the engine is in a high-speed state.

Further, two ends of the air supplementing pipeline are respectively communicated with the crankcase and the air inlet pipe; the controlling the crankcase ventilation system to boost the gas in the crankcase when the engine is in a high speed state comprises: and controlling the air blower to suck air in the air inlet pipe to boost the air in the crankcase when the engine is in a high-rotating-speed state.

Further, the crankcase ventilation system is provided with a supercharger and an auxiliary supercharging system, and after the engine is in a high-rotation-speed state and the air blower is controlled to suck air in the air inlet pipe to supercharge the air in the crankcase, the control method further comprises the following steps: and starting the auxiliary booster system to suck gas to meet the combustion requirement of the engine.

Further, the crankcase ventilation system further comprises a crankcase ventilation system; after the engine is in the high-speed state and the air blower is controlled to absorb the air in the air inlet pipe to boost the air in the crankcase, the controlling the crankcase air supplementing system to boost the air in the crankcase when the engine is in the high-speed state further comprises: and controlling the crankcase ventilation system to be closed when the engine is in a high-speed state, and preventing gas in the crankcase from entering the crankcase ventilation system.

Further, the crankcase ventilation system further comprises a crankcase ventilation system; after the engine is in the high-speed state and the air blower is controlled to absorb the air in the air inlet pipe to boost the air in the crankcase, the controlling the crankcase air supplementing system to boost the air in the crankcase when the engine is in the high-speed state further comprises: the crankcase ventilation system is controlled to alternately open and close when the engine is in a high speed state.

Further, the crankcase ventilation system includes the crankcase ventilation system, and the controlling the crankcase ventilation system to boost gas in the crankcase when the engine is in a high speed state includes: pressurizing gas in a crankcase by utilizing leakage gas generated by the engine piston when the engine is in a high-speed state; after the confirmation that the engine is in the low rotation state, the control method further includes: acquiring the load of the engine; when the load of the engine is greater than or equal to a load threshold value, confirming that the engine is in a high-load state; when the load of the engine is smaller than a load threshold value, confirming that the engine is in a low-load state; and controlling the crankcase ventilation system to be closed when the engine is in a high-load state, and preventing gas in the crankcase from entering the crankcase ventilation system.

The application provides a lubrication system of an engine, which comprises a lubrication channel, an engine oil strainer, an engine oil filter and a crankcase ventilation system, wherein the lubrication channel comprises a first lubrication oil channel and a second lubrication oil channel; at least part of the engine oil strainer is immersed in the lubricating oil in the oil pan; the engine oil filter is positioned between the lubrication channel and the engine oil strainer; crankcase ventilation systems can be used to increase the gas pressure within the crankcase; the first lubricating oil duct comprises a first oil pump, the second lubricating oil duct comprises a second oil pump, lubricating oil enters from the engine oil strainer under the operation of the first oil pump or the second oil pump, and flows into the first lubricating oil duct and the second lubricating oil duct respectively through the engine oil filter. This lubricating system sets up two lubricated oil ducts, can satisfy the different lubrication pressure demands of different spare parts, only adopts one set of machine oil strainer and oil cleaner equipment to two lubricated oil ducts, all is connected with the oil-out of same oil cleaner with different lubricated oil ducts, compares in two conventional sets of equipment and can effectively subtracts one set of machine oil strainer and oil cleaner, thereby uses the reduction of equipment quantity to reduce the space that lubricating system occupy, has also reduced the degree of difficulty of arranging, has still reduced manufacturing cost and later maintenance cost that uses simultaneously.

Drawings

FIG. 1 is a schematic diagram of an engine lubrication system according to an embodiment of the present disclosure;

fig. 2 is a schematic structural diagram of a crankcase ventilation system according to an embodiment of the application;

FIG. 3 is a schematic flow chart of a control method of an engine lubrication system according to an embodiment of the present application;

FIG. 4 is a schematic flow chart of another method for controlling an engine lubrication system according to an embodiment of the present application;

FIG. 5 is a flow chart of another method for controlling an engine lubrication system according to an embodiment of the present application;

FIG. 6 is a flow chart of another method for controlling an engine lubrication system according to an embodiment of the present application;

fig. 7 is a flowchart of another control method of an engine lubrication system according to an embodiment of the present application.

Description of the reference numerals

100. A lubrication system; 110. a lubrication channel; 111. a first lubrication oil passage; 111A, cylinder head oil passage; 1111. a chain tensioner; 1112. variable valve timing; 1113. a cam shaft; 1114. a vacuum pump; 1115. a high pressure oil pump; 112. a second lubrication oil passage; 112A, cylinder oil passage; 1121. a piston cooling nozzle; 1122. a main shaft bush and a connecting rod bush; 113. a first oil pump; 114. a second oil pump; 120. an engine oil strainer; 130. an oil filter; 140. a crankcase ventilation system; 141. a crankcase ventilation system; 1411. an air supplementing pipeline; 1412. a blower; 142. a crankcase ventilation system; 1421. a high load pipeline; 1422. a low load pipeline; 1423. a one-way valve; 143. air filtering; 144. an air inlet pipe; 145. a supercharger; 146. an intercooler; 147. a throttle valve; 148. an intake manifold; 149. a pressure relief pipeline; 1491. an electronic pressure relief valve; 150. an oil pan; 160. a crankcase; 161. an oil-gas separator.

Detailed Description

The present application will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present application more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the application.

The individual features described in the specific embodiments can be combined in any suitable manner, without contradiction, for example by combination of different specific features, to form different embodiments and solutions. Various combinations of the specific features of the application are not described in detail in order to avoid unnecessary repetition.

In the following description, references to the term "first/second/are merely to distinguish between different objects and do not indicate that the objects have the same or a relationship therebetween. It should be understood that references to orientations of "above", "below", "outside" and "inside" are all orientations in normal use, and "left" and "right" directions refer to left and right directions illustrated in the specific corresponding schematic drawings, and may or may not be left and right directions in normal use.

It should be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element. The term "coupled," unless specifically indicated otherwise, includes both direct and indirect coupling.

In the specific embodiment, the lubrication system is suitable for lubrication of any type of engine, for example, the lubrication system can be applied to lubrication of a diesel engine, and the problems that the diesel engine lubrication system occupies large space, is difficult to arrange and is high in maintenance cost are solved; for example, the lubricating system can be applied to lubrication of a gasoline engine, and solves the problems of large occupied space, high arrangement difficulty and high maintenance cost of the gasoline engine lubricating system. The lubrication system is also applicable to engines of different types, for example, the lubrication system can be applied to lubrication of a household car engine, and the lubrication system can also be applied to lubrication of a commercial bus engine. The control method is the control method of the lubricating system. For ease of description, the following description will be given by taking a domestic gasoline engine lubrication system as an example, and the type of engine to which the lubrication system is applied does not have any influence on the structure of the lubrication system.

In some embodiments, as shown in fig. 1 and 2, the lubrication system 100 includes a lubrication passage 110, an oil strainer 120, an oil filter 130, and a crankcase ventilation system 140. The lubrication passage 110 includes a first lubrication oil passage 111 and a second lubrication oil passage 112; the oil strainer 120 is at least partially immersed in the lubricating oil in the oil pan 150; the oil filter 130 is located between the lubrication passage 110 and the oil strainer 120; the crankcase ventilation system 140 can be used to increase the gas pressure within the crankcase 160. The first lubrication oil passage 111 includes a first oil pump 113, the second lubrication oil passage 112 includes a second oil pump 114, and under the operation of the first oil pump 113 and the second oil pump 114, the lubrication oil enters from the oil strainer 120, passes through the oil filter 130, and flows into the first lubrication oil passage 111 and the second lubrication oil passage 112, respectively.

Specifically, the application considers the difference of the oil pressure of the lubricating oil required by different lubricating parts, and can divide a plurality of lubricating oil paths according to the lubricating requirements of all parts, so that the plurality of lubricating oil paths respectively and rapidly establish the oil pressure of different oil-using parts of the engine, thereby greatly shortening the time for establishing the oil pressure of all the oil-using parts of the engine and prolonging the service life of the engine. Meanwhile, the problems of metal abrasive dust entering, sundries entering in the air and engine oil oxide generation in the working process of the engine are considered, so that the sundries in the engine oil are gradually increased. If the lubricating oil is not filtered and directly enters the lubricating oil way, sundries contained in the lubricating oil can be brought into the friction surface of the kinematic pair, the abrasion of parts is accelerated, and the service life of the engine is reduced. The oil filter is used for filtering impurities, colloid and water in the lubricating oil and conveying clean lubricating oil to all lubricating parts.

In order to save space occupied by the whole lubrication system 100, the lubrication system 100 only comprises a set of oil strainer 120 and an oil filter 130, and the specific structure and the working principle are that the lubrication channel 110 comprises a first lubrication oil channel 111 and a second lubrication oil channel 112, the first lubrication oil channel 111 comprises a first oil pump 113, the second lubrication oil channel 112 comprises a second oil pump 114, an oil suction port of the oil strainer 120 is immersed in a lubricating oil liquid level in the oil pan 150, under the operation of the first oil pump 113 and the second oil pump 114, lubricating oil in the oil pan 150 flows into the oil filter 130 after passing through the oil strainer 120, and after passing through the oil filter 130, a lubrication pipeline is divided into two parts and flows into the first lubrication oil channel 111 and the second lubrication oil channel 112 respectively. The first lubrication oil passage 111 and the second lubrication oil passage 112 herein represent only two lubrication oil passages, and the two lubrication oil passages may be introduced into different parts for lubrication according to requirements, for example, the first lubrication oil passage 111 is a cylinder head oil passage 111A of an engine, and the second lubrication oil passage 112 is a cylinder block oil passage 112A of the engine. The components to be lubricated that communicate with the head oil passage 111A include a chain tensioner 1111, a variable valve timing 1112, a camshaft 1113, a vacuum pump 1114, a high-pressure oil pump 1115, a supercharger 145, and the like. The components in communication with the cylinder block oil gallery 112A that require lubrication include a piston cooling nozzle 1121 and a spindle shoe and connecting rod shoe 1122. In the operation state of only the first oil pump 113, the lubricating oil in the oil pan 150 flows into the oil filter 130 after passing through the oil strainer 120, and the lubricating oil directly flows into the first lubricating oil passage 111 after passing through the oil filter 130; similarly, in the operating state of the second oil pump 114, the lubricating oil in the oil pan 150 flows into the oil filter 130 after passing through the oil strainer 120, and the lubricating oil directly flows into the second lubrication oil passage 112 after passing through the oil filter 130.

It should be emphasized that, in general, the oil filter 130 of the engine is disposed generally after the oil pump, the oil strainer 120 is disposed before the oil pump, and the oil pump sucks the lubricating oil through the oil strainer 120 to the rear oil passage of the oil pump, filters the lubricating oil through the oil filter 130, and then passes to the main oil passage of the engine, and finally flows to each of the oil-consuming parts. The present application adopts a design that the oil filter 130 is arranged in front of the oil pump, that is, the lubricating oil firstly flows into the oil filter 130 for filtration and then passes through the oil pump. At the high speed in the engine, the flow of the lubricating oil is large, and the flow resistance of the oil filter 130 is large, so that the inlet resistance of the front end of the oil pump is large, the air is possibly sucked into the oil pump, the cavitation of the oil pump is caused, the engine oil pump and the engine bearing bush are damaged, and cavitation noise is generated. For greater oil pump flow resistance, the lubrication system 100 further includes a crankcase ventilation system 140, where the crankcase ventilation system 140 is used to increase the gas pressure in the crankcase 160, any manner that can increase the gas pressure in the crankcase 160 is satisfactory, such as increasing the gas pressure in the crankcase 160 by using blow-by generated by the engine piston; for example, the crankcase ventilation system 140 includes a crankcase ventilation system 141, and the crankcase ventilation system 141 includes a ventilation line 1411, and the gas in the crankcase 160 is pressurized by operation of a blower in the ventilation line 1411. One end of the air supply line 1411 may communicate with the crankcase 160, the other end may communicate with the atmosphere, draw air from the atmosphere, or communicate with an air intake pipe, draw air from the air intake pipe. The increase in gas pressure in the crankcase 160 is transferred to the level of the lubricant in the oil pan 150, which corresponds to pressurizing the lubricant in the oil pan 150, counteracting the resistance of the oil filter 130, and finally smoothing the suction of the oil pump. The specific operation steps will be described in detail in the subsequent control method.

The application provides a lubrication system of an engine, which comprises a lubrication channel, an engine oil strainer, an engine oil filter and a crankcase ventilation system, wherein the lubrication channel comprises a first lubrication oil channel and a second lubrication oil channel; at least part of the engine oil strainer is immersed in the lubricating oil in the oil pan; the engine oil filter is positioned between the lubrication channel and the engine oil strainer; crankcase ventilation systems can be used to increase the gas pressure within the crankcase; the first lubricating oil duct comprises a first oil pump, the second lubricating oil duct comprises a second oil pump, lubricating oil enters from the engine oil strainer under the operation of the first oil pump or the second oil pump, and flows into the first lubricating oil duct and the second lubricating oil duct respectively through the engine oil filter. This lubricating system sets up two lubricated oil ducts, can satisfy the different lubrication pressure demands of different spare parts, only adopts one set of machine oil strainer and oil cleaner equipment to two lubricated oil ducts, all is connected with the oil-out of same oil cleaner with different lubricated oil ducts, compares in two conventional sets of equipment and can effectively subtracts one set of machine oil strainer and oil cleaner, thereby uses the reduction of equipment quantity to reduce the space that lubricating system occupy, has also reduced the degree of difficulty of arranging, has still reduced manufacturing cost and later maintenance cost that uses simultaneously.

In some embodiments, as shown in fig. 2, the crankcase ventilation system 140 includes a crankcase ventilation system 141 and a crankcase ventilation system 142, the crankcase ventilation system 141 includes a gas supply line 1411, two ends of the gas supply line 1411 are respectively connected to the crankcase 160 and the gas inlet pipe 144, a blower 1412 is provided on the gas supply line 1411 for increasing the pressure of the gas in the crankcase 160, and the crankcase ventilation system 142 is used for guiding the gas in the crankcase 160 into the combustion chamber for combustion.

Specifically, under normal operation, gas in the crankcase 160 needs to be introduced into the combustion chamber through the crankcase exhaust system 142 for combustion, the crankcase exhaust system 142 includes a high load pipeline 1421 and a low load pipeline 1422, one end of the high load pipeline 1421 is communicated with the gas-oil separator 161 in the crankcase 160, the other end is communicated with the gas inlet pipe 144, one end of the low load pipeline 1422 is communicated with the gas-oil separator 161 in the crankcase 160, and the other end is communicated with the gas inlet manifold 148. Check valves are provided on both the high load line 1421 and the low load line 1422, and the check valves may be changed to electrically controlled valves only by allowing the gas in the crankcase 160 to flow into the high load line 1421 and the low load line 1422. The specific flow is as follows, the direction of the arrow in the figure is indicated as the gas flow direction, when the engine is running at low load, the negative pressure of the intake manifold 148 is large, and the gas in the crankcase 160 is pumped into the intake manifold 148 through the low load line 1422, and finally enters the combustion chamber to be burned. In order to avoid that the negative pressure of the crankcase 160 is extracted too much, so that the piston leakage amount becomes larger, and finally the engine oil consumption is influenced, the crankcase ventilation system 140 comprises a crankcase air supplementing system 141, the crankcase air supplementing system 141 comprises an air supplementing pipeline 1411, one section of the air supplementing pipeline 1411 is communicated with the crankcase 160, the other end of the air supplementing pipeline 1411 is communicated with an air inlet pipe 144, a blower 1412 is arranged on the air supplementing pipeline 1411, and the fresh air flow entering the crankcase ventilation system 140 can be controlled by actively operating the blower 1412 to control the pressure of the crankcase ventilation system 140. When the negative pressure in the crankcase 160 is large, fresh gas in the air inlet pipe 144 after the air filtering 143 is supplemented to the crankcase 160 through the gas supplementing pipeline 1411, so that the excessive negative pressure of the crankcase 160 is avoided, the gas can only flow to the crankcase 160 from the air inlet pipe 144 after the air filtering 143 due to the one-way valve 1423 arranged in the gas supplementing pipeline 1411. At high engine load, the gas in the intake manifold 148 is positive pressure, crankcase 160 gas cannot be pumped out through the low load line 1422, the air pressure of the intake pipe 144 after the air filter 143 is less than the atmospheric pressure, crankcase 160 gas is pumped out through the high load line 1421 into the intake pipe 144 after the air filter 143, and the gas sequentially passes through the supercharger 145, the intercooler 146, the throttle valve 147 and the intake manifold 148, and then enters the combustion chamber for combustion. The supercharged engine is further provided with a pressure relief pipeline 149, an electronic pressure relief valve 1491 is arranged on the pressure relief pipeline 149, when the vehicle decelerates, a throttle valve 147 is closed, the electronic pressure relief valve 1491 is opened, and pressurized gas of the supercharger 145 must be discharged to the air inlet pipe 144 after the air filter 143 through the pressure relief pipeline 149, so that the condition that the supercharging pressure is overlarge and the engine supercharger 145 and the throttle valve 147 are damaged is avoided.

The present embodiment provides a control method of an engine lubrication system, which is applicable to a lubrication system as shown in any one of fig. 1 to 2. Referring to fig. 3, fig. 3 is a flow chart of a control method of an engine lubrication system according to an embodiment of the application, where the flow chart of the control method includes:

step S100, the rotational speed of the engine is acquired.

Specifically, the engine system is provided with a plurality of sensors, and the real-time rotation speed of the engine can be obtained through the sensors, for example, a position sensor is arranged near a crankshaft of the engine, so that the real-time rotation speed of the engine can be directly obtained.

Step S200, when the rotating speed of the engine is larger than or equal to a rotating speed threshold value, confirming that the engine is in a high rotating speed state; and when the rotating speed of the engine is smaller than the rotating speed threshold value, confirming that the engine is in a low rotating speed state.

Specifically, a rotation speed threshold is set in the system in advance, and the engine is judged to be in a high rotation speed state or a low rotation speed state by comparing the set rotation speed threshold with the real-time rotation speed, wherein the setting of the rotation speed threshold can be determined according to actual demand conditions, and the setting is not specifically limited. The real-time rotating speed of the engine is larger than or equal to the rotating speed threshold value, the engine is in a high rotating speed state at the moment, the real-time rotating speed of the engine is smaller than the rotating speed threshold value, and the engine is in a low rotating speed state at the moment. For example, the speed threshold is set to 3000 rpm, the real-time speed of the engine is 4000 rpm, and the engine is in a high speed state at this time; for example, the speed threshold is set at 3000 revolutions per minute, the real-time speed of the engine is 2000 revolutions per minute, and the engine is in a low speed state at this point.

Step S300, controlling the crankcase ventilation system to boost the gas in the crankcase when the engine is in a high rotation speed state.

Specifically, the engine lubrication system receives the rotational speed state information of the engine sent by the position sensor, sends a corresponding control command to the crankcase ventilation system, and the crankcase ventilation system responds to the control command to boost the gas in the crankcase, for example, the gas pressure in the crankcase is increased by utilizing the gas leakage generated by the engine piston; for example, crankcase ventilation systems include a crankcase ventilation system that includes a ventilation line that pressurizes gases within the crankcase by activating a blower in the ventilation line.

In addition, it should be noted that a pressure sensor is provided in the crankcase, and when the gas pressure in the crankcase is less than a threshold, the specific threshold may be determined according to the actual requirement, for example, the crankcase gas replenishing system is started, for example, the blower is started, the fresh air flow into the crankcase ventilation system is increased, and then the gas pressure in the crankcase is increased.

In order to further refine the control method, a load threshold value may be set, the load of the engine, which is also referred to as an engine load factor, is the ratio of the actual air intake of the engine to the maximum air intake of the engine, and the specific value is not limited and may be determined according to the actual requirement. For example, the load threshold is 30, and the engine is determined to be in a high load state when the obtained engine load is 30 or more, and is determined to be in a low load state when the obtained engine load is less than 30.

When the engine is in a low-rotation-speed state, the flow required by lubrication of all parts in the engine lubrication system is low, the flow resistance of the engine oil filter is very low, the first oil pump and the second oil pump cannot be influenced, and the air pressure in the crankcase does not need to be controlled. Thus, when the engine is operating at low speeds and low loads, the engine piston leakage is small and crankcase gases enter the intake manifold through the low load line and subsequently burn out through the intake manifold into the combustion chamber; when the engine runs under the conditions of low rotation speed and high load, the air leakage of the engine piston is large, the supercharger can also intervene in work, gas in the crankcase is pumped into the air inlet pipe after air filtration through the high load pipeline, the gas passes through the supercharger, the intercooler enters the air inlet manifold through the throttle valve, and then the gas enters the combustion chamber through the air inlet manifold to be burnt.

When the engine is in a high-speed state, the speeds of the first oil pump and the second oil pump are also larger, the lubrication demand flow of each part in the engine lubrication system is higher, the flow resistance of the oil filter is larger, and the gas in the crankcase needs to be pressurized. Therefore, when the engine runs under the conditions of high rotating speed and low load, the engine supercharger does not work, the crankcase air supplementing system is started, air is introduced into the crankcase through the air blower, the air in the crankcase is pressurized, lubricating oil in the oil pan is pressurized by the air in the crankcase, flow resistance generated by the oil filter is counteracted, and smooth oil absorption of the first oil pump and the second oil pump is ensured. Meanwhile, in order to accelerate the air supplementing efficiency, the crankcase exhaust system can be closed at the moment so as to reduce the loss of air, and the specific details are described later. When the engine runs under the conditions of high rotating speed and high load, the piston air leakage is large, the supercharger can also intervene in work, gas in the crankcase is extracted into the air inlet pipe after air filtration through the high load pipeline, the crankcase air supplementing system can be started at the moment, gas is introduced into the crankcase through the air blower to supercharge the gas in the crankcase, and meanwhile, the crankcase exhaust system is closed, namely the high load pipeline and the low load pipeline are closed; or the exhaust system of the crankcase is kept open, so that the air supplementing efficiency of the air supplementing system of the crankcase is accelerated, and the air supplementing amount is larger than the exhaust amount, thereby realizing the supercharging of the air in the crankcase; or closing the crankcase exhaust system, namely closing the high-load pipeline and the low-load pipeline, and simultaneously closing the crankcase air supplementing system, and pressurizing the gas in the crankcase by means of large piston air leakage, so that the gas in the crankcase pressurizes the lubricating oil in the oil pan. This scheme will be described in detail later.

In some embodiments, as shown in fig. 4, fig. 4 provides a flow chart of another control method of an engine lubrication system, which is different from the control method provided in fig. 3, in that step S300 in fig. 1 includes, when the engine is in a high rotation speed state, controlling the crankcase ventilation system to pressurize gas in the crankcase:

in step S310, the crankcase ventilation system is controlled to boost the gas in the crankcase when the engine is in a high rotation speed state.

Specifically, the crankcase ventilation system comprises a crankcase air supplementing system, the crankcase air supplementing system comprises an air supplementing pipeline, the air supplementing pipeline is provided with a blower and a check valve, and gas in the crankcase is limited to overflow through the air supplementing pipeline through the check valve. The engine lubrication system receives the rotating speed state information of the engine sent by the position sensor, sends a corresponding control instruction to the air blower, and the air blower is started in response to the control instruction to boost the gas in the crankcase by starting the air blower. The air supplementing pipeline can supplement air to the crankcase by absorbing outside air, and can supplement air to the crankcase by absorbing air of the air inlet pipe. Thereby achieving a supercharging of the crankcase gas.

In some embodiments, as shown in fig. 4, step S310 of controlling the crankcase ventilation system to boost gas in the crankcase when the engine is in a high speed state includes: step S311, controlling the blower to suck the gas in the gas inlet pipe to boost the gas in the crankcase when the engine is in a high rotating speed state. Specifically, the two ends of the air supplementing pipeline are respectively communicated with the crankcase and the air inlet pipe, the air blower is started in response to the control instruction, and the air blower sucks air in the air inlet pipe and guides the air into the crankcase to boost the air in the crankcase, so that the oil pan is pressurized with lubricating oil.

In some embodiments, after controlling the blower to suck the gas in the gas inlet pipe to boost the gas in the crankcase in the high rotation speed state of the engine in step S311, the control method further includes: and starting an auxiliary booster system to assist the booster to suck gas so as to meet the combustion requirement of the engine. Specifically, the air blower is controlled to absorb air in the air inlet pipe to boost the air in the crankcase when the engine is in a high-rotation speed state, the air supplementing pipeline can absorb air in part of the air inlet pipe at the moment, the air in the air inlet pipe possibly is insufficient, the auxiliary booster system can be started to assist the booster to absorb the air at the moment, the auxiliary booster system is a device capable of assisting the booster to rotate and boost, for example, the auxiliary booster system can be understood as a motor, the motor is connected with the booster, the booster is assisted to rotate through the rotation of the motor, and the booster is further used for boosting, so that the sufficiency of the air entering the combustion chamber through the air inlet manifold is guaranteed, and the combustion requirement of the engine is met.

In some embodiments, as shown in fig. 5, fig. 5 provides a flowchart of another control method of an engine lubrication system, where, unlike the control method provided in fig. 4, after step S311 of the engine is in a high rotation speed state and the blower is controlled to suck the gas in the air intake pipe to boost the gas in the crankcase, step S310 further includes:

step S312, controlling the crankcase ventilation system to be closed when the engine is in a high speed state, and preventing gas in the crankcase from entering the crankcase ventilation system.

Specifically, when the engine is in a high-speed state, the speeds of the first oil pump and the second oil pump are also larger, the lubrication demand flow of each part in the engine lubrication system is higher, the flow resistance of the oil filter is larger, and the gas in the crankcase needs to be pressurized. In order to quickly increase the pressure of crankcase gas, the crankcase gas pressurizes lubricating oil in the oil pan, counteracts the flow resistance generated by the oil filter and ensures smooth oil absorption of the first oil pump and the second oil pump. The crankcase ventilation system further comprises a crankcase exhaust system, the crankcase exhaust system comprises a high-load pipeline and a low-load pipeline, the crankcase air supplementing system is utilized to absorb gas in the air inlet pipe through the air blower to introduce gas into the crankcase, the crankcase exhaust system can be closed while the gas in the crankcase is pressurized, the gas in the crankcase is prevented from entering the crankcase exhaust system, namely, the high-load pipeline and the low-load pipeline are closed, for example, PCV (Positive Crankcase Ventilation positive crankcase ventilation) valves are adopted in the high-load pipeline and the low-load pipeline, and the gas in the crankcase cannot be discharged by closing the PCV valve, so that the collection of the gas in the crankcase is quickened, and the pressure is increased.

In some embodiments, as shown in fig. 6, fig. 6 provides a flowchart of another control method of an engine lubrication system, where, unlike the control method provided in fig. 4, after step S311 of the engine is in a high rotation speed state and the blower is controlled to suck the gas in the air intake pipe to boost the gas in the crankcase, step S310 further includes:

in step S313, the crankcase ventilation system is controlled to be alternately turned on and off when the engine is in a high rotation speed state.

Specifically, when the engine is in a high-speed state, the speeds of the first oil pump and the second oil pump are also larger, the lubrication demand flow of each part in the engine lubrication system is higher, the flow resistance of the oil filter is larger, and the gas in the crankcase needs to be pressurized. In order to increase the efficiency of pressurization, the crankcase ventilation system further comprises a crankcase exhaust system, wherein the crankcase exhaust system comprises a high-load pipeline and a low-load pipeline, the crankcase air supplementing system is utilized to suck air in an air inlet pipe through a blower to charge air into a crankcase, the crankcase exhaust system can be closed while the air in the crankcase is pressurized, the air in the crankcase is prevented from entering the crankcase exhaust system, the air in the crankcase is considered to be insufficiently combusted, the air which is polluted and possibly contaminates lubricating oil is considered, so that balance selection is made between pressurization and ensuring of lubricating oil cleaning, and the crankcase exhaust system is controlled to be alternately opened and closed under the condition that the engine is in a high rotating speed state, for example, the crankcase exhaust system is controlled to be opened for 3 minutes under the condition that the engine is in the high rotating speed state, then closed for 5 minutes, and the engine is sequentially alternately performed. The gas pressure is ensured, and the lubricating oil is prevented from being polluted by gas to a certain extent.

In some embodiments, as shown in fig. 7, fig. 7 provides a flowchart of another control method of the engine lubrication system, which is different from the control method provided in fig. 4, and step S300 further includes:

step S320 is to boost the gas in the crankcase by the blow-by gas generated by the engine piston when the engine is in a high rotational speed state.

Specifically, when the engine is in a high-speed state, the speeds of the first oil pump and the second oil pump are also larger, the lubrication demand flow of each part in the engine lubrication system is higher, the flow resistance of the oil filter is larger, the gas in the crankcase needs to be pressurized, the gas in the crankcase is pressurized by means of large piston air leakage, and the gas in the crankcase pressurizes the lubricating oil in the oil pan.

In step S200, when the rotational speed of the engine is greater than or equal to the rotational speed threshold, determining that the engine is in a high rotational speed state; after confirming that the engine is in the low rotation speed state, the control method further comprises the following steps:

step S400, obtaining the load of an engine;

specifically, the engine load is the ratio of the actual engine intake air amount to the maximum engine intake air amount, and the actual engine intake air amount is obtained, i.e., the load of the engine is obtained.

Step S500, when the load of the engine is larger than or equal to a load threshold value, confirming that the engine is in a high load state; when the load of the engine is smaller than the load threshold value, confirming that the engine is in a low-load state;

specifically, a load threshold is set in the system in advance, and the engine is judged to be in a high load state or a low load state by comparing the set load threshold with the real-time load, and the setting of the load threshold can be determined according to actual demand conditions and is not specifically limited herein. For example, the load threshold is 30, and the engine is determined to be in a high load state when the obtained engine load is 30 or more, and is determined to be in a low load state when the obtained engine load is less than 30.

Step S600, controlling the crankcase ventilation system to be closed when the engine is in a high load state, and preventing gas in the crankcase from entering the crankcase ventilation system.

Specifically, when the engine is in a high-load state and the piston leakage is large, when the gas in the crankcase is pressurized by means of the piston leakage, in order to rapidly increase the pressure of the crankcase gas, the gas in the crankcase pressurizes the lubricating oil in the oil pan, the flow resistance generated by the oil filter is counteracted, and smooth oil absorption of the first oil pump and the second oil pump is ensured. The crankcase ventilation system also comprises a crankcase exhaust system comprising a high load pipeline and a low load pipeline, and the crankcase exhaust system is closed to prevent gas in the crankcase from entering the crankcase exhaust system, namely the high load pipeline and the low load pipeline are closed, so that the gas in the crankcase is pressurized completely by virtue of piston leakage. It is simply understood that when the engine is operating at high speeds and high loads, the crankcase vent system is closed, gases in the crankcase are prevented from entering the crankcase vent system, and the crankcase make-up system is closed, and the gases in the crankcase are pressurized by virtue of the piston blow-by.

The foregoing description is only of the preferred embodiments of the present application, and is not intended to limit the scope of the present application.

Claims (10)

1. A lubrication system of an engine, comprising:

the lubrication channel comprises a first lubrication oil channel and a second lubrication oil channel;

an oil strainer at least partially immersed in the lubricating oil in the oil pan;

an oil filter located between the lubrication channel and the oil strainer;

a crankcase ventilation system operable to increase a gas pressure within the crankcase;

the first lubricating oil duct comprises a first oil pump, the second lubricating oil duct comprises a second oil pump, lubricating oil enters from the engine oil strainer under the operation of the first oil pump and the second oil pump, and flows into the first lubricating oil duct and the second lubricating oil duct respectively through the engine oil filter.

2. The lubrication system of claim 1, wherein the crankcase ventilation system comprises a crankcase ventilation system and a crankcase exhaust system, the crankcase ventilation system comprising a ventilation line, the ventilation line being connected at both ends to the crankcase and the intake pipe, respectively, the ventilation line having a blower for increasing the pressure of the gas in the crankcase, the crankcase exhaust system for directing the gas in the crankcase into the combustion chamber for combustion.

3. The lubrication system according to claim 1 or 2, wherein the first lubrication oil passage is a head oil passage of the engine, and the second lubrication oil passage is a block oil passage of the engine.

4. A control method of an engine lubrication system, characterized in that the control method is for controlling the lubrication system according to any one of claims 1 to 3, the control method comprising:

acquiring the rotating speed of the engine;

when the rotating speed of the engine is larger than or equal to a rotating speed threshold value, confirming that the engine is in a high rotating speed state; when the rotating speed of the engine is smaller than a rotating speed threshold value, confirming that the engine is in a low rotating speed state;

the crankcase ventilation system is controlled to boost the gas in the crankcase when the engine is in a high speed state.

5. The control method of claim 4, wherein the crankcase ventilation system comprises a crankcase ventilation system, the crankcase ventilation system comprising a ventilation line, the ventilation line having a blower and a one-way valve; controlling the crankcase ventilation system to boost gas in the crankcase when the engine is in a high speed state comprises:

and controlling the crankcase air supplementing system to boost the air in the crankcase when the engine is in a high-speed state.

6. The control method according to claim 5, wherein both ends of the air supply pipe are respectively communicated with the crankcase and the air inlet pipe; the controlling the crankcase ventilation system to boost the gas in the crankcase when the engine is in a high speed state comprises:

and controlling the air blower to suck air in the air inlet pipe to boost the air in the crankcase when the engine is in a high-rotating-speed state.

7. The control method according to claim 6, wherein the crankcase ventilation system has a supercharger and an auxiliary supercharging system therein, and after the engine is in a high rotation speed state and the blower is controlled to suck the gas in the intake pipe to supercharge the gas in the crankcase, the control method further comprises:

and starting the auxiliary booster system to suck gas to meet the combustion requirement of the engine.

8. The control method of claim 6, wherein the crankcase ventilation system further comprises a crankcase ventilation system; after the engine is in a high-speed state and the air blower is controlled to suck the air in the air inlet pipe to boost the air in the crankcase,

the controlling the crankcase ventilation system to boost the gas in the crankcase when the engine is in a high speed state further includes:

and controlling the crankcase ventilation system to be closed when the engine is in a high-speed state, and preventing gas in the crankcase from entering the crankcase ventilation system.

9. The control method of claim 6, wherein the crankcase ventilation system further comprises a crankcase ventilation system; after the engine is in a high-speed state and the air blower is controlled to suck the air in the air inlet pipe to boost the air in the crankcase,

the controlling the crankcase ventilation system to boost the gas in the crankcase when the engine is in a high speed state further includes:

the crankcase ventilation system is controlled to alternately open and close when the engine is in a high speed state.

10. The control method of claim 4, wherein the crankcase ventilation system includes the crankcase ventilation system, and wherein controlling the crankcase ventilation system to boost gas in a crankcase when the engine is at a high rotational speed comprises:

pressurizing gas in a crankcase by utilizing leakage gas generated by the engine piston when the engine is in a high-speed state;

after the confirmation that the engine is in the low rotation state, the control method further includes:

acquiring the load of the engine;

when the load of the engine is greater than or equal to a load threshold value, confirming that the engine is in a high-load state; when the load of the engine is smaller than a load threshold value, confirming that the engine is in a low-load state;

and controlling the crankcase ventilation system to be closed when the engine is in a high-load state, and preventing gas in the crankcase from entering the crankcase ventilation system.