CN101932801A - Engine cooling and exhaust gas temperature controls for diesel after-treatment regeneration - Google Patents

Engine cooling and exhaust gas temperature controls for diesel after-treatment regeneration Download PDF

Info

Publication number
CN101932801A
CN101932801A CN2007801022720A CN200780102272A CN101932801A CN 101932801 A CN101932801 A CN 101932801A CN 2007801022720 A CN2007801022720 A CN 2007801022720A CN 200780102272 A CN200780102272 A CN 200780102272A CN 101932801 A CN101932801 A CN 101932801A
Authority
CN
China
Prior art keywords
engine
valve
flow path
temperature
charger
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN2007801022720A
Other languages
Chinese (zh)
Inventor
J·亚格尔
S·张
Q·信
G·拉普
J·托马斯
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
International Engine Intellectual Property Co LLC
Original Assignee
International Engine Intellectual Property Co LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by International Engine Intellectual Property Co LLC filed Critical International Engine Intellectual Property Co LLC
Publication of CN101932801A publication Critical patent/CN101932801A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/06—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 specially adapted for star-arrangement of cylinders, e.g. exhaust manifolds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0871—Regulation of absorbents or adsorbents, e.g. purging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0412—Multiple heat exchangers arranged in parallel or in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0437—Liquid cooled heat exchangers
    • F02B29/0443—Layout of the coolant or refrigerant circuit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/28—Layout, e.g. schematics with liquid-cooled heat exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/02—Intercooler
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0493—Controlling the air charge temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/08—EGR systems specially adapted for supercharged engines for engines having two or more intake charge compressors or exhaust gas turbines, e.g. a turbocharger combined with an additional compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/09—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine
    • F02M26/10—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
    • 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
    • Y02T10/12—Improving ICE efficiencies
    • 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
    • Y02T10/40—Engine management systems

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

System, methods, and strategies for regulating charge air temperature in an intake manifold of an internal combustion engine (50) by controlling the flow rate and temperature of liquid engine coolant flowing through a liquid flow path of a charge air cooler (72) that is in heat exchange relationship with charge air entering the intake manifold over a range that provides for the charge air to be selectively heated and cooled by liquid engine coolant. The invention provides flexible control that is useful in controlling exhaust gas temperature for regeneration and/or efficiency restoration of exhaust after-treatment devices (66) as well as improved engine performance.

Description

The engine cooling of diesel engine reprocessing regenerative process and exhaust gas temperature control
Invention field
The present invention relates to internal-combustion engine, particularly improve engine performance under the varying environment condition and improve diesel engine system, method and the strategy of venting gas appliance aftertreatment performance, improve the venting gas appliance aftertreatment performance and comprise the regeneration that improves diesel particulate filter (DPF), improve NO xThe regeneration of adsorber and improve NO by selective catalytic reduction (SCR) xTransformation efficiency.In order to realize that these improve, system of the present invention, method and strategy comprise the running of adjusting the control cooling system by this type of, and described cooling system is regulated the temperature of engine intake manifold and the temperature of enmgine exhaust.
Background of invention
About reducing nitrogen oxide (NO x) and the discharging of particulate matter (PM), diesel engine industry is being faced with strict more legislation requirement.After-treatment device such as DPF and NO xAdsorber and be to reduce PM and NO such as the technology of SCR xThe attractive solution of discharging.
The improvement of DPF technology has made the particle capture efficient of DPF increase and the pressure loss is reduced.Yet, be captured in a certain amount of soot after, even improved DPF also must will regenerate so that restorability.
The regeneration of DPF can be by various apparatus and method, begin in many ways.Basically, start dpf regeneration by exhaust gas temperature being increased to enough temperature that can cause and keep captive soot generation burning.The burning of captive PM reduces the back pressure (EBP) of venting gas appliance and recovers the capture rate of DPF.The technology of soot oxidation is commonly called dpf regeneration.
The known technology of promotion or pressure dpf regeneration comprises: 1) the effective fuel additive of exploitation is so that reduce the firing temperature of dpf regeneration; 2) adopt back injection diesel fuel in the DPF upstream so that increase exhaust gas temperature; With 3) use assistant heating source (such as burner or electric heating apparatus) so that increase exhaust gas temperature.
The shortcoming of these known technologies comprises additional hardware cost (for example, adding the back injection apparatus), reliability and warranty charges.Therefore, need more effective and dpf regeneration efficiently for the novelty system that realizes the control of exhaust gas temperature more and strategy.
For NO xReprocessing must improve exhaust gas temperature similarly so that 1) make the device of operation SCR reach high transformation efficiency and 2) make device such as NO xAdsorber regeneration also/or desulfating.Therefore, the heat of diesel engine exhaust device operation meets suitable tailpipe emission request and becomes more important for reaching.
The engine exhaust temperature is subjected to the influence of several factors, comprises MAT, and itself directly is subjected to leave in the engine aspirating system Temperature Influence of the pressurized air of charger-air cooler (CAC); The EGR gas temperature; The EGR ratio; Air/fuel (A/F) ratio; Cylinder fuel injection time set; With fueling amount (or brake horsepower fuel consumption rate, it is subjected to the influence of motor pumping loss and indicated power).
In general, the present invention relates to starting and keeping some exhaust aftertreatment device such as DPF and NO xThe regeneration of adsorber and realize the high transformation efficiency of other after-treatment device such as the device of operation SCR and the improvement to system, method and strategy made, these improvement are recognized the significance of flexible control charge-air temperature in this type systematic, method and strategy from the inventor.
Realize described flexible control by a flow control system, described system controls the flow by the engine coolant of charger-air cooler (CAC) in a certain way, makes charge-air temperature be raised to the regeneration that can implement some after-treatment device and reaches the level of the high transformation efficiency of other after-treatment device.In conjunction with control EBP valve and/or air inlet restriction (IT) valve, the CAC control strategy can be increased to exhaust gas temperature the temperature that is fit to realize these targets flexibly.Relate to the additional NO that regulates EGR ratio and fuel injection time setting xThe use of emission control strategy can also be coordinated mutually with the use of CAC control flexibly, EBP control and IT control.The present invention can make the engine production merchant reach suitable requirement about the regeneration of tailpipe emissions compliance and after-treatment device (for example DPF), and needn't use the back ejecting system or the assistant heating source of DPF upstream.
The flexible control of charge-air temperature is exhaust gas temperature to be increased to be fit to some after-treatment device regeneration and to make other device reach the important means of the temperature of high transformation efficiency under turbo-charging diesel motor nearly all suitable engine speed, engine load and environmental conditions.
The waste gas that the diesel engine of moving under the ambient temperature of low load and/or cold produces usually can be warm to the burning that can cause and keep the soot of catching among the DPF.For exhaust gas temperature being increased to the temperature that is adapted at the regeneration of DPF under the extreme condition (for example described just now condition), controlling charge-air temperature by control flows flexibly through the speed and the temperature of the freezing mixture stream of the charger-air cooler (CAC) of coolant cools, is a pith that increases substantially the whole control strategy of exhaust gas temperature under this type of condition in order successfully to burn.
In due course, can also adopt other subsidy means of auxiliary overall strategies certainly, make the soot burnt of catching among the DPF and reduce oxygen concentration (or air and fuel ratio) in the cylinder simultaneously so that control NO in the engine exhaust so that reach xThe exhaust gas temperature of content.These type of other means for example comprise: optionally operate EBP valve and/or IT valve so that optionally limit pressurized air and exhaust gas flow with different speed and load; Regulate EGR ratio and temperature; With the arrangement of delay fuel injection time.
The present invention proposes the mode of execution of 7 at present preferred flow control devices, described flow control device is realized the flexible control of charge-air temperature by control flows through the flow of engine coolant amount of CAC, so that make some exhaust aftertreatment device regeneration and make other after-treatment device reach high transformation efficiency.
The present invention also proposes CAC and EBP control strategy, is used to accomplish to meet suitable tailpipe exhaust requirements and reprocessing regeneration requirement.
The present invention comprises about the significant advantage of after-treatment device regeneration: the assistant heating source that no longer needs any back injection apparatus of after-treatment device upstream or help arbitrarily to regenerate; Therefore avoided in motor, comprising the additional installation and the warranty charges of this type of device or heating source; Basic engine mockup is adopted minimum additional firmware (promptly only add one or two control valve, suppose that EBP valve and IT valve are the parts that described base engine is pre-existing in).
By flexible control CAC coolant flow speed and coolant temperature, the solution that the present invention also provides usefulness-cost-effective for the engine performance improved and tailpipe emission control.Except being used for dpf regeneration, control can provide faster and better engine warming up characteristic flexibly; Can no longer need to be used for " internal-combustion engine of waste " of automobile cab heating; Can provide first-class hydrocarbon and white cigarette to remove performance; Can improve the engine transient response; Can in engine start operation, transient operation and cold climate operating process, provide better and effulent accordance faster; Can improve the automotive fuel combustion efficiency in stable state, transient state and the engine warming up process; Can improve the fuel economy in the cold climate; Can under the cold environment operation, the arrangement of minimizing fuel injection time shift to an earlier date and reduce the cylinder pressure peak value, make the engine cylinder cap reliability better; Can be by replacing cooling fan power reduction motor auxiliary power, especially in thermal environment with CAC freezing mixture pumping power; Coolant flow reduces air inlet and exhaust manifold temperature among the CAC by increasing, and can reduce exhaust manifold temperature under high height above sea level or the thermal environment full load, makes manifold and/or turbine serviceability better.
Summary of the invention
A common aspect of the present invention relates to internal-combustion engine, it comprises and is used for producing gas handling system, firing chamber (pressurized air and fuel from intake manifold burn therein) of pressurized air and being used for the vent systems of the waste gas transportation of the chamber of spontaneous combustion in the future by emission-control equipment in intake manifold that described emission-control equipment needs to regenerate by the rising exhaust gas temperature often.
Charger-air cooler comprises the pressurized air air flow path of inlet manifold upstream and forms the liquid flow path of the liquid engine coolant of heat exchange relationship with described air flow path.
But as a constituent element of the implementation strategy of control system, described control system is increased to exhaust gas temperature the temperature that is enough to make emission-control equipment regeneration by the liquid flow path of control flow of engine coolant through charger-air cooler.
Another general aspect of the present invention relates to the method for the charge-air temperature in the intake manifold of regulating internal-combustion engine.
Described method is included in the flow through temperature of liquid engine coolant of liquid flow path of charger-air cooler of certain limit inner control, described liquid engine coolant forms heat exchange relationship with the pressurized air that enters intake manifold, and this allows to pass through the optionally described pressurized air of heating and cooling of liquid engine coolant.
Above-mentioned and further feature of the present invention and advantage can see that these mode of executions have described to be considered at present implement the pattern of the best of the present invention in following preferred embodiment open at present of the present invention.This specification comprises accompanying drawing, carries out following explanation now simply.
The accompanying drawing summary
The schematic representation of first in seven mode of executions that Figure 1A mentions before being.
Second schematic representation in seven mode of executions that Figure 1B mentions before being.
The 3rd schematic representation in seven mode of executions that Fig. 1 C mentions before being.
The 4th schematic representation in seven mode of executions that Fig. 1 D mentions before being.
Fig. 2 is the 5th a schematic representation in seven mode of executions.
Fig. 3 is the sextus schematic representation in seven mode of executions.
Fig. 4 is the 7th a schematic representation in seven mode of executions.
Fig. 5 A-H is under several different engine speed engine load situation different with several, the drawing of certain relation between the coolant flow speed of control, exhaust gas temperature (measuring at the turbine outlet place) and the CAC outlet temperature flexibly under home and the cold ambient temperature.
Fig. 6 illustrates that air and fuel ratio are to NO xFigure with the influence of PM discharging.
Fig. 7 A is under the various operational conditions, the drawing of certain relation between operation of venting gas appliance back pressure valve and the turbine outlet exhaust restriction.
Fig. 7 B is under the various operational conditions, the drawing of certain relation between operation of venting gas appliance back pressure valve and the gas exhaust manifold back pressure.
Fig. 7 C is under the various operational conditions, the drawing of certain relation between operation of venting gas appliance back pressure valve and the turbine outlet exhaust gas temperature.
Fig. 7 D is under the various operational conditions, the drawing of certain relation between operation of venting gas appliance back pressure valve and the brake horsepower fuel consumption rate (BSFC).
Fig. 7 E is under the various operational conditions, the drawing of certain relation between operation of venting gas appliance back pressure valve and air/fuel (A/F) ratio.
Fig. 7 F is under the various operational conditions, the drawing of certain relation between operation of venting gas appliance back pressure valve and the EGR percentaeg.
Fig. 8 and 9 is the CAC cooling control strategy of emission standard and internal-combustion engine aftertreatment performance and/or regeneration requirement is satisfied in explanation under varying environment condition, engine speed and load-up condition each figure.
Figure 10 A, 10B, 10C, 10D, 10E and 10F are that explanation is used to make some exhaust aftertreatment device regeneration and makes other after-treatment device reach the various CAC coolings of high transformation efficiency and each figure of exhaust gas temperature control strategy.
The specific descriptions of preferred implementation
Can under the different ambient temperatures in whole engine speed-load range, according to concrete after-treatment device, control the liquid cooling charger-air cooler (CAC) of the flexible control in the turbo charged diesel engine neatly, so as help to obtain to be fit to make after-treatment device regeneration also/or make them reach the exhaust gas temperature of high transformation efficiency.The overall strategies that reaches these exhaust gas temperature preferably includes to be controlled CAC neatly and allows the degree of EBP valve restriction exhaust gas flow to control venting gas appliance back pressure (EBP) by control.This overall strategies can be NO xEmissions compliance and realize the regeneration of DPF when reducing engine air/fuel (A/F) ratio.Intake-air throttle valve also can be used for NO as optional device xEmission control.
Figure 1A-4 has shown seven kinds of mode of executions of flexible control system, and their difference is the type of CAC freezing mixture feed entrance point, quantity, valve and the quantity of coolant pump.The flow direction of the various working fluids of the legend indication of enclosing among every figure is indicated by direction arrow.Should be appreciated that principle of the present invention requires exhaust aftertreatment device below may being suitable for satisfying arbitrarily, promptly the operation of described after-treatment device and performance depend on the ability of controlling exhaust gas temperature.
Figure 1A shows a kind of diesel engine 50, and it comprises the cluster engine 52 that contains cylinder 54, and the fuel injector 56 of fuel injection system is directly injected diesel fuel in the described cylinder 54.Gas handling system 58 is delivered to cylinder 54 with the pressurized air of the compressor generation of stage 60A, the 60B of two-stage turbocharger (having or do not have interstage cooler), there, pressurized air is compressed into and causes ignited fuel of injecting and the temperature that power is provided for motor.Vent systems 62 will transport turbine by stage 60A, 60B from the waste gas of cylinder 54 so that the operating turbine pressurized machine.Though what show is two-stage turbocharger herein,, principle of the present invention can be applied to any basically engine turbine pressurized machine.
Vent systems 62 comprises EBP valve 64 and after-treatment device, and described after-treatment device is shown as particulate matter (PM) and/or NO in the drawings xAfter-treatment device 66 (for example internal-combustion engine particulate filter (DPF), NO xAdsorber, SCR), waste gas passes through after-treatment device continuously after leaving turbosupercharger.Special after-treatment device 66 may need regeneration often, such as, when after-treatment device is DPF, need burn captive soot.
Gas handling system 58 comprises air filter 68, and it filtered before air arrives turbosupercharger and enters the air of gas handling system.The pressure that improves the air intake after filtering in turbosupercharger is with after producing pressurized air, and described pressurized air is cooled.In the embodiment shown, cooling is undertaken by the interstage cooler 70 and the liquid cooling charger-air cooler (CAC) 72 of two turbocharger compressors between the stage.Cooler 70 and 72 comes down to liquid-air heat exchanger.70 pairs in cooler cools off from periods of low pressure 60A to high pressure stage 60B flow air.CAC72 cools off the pressurized air that leaves stage 60B.Gas handling system 58 also comprises air inlet restriction (IT) valve 74 after the CAC72, though the most general design of the present invention does not need to exist intake-air throttle valve.
Be used to enter the recirculation of the waste gas that the pressurized air of the intake manifold of motor 50 carries secretly by egr system 76 (it generally comprises the EGR valve) control.
Motor 50 is liquid cooling, therefore comprises cooling system 78, and described cooling system comprises generally by engine-driven pump 80.The part of cooling system 78 is conventional, because it comprises thermostatic valve 82, thermostatic valve cuts out when cold start-up, but when motor was preheated to operating temperature, thermostatic valve was opened.When closing, thermostatic valve 82 prevents that freezing mixture is drawn out of cluster engine 52 and arrives main radiator 84 and get back to described cluster engine.In case when opening, thermostatic valve 82 allows freezing mixture to be drawn out of the cluster engine 52 main radiators 84 of arrival and gets back to described cluster engine.When egr system 76 need cool off the waste gas of recirculation, freezing mixture was drawn through cooler for recycled exhaust gas 86.
Cooling system 78 also comprises CAC control valve 88 and the low temperature radiator 90 of air cooling.Valve 88 has the import with the outlet fluid communication of main radiator 84.This UNICOM is not directly, but undertaken by pump 80.Valve 88 also has by first outlet of bypass channel 92 with the inlet fluid UNICOM of cooler 70,72.Valve 88 also has by second outlet of radiator 90 with the inlet fluid UNICOM of cooler 70,72.Two parallel flow paths are provided from this two passes that is exported to cooler of valve 88 from valve to cooler.
Valve 88 is three-way valve, it is optionally operated by four kinds of situations, first kind of situation do not allow to flow through in described two parallel flow paths one but allow to flow through another, second kind of situation do not allow to flow through described another flow path but the described flow path that allows to flow through, the third situation is gone into this two flow paths with flow point, the 4th kind of situation any paths that do not allow to flow through.
When valve 88 was not blocked inlet flow, freezing mixture can be flowed through valve 88 so that 1 from the outlet of engine-driven coolant pump 80) fully by radiator 90,2) fully by bypass channel 92 or 3) before by cooler 70,72, divide to go into described two parallel flow paths.In this way, valve 88 is cooled off the temperature of controlling the freezing mixture stream that flows into cooler 70,72 by how many percentile inlet flows of control by the passage by radiator 90.Bypass channel 92 directly provides the freezing mixture of " hotter " to cooler 70,72 from pump 80.The freezing mixture that returns flow to the inlet of pump 80 from cooler 70,72.
Bypass channel 92 can be chosen wantonly in some motor.When described bypass channel did not exist, valve 88 can replace with the simpler on-off valve in upstream that is positioned at CAC heat exchanger 70,72 or downstream.This type of mode of execution is presented among Figure 1B.
Figure 1B shows a kind of motor 50, and the motor of its assembly and Figure 1A 50 is identical and arrange in an identical manner, and with identical reference signs identification, still, its lacks bypass channel 92 and has the on-off control valve 88A of the three-way valve 88 that shows among replacement Figure 1A.Control valve 88A can have any appropriate structure and can be wide-open or close fully or optionally throttling.Be positioned at the upstream of radiator 90 though show valve 88A,, it can be positioned at the downstream of radiator 90.Under any situation, valve 88A control is through the stream of radiator 90.
Fig. 1 C shows a kind of motor 50, and the motor of its assembly and Figure 1A 50 is identical and arrange in an identical manner, and discerns with identical reference signs, and is still, different among the layout of three-way valve 88 and Figure 1A.In Fig. 1 C, the freezing mixture stream that arrives interstage cooler 70 and CAC72 is subjected to valve 88 controls can be in following state: 1) fully directly from cluster engine 52,2) come self-pumping 80 fully, cooled off by radiator 90, or 3) comprise stream from cluster engine 52 and radiator 90 (according to the distribution of valve 88).Valve 88 can also be operated all streams that flow to cooler 70 and CAC72 with cut-out.Because valve 88 directly is connected with cluster engine, so so that when allowing directly stream from cluster engine, " heat " freezing mixture stream just may be transported to interstage cooler 70 and CAC72 a little when operating valve 88.
Fig. 1 D shows motor 50, its have with Fig. 1 C in identical assembly and with identical reference signs sign, difference is, two on-off valve 88A and 96 replacement three-way valve 88 couple together as shown in figure.Yet the cooling arrangement of Fig. 1 D can be thought the cooling arrangement that is equivalent to Fig. 1 C on function.The operation of coordinating valve 88A and 96 can allow to flow to the stream 1 of interstage cooler 72 and CAC72) fully directly from cluster engine 52, at this moment, valve 96 is opened and valve 88A closes; 2) come self-pumping 80 fully, provide cooling by radiator 90, at this moment, valve 88A opens and valve 96 cuts out; 3) be divided into from the stream of cluster engine 52 with from the stream of radiator 90, at this moment, valve 88A and 96 opens; With 4) be cut off, at this moment, valve 88A and 96 closes.Each valve can or the valve of on-off valve or alternative throttling.
The mode of execution of Fig. 2 is similar to the mode of execution of Fig. 1 C and 1D, can provide a little " hot " freezing mixture stream is used to heat pressurized air, because the freezing mixture of the import of arrival valve 88 is directly taken out from motor outlet (being the thermostat import) rather than is come self-pumping 80.Among Fig. 2, the identical reference signs of Shi Yonging is used to indicate identical assembly before.Valve 88 among Fig. 2 is by operating about the described identical mode of Figure 1A.
The mode of execution of Fig. 3 can provide in some cases the flexibility of operation " colder " freezing mixture stream, operation in other cases " heat " freezing mixture stream.Among Fig. 3, the identical reference signs of Shi Yonging is used to indicate identical assembly before.Replace the three-way valve (as valve 88) among Figure 1A and 2, the mode of execution of Fig. 3 directly is communicated with the outlet of pump 80 and described radiator outlet is communicated with heat exchanger 70,72 by control valve 94 with the import of radiator 90.The parallel flow path that leads to cooler 70,72 allows directly to extract freezing mixture out and flowed by second valve, 96 this freezing mixtures of control near engine export (be thermostat import).
The flow velocity of " colder " freezing mixture is by valve 94 control, and the flow velocity of " heat " freezing mixture is by valve 96 controls.Open fully and valve 96 when closing fully when valve 94, the coldest circulation supercooler 70,72 occurs.Open fully and valve 94 when closing fully when valve 96, the hottest stream occurs.Opening two valves simultaneously mixes so that other temperature by the freezing mixture stream of two coolers to be provided two kinds of streams.
Term " colder " is understood that relative descriptor in this article with " heat ", and expression " colder " freezing mixture has than " heat " temperature that freezing mixture is lower simply.
Noun " cooler " in the phrase " charger-air cooler " also should taken in context.When the charger-air cooler cooling air, it plays the effect of cooling, but when its heated air, it plays the effect of heating.Therefore, though charger-air cooler is called as " cooler ",, it is actually can heat or the heat exchanger of cooling air.Therefore, herein shown in and described charger-air cooler should not be interpreted as only fulfiling refrigerating function, in whole specification, it will continue to be called as charger-air cooler, even it may fulfil heating function sometimes.
Each valve 94,96 can be on-off valve or continuous modulating valve.Return the import that flow back into coolant pump.Valve 94 can place the upstream or the downstream of cooler 70,72.
The mode of execution of Fig. 4 all is different from Figure 1A, 1B, 1C, 1D, 2 and 3 mode of execution aspect several.At first, it comprises additional and independent non-engine-driven variation flowing coolant pump 98, though it comprises as the valve among Fig. 3 96, but it does not contain valve the flow path of 70,72 the import from pump 98 to cooler, but comprises control valve 100 flow path returning from cooler 70,72 to pump 80.The direct fluid communication of import of the outlet of cooler 70,72 and pump 98.
Stream by the low temperature radiator 90 of air cooling is controlled by pump 98 fully, because the loop from this pump discharge to this pump inlet does not contain valve.When valve 96 and 100 all opens and pump 98 when cutting out, " heat " freezing mixture stream of extracting out near engine export (be thermostat import) heat exchanger 70,72 of can flowing through.The flow through CAC of coolant cools of this freezing mixture.
In order to satisfy the NOx discharging when the high-engine load, wish to obtain low temperature CAC freezing mixture, its temperature is higher than ambient air temperature a little.If the freezing mixture stream in the low temperature radiator 90 of air cooling is from engine-driven coolant pump outlet rather than engine export, so, this low temperature radiator can be designed to littler size to save hardware cost.
Fig. 5 A-5H is a picture group, shows that exhaust gas temperature rises when the CAC coolant flow speed reduces.The figure at top on every page, Fig. 5 A, 5C, 5E and 5G are the lines of being done under 0 environment, and bottom diagram is the line of being done under 77 environment.
Line among Fig. 5 A and the 5B under the 1900rpm engine speed, 25%, 50%, 75% and during full (100%) load institute do.Line among Fig. 5 C and the 5D under the 1800rpm engine speed, 25%, 50%, 75% and during full (100%) load institute do.Line among Fig. 5 E and the 5F under the 1500rpm engine speed, 50%, 75% and during full (100%) load institute do.Line among Fig. 5 G and the 5H under the 1200rpm engine speed, 50%, 75% and during full (100%) load institute do.
The incidence relation that these line groups show determines that freezing mixture control flexibly can realize the ability of the cooling of various degree.Under the environment of cold, the CAC freezing mixture is colder than home.Under the environment of cold, the value when CAC outlet air temperature and exhaust gas temperature also are lower than Normal Environmental Temperature.
In the environment of cold, when hanging down engine load, use hot CAC freezing mixture can improve exhaust gas temperature.
In order under low engine load and in the cold environment, to improve exhaust gas temperature so that keep reprocessing regeneration and/or performance, hope is from engine export rather than engine-driven coolant pump outlet suction " heat " engine coolant, and makes it flow to cooler 70,72 by bypass channel.
Figure 1A and Fig. 2 have reflected high loading NO xDischarging is to compromise between the needs of " heat " CAC freezing mixture of the needs of " colder " CAC freezing mixture and the high exhaust gas temperature of low load that is used for diesel engine reprocessing regeneration.
Fig. 3 has avoided this compromise and add two strands of CAC freezing mixtures streams from different positions by using valve (CAC control valve and by-pass valve).
Figure 1A, 1B, 1C, 1D, 2 and 3 only use an engine-driven coolant pump in the CAC cooling circuit, engine cooling circuit is also shared this pump.When motor moves under operating temperature, the freezing mixture in Engine Driven Pump outlet port will be hot.In order to provide " colder " coolant temperature to CAC72 and interstage cooler 70 under Normal Environmental Temperature, in those six mode of executions, radiator 90 must be quite big.The mode of execution of Fig. 4 can obtain perishing CAC freezing mixture so that be specifically designed to the CAC cooling circuit by using independent non-engine-driven coolant pump 98, does not mix with the engine coolant of heat.
Figure 1A, 2,3 and 4 is along with the hardware costs that increase gradually obtain motor and the reprocessing regenerability improved gradually successively.
Cut off CAC freezing mixture stream or cause higher MAT, obtain higher exhaust gas temperature thus for the pressurized air that arrives CAC72 provides the engine coolant (when hanging down load) of heat.Higher MAT can cause higher NO xDischarging.Regulating motor calibration parameter (such as postponing the fuel injection time arrangement, increase the EGR ratio, reducing air and fuel ratio) can be used for avoiding this possibility so that satisfy NO xEmission standard.
In order under low engine load, to carry out dpf regeneration, except using thermo-motor freezing mixture raising exhaust gas temperature as mentioned above, can under different rotating speeds and load, regulate the EBP valve so that reduce air and fuel ratio, so that improve exhaust gas temperature or in rotating speed-load range, make this temperature consistent more.For turbosupercharged engine, air and fuel ratio and exhaust gas temperature are very responsive to the exhaust restriction.Motor soot load among the DPF causes the exhaust restriction to strengthen.Close the EBP valve and also can increase the exhaust restriction.Regeneration if desired by regulating EBP valve opening (opening) so that light soot according to that moment DPF soot load amount, can reach the target exhaust restriction.
Fig. 7 A-7F be presented at EBP valve opening that cold environment and different engine loads designs for dpf regeneration down or in fact exhaust limit the control strategy of controlling.When full and down, the EBP valve is opened fully, when engine load reduces, closes the EBP valve gradually.When the EBP valve cut out, exhaust restriction enhancing and air and fuel ratio descended.These figure show, in order to light the soot among the DPF, the valve opening of EBP when dpf regeneration begins.After lighting or regenerating, under engine speed and load arbitrarily, once more the EBP valve opening is set to fully and opens.In the short-term of dpf regeneration, low air in the cylinder and fuel ratio (low oxygen concentration) cause low NO xDischarging (Fig. 6), but this also causes higher PM discharging.This type of PM effulent can be removed by dpf regeneration or other motor calibration measure.If desired, intake-air throttle valve also can be used to reduce air and fuel ratio so that help control NO xAnd, when regulating the EBP valve, can adjust motor calibration parameter (such as fuel injection time arrangement, fueling injection pressure, EGR ratio) so that control NO xDischarge with PM.Fig. 7 shows that also along with closing of EBP valve, the deterioration of brake horsepower fuel consumption rate (BSFC) is less usually when high-engine load, and in fact, when air and fuel ratio reduction, the BSFC under the low load descends.For the ambient temperature in cold is issued to the SCR efficient of hope, close the EBP valve and can improve exhaust gas temperature so that help hot operation strategy.
Figure 10 A-10F shows CAC cooling flexibly and the controlling mechanism of controlling at the exhaust gas temperature of reprocessing regeneration.
Under home (for example 77), when using cold CAC freezing mixture (for example 90), the turbine outlet exhaust gas temperature is enough high, can light DPF (Figure 10 A).Usually do not need to cut off the CAC cooling or close the EBP valve, unless under low engine load, wish further to improve exhaust gas temperature (Figure 10 B).
At the environment (for example 0) of cold and medium to high loading, when using cold CAC freezing mixture (for example 13), the turbine outlet exhaust gas temperature is not high enough, can not light DPF (Figure 10 C).To high loading, cut off the CAC cooling medium so that improve exhaust gas temperature (Figure 10 D).At the environment (for example 0) of cold be low to moderate under the medium load, when using cold CAC freezing mixture (for example 13), the turbine outlet exhaust gas temperature is very low.Under the weather that is low to moderate medium load and cold, use hot CAC freezing mixture (for example 194) to improve exhaust gas temperature, so that light DPF.(Figure 10 E) hot CAC freezing mixture can also use in the engine warming up process.The another kind of method that substitutes is to regulate the EBP valve so that improve exhaust gas temperature to light DPF or to make exhaust gas temperature in certain rotating speed-load range more consistent (Figure 10 F) under each rotating speed and load.NO xDischarging generally is not a problem, because when the EBP valve cut out, air and fuel ratio were lower.And, can adjust other motor calibration parameter (such as fuel injection time arrangement, fueling injection pressure, EGR ratio, air inlet restriction) so that control NO xAnd PM.
Fig. 8 and 9 shows that the control strategy of CAC cooling flexibly and exhaust gas temperature is so that reach two kinds of emission standards and dpf regeneration requirement simultaneously under different engine speed, load and environmental conditions.
Though we have exemplified and have illustrated at present preferred embodiments of the present invention,, should be appreciated that design of the present invention is applicable to all mode of executions in the scope that drops on following claims.

Claims (20)

1. internal-combustion engine, it comprises:
Gas handling system is used for producing pressurized air in intake manifold;
The firing chamber, wherein, described pressurized air and fuel from intake manifold burns;
Vent systems is used for waste gas is transported by emission-control equipment from described firing chamber, and described emission-control equipment needs to regenerate by improving exhaust gas temperature often;
Charger-air cooler, it comprises the air flow path that is used for pressurized air that is in described inlet manifold upstream and has the liquid flow path that is used for liquid engine coolant of heat exchange relationship with described air flow path;
Control system is used for by the engine coolant of control flows through the liquid flow path of described charger-air cooler, exhaust gas temperature is increased to the temperature that is enough to make emission-control equipment regeneration, but these means is as the constituent element of control system implementation strategy.
2. internal-combustion engine as claimed in claim 1, it is characterized in that, but described implementation strategy is increased to exhaust gas temperature the temperature that is enough to make emission-control equipment regeneration by the jointly controlling of engine coolant to the liquid flow path of the vent systems and the charger-air cooler of flowing through.
3. internal-combustion engine as claimed in claim 2 also comprises:
Control gear is used for the optionally stream of the vent systems of restricted passage emission-control equipment upstream;
Wherein, but described implementation strategy is increased to exhaust gas temperature the temperature that is enough to make emission-control equipment regeneration by the jointly controlling of engine coolant of the liquid flow path of the described control gear and the charger-air cooler of flowing through.
4. internal-combustion engine as claimed in claim 3 also comprises:
Following at least one: the EGR device is used to make waste gas to be recycled to gas handling system from vent systems; Fuel injection system is used for injecting fuel directly into the firing chamber; Intake-air throttle valve in the gas handling system is used for optionally limiting the pressurized air that enters the firing chamber;
Wherein, but described implementation strategy is by the engine coolant to the liquid flow path of the charger-air cooler of flowing through, described control gear, and unify at least one jointly control in the intake-air throttle valve of described egr system, fuel injection systems, exhaust gas temperature is increased to the temperature that is enough to make emission-control equipment regeneration.
5. internal-combustion engine as claimed in claim 2 is characterized in that, but described implementation strategy jointly controls according to the situation of the ambient temperature engine coolant to the liquid flow path of the described vent systems and the charger-air cooler of flowing through.
6. internal-combustion engine as claimed in claim 1, it is characterized in that, described gas handling system comprises two-stage turbocharger, it comprises interstage heat exchanger, this two-stage turbocharger is used to produce pressurized air, and the liquid flow path of described interstage heat exchanger and charger-air cooler is pressed the parallel stream relation and is arranged.
7. internal-combustion engine as claimed in claim 1 is characterized in that described control system comprises parallel flow path, these parallel flow paths separately with described liquid flow path fluid communication by charger-air cooler; Also comprise at least one valve, being used for optionally, dispensers flows by described parallel flow paths; One in the described flow path comprises radiator, at the radiator place heated freezing mixture in charger-air cooler is dispelled the heat.
8. internal-combustion engine as claimed in claim 7, it is characterized in that described at least one valve can optionally be operated, obtain following several situations: first kind of situation, do not allow the article one of described parallel flow paths of flowing through, but the second of the described parallel flow paths that allows to flow through; Second kind of situation do not allow the second of described parallel flow paths of flowing through, but article one of the described parallel flow paths that allows to flow through; The third situation is distributed in inlet flow in article one and second of described parallel flow paths; The 4th kind of situation stops inlet flow to enter described parallel flow paths.
9. internal-combustion engine as claimed in claim 8, also comprise main radiator, when thermostat valve allow engine coolant that coolant pump pumps from the cluster engine that comprises the firing chamber flow out, through main radiator, when getting back to cluster engine, can dissipate at main radiator place from the used heat of motor; Also comprise three-way valve, second outlet that it has the import that is communicated with the outlet fluid of described main radiator, first outlet that is communicated with the described first parallel flow paths fluid and is communicated with the second parallel flow paths fluid.
10. internal-combustion engine as claimed in claim 7, it is characterized in that, described at least one valve comprises first valve that becomes the series connection flowing relation with described first parallel flow paths and second valve that becomes the series connection flowing relation with described second parallel flow paths, also comprise main radiator, when thermostat valve allows to be flowed out from the cluster engine that comprises the firing chamber by the engine coolant of coolant pump twitch, through described main radiator, when arriving the outlet of main radiator, used heat from motor dissipates at described main radiator place, described first valve has import that is communicated with the direct fluid of described delivery side of pump and the outlet that is communicated with the described first parallel flow paths fluid, and described second valve has import that is communicated with the outlet fluid of described main radiator and the outlet that is communicated with the described second parallel flow paths fluid.
11. internal-combustion engine as claimed in claim 1, also comprise main radiator, when thermostat valve allow the engine coolant of twitching by engine-driven coolant pump from the cluster engine that comprises the firing chamber flow out, through described main radiator, when getting back to cluster engine, can dissipate at described main radiator place from the used heat of motor; Described flow system comprises first valve, and it has import that is communicated with the direct fluid of described delivery side of pump and the outlet that is communicated with the liquid flow path fluid of charger-air cooler; Coolant circuit, it comprises the liquid flow path of additional cooler, non-Engine Driven Pump and charger-air cooler.
12. internal-combustion engine as claimed in claim 1, it is characterized in that, described control system comprises one or more control gear, be used to control the temperature and the flow of the engine coolant of the liquid flow path by charger-air cooler, so that optionally the pressurized air of the described charger-air cooler of flowing through is carried out heating and cooling.
13. internal-combustion engine as claimed in claim 12 is characterized in that, described control system comprises parallel flow path, each bar flow path and the described liquid flow path fluid communication of passing through charger-air cooler; Also comprise at least one valve, being used for optionally, dispensers flows by described parallel flow paths; One in the described flow path comprises radiator, at the radiator place, heated freezing mixture in charger-air cooler is dispelled the heat.
14. the method for charge-air temperature in the adjusting inlet manifold of IC engine, described method comprises:
Control flows is through the temperature of the liquid engine coolant of the liquid flow path of charger-air cooler within the specific limits, described liquid engine coolant forms heat exchange relationship with the pressurized air that enters intake manifold, and this allows liquid engine coolant that pressurized air is optionally carried out heating and cooling.
15. method as claimed in claim 14 is characterized in that, comes the temperature of control flows through the freezing mixture stream of described liquid flow path by optionally distributing the logistics from the different piece of engine-cooling system.
16. method as claimed in claim 15, it is characterized in that, optionally distribute step to comprise valve of optionally operating at least one alternative operation from the logistics of the different piece of engine-cooling system, the operation of described valve can realize following several situation: first kind of situation, do not allow from the different piece of the engine-cooling system article one of parallel flow paths of flowing through, but the second of the described parallel flow paths that allows to flow through; Second kind of situation do not allow the second of described parallel flow paths of flowing through, but article one of the described parallel flow paths that allows to flow through; The third situation is distributed in the logistics of importing in article one and second of described parallel flow paths; The 4th kind of situation stops the logistics of input to enter described parallel flow paths.
17. method as claimed in claim 14 also comprises and carries out followingly jointly controlling: control is through the temperature of the exhaust flow of engine exhaust system, and control is through the temperature of the freezing mixture stream of the liquid flow path of charger-air cooler.
18. method as claimed in claim 17, it is characterized in that, control comprises through the temperature of the exhaust flow of engine exhaust system and the operation that jointly controls through the temperature of the freezing mixture stream of the liquid flow path of charger-air cooler: jointly control venting gas appliance back pressure and the freezing mixture stream by charger-air cooler, can make the emission-control equipment regeneration of exhaust flow warp so that produce sufficiently high exhaust gas temperature.
19. method as claimed in claim 18, also comprise at least one in the following system of control: egr system is used to make waste gas to be recycled to gas handling system from vent systems; Fuel injection system is used for injecting fuel directly into the firing chamber; Intake-air throttle valve in the gas handling system is used for optionally limiting the pressurized air that enters the firing chamber; And control the back pressure of venting gas appliance in combination and through the freezing mixture of described liquid flow path stream.
20. method as claimed in claim 19, the situation according to ambient temperature that also comprises jointly controls described venting gas appliance back pressure, through the freezing mixture of described liquid flow path stream, and unify in the described intake-air throttle valve at least one of described egr system, described fuel injection systems.
CN2007801022720A 2007-12-14 2007-12-14 Engine cooling and exhaust gas temperature controls for diesel after-treatment regeneration Pending CN101932801A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US2007/061778 WO2009078847A1 (en) 2007-12-14 2007-12-14 Engine cooling and exhaust gas temperature controls for diesel after-treatment regeneration

Publications (1)

Publication Number Publication Date
CN101932801A true CN101932801A (en) 2010-12-29

Family

ID=40795796

Family Applications (1)

Application Number Title Priority Date Filing Date
CN2007801022720A Pending CN101932801A (en) 2007-12-14 2007-12-14 Engine cooling and exhaust gas temperature controls for diesel after-treatment regeneration

Country Status (6)

Country Link
EP (1) EP2235333A4 (en)
CN (1) CN101932801A (en)
AU (1) AU2007362594A1 (en)
BR (1) BRPI0722329A2 (en)
GB (1) GB2467291A (en)
WO (1) WO2009078847A1 (en)

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102979635A (en) * 2011-09-02 2013-03-20 罗伯特·博世有限公司 Method and device used for regeneration of exhaust gas recirculation radiator
CN103775252A (en) * 2014-01-22 2014-05-07 东风商用车有限公司 Supercharged diesel engine EGR (Exhaust Gas Recirculation) system intelligent cooling device
CN104712465A (en) * 2013-12-17 2015-06-17 现代自动车株式会社 Engine system having turbo charger
CN104832257A (en) * 2015-04-28 2015-08-12 潍柴动力股份有限公司 Exhaust gas temperature control device for engine, motor vehicle and control method
CN105673217A (en) * 2014-12-08 2016-06-15 现代自动车株式会社 Temperature control device for engine
CN107355289A (en) * 2017-08-18 2017-11-17 河北工业大学 A kind of experimental bench of dpf regeneration control system and the system
CN108843441A (en) * 2018-09-18 2018-11-20 江苏宝时达动力科技有限公司 A kind of efficient ICS intercooler system of integrated water cooling inlet manifold and control method
CN109653850A (en) * 2017-10-10 2019-04-19 大众汽车有限公司 For running method, internal combustion engine and the motor vehicle of internal combustion engine
CN110234860A (en) * 2016-12-20 2019-09-13 沃尔沃卡车集团 Method for controlling internal combustion engine
CN112709624A (en) * 2019-10-25 2021-04-27 宁波吉利罗佑发动机零部件有限公司 Engine thermal management system and method

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3001006A1 (en) 2014-09-29 2016-03-30 Wärtsilä Finland Oy A cooling system for an internal combustion piston engine, a method of operating an internal combustion piston engine and an internal combustion piston engine
US10920656B2 (en) 2017-06-09 2021-02-16 Pratt & Whitney Canada Corp. Internal combustion engine cooling system
WO2019036344A1 (en) 2017-08-14 2019-02-21 Carrier Corporation Transport refrigeration system and method of regenerating a diesel particulate filter

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3958540A (en) * 1974-07-05 1976-05-25 General Motors Corporation Staged internal combustion engine with interstage temperature control
US6098576A (en) * 1999-02-12 2000-08-08 General Electric Company Enhanced split cooling system
JP4092913B2 (en) * 2002-01-10 2008-05-28 三菱自動車工業株式会社 Integrated control unit for exhaust purification system of diesel engine
US6981370B2 (en) * 2002-12-03 2006-01-03 Caterpillar Inc Method and apparatus for PM filter regeneration
US6883315B2 (en) * 2003-04-11 2005-04-26 Westinghouse Air Brake Technologies Corporation Inlet manifold temperature control system for an internal combustion engine
DE10321676A1 (en) * 2003-05-14 2004-12-09 Umicore Ag & Co.Kg Regeneration on the diesel particle filter using lambda variation
US7284366B2 (en) * 2005-09-28 2007-10-23 Ford Global Technologies, Llc System and method for operating an engine having an exhaust gas recirculation system
DE102006008228A1 (en) * 2006-02-22 2007-08-23 Robert Bosch Gmbh Method for temporarily raising the temperature in the exhaust gas of an internal combustion engine comprises increasing the stream of fresh air and/or exhaust gas passing through bypasses using adjusting elements
JP4995259B2 (en) * 2006-03-22 2012-08-08 ボーグワーナー インコーポレーテッド Integrated air supply and EGR valve

Cited By (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102979635A (en) * 2011-09-02 2013-03-20 罗伯特·博世有限公司 Method and device used for regeneration of exhaust gas recirculation radiator
CN104712465B (en) * 2013-12-17 2019-04-05 现代自动车株式会社 Engine system with turbocharger
CN104712465A (en) * 2013-12-17 2015-06-17 现代自动车株式会社 Engine system having turbo charger
CN103775252A (en) * 2014-01-22 2014-05-07 东风商用车有限公司 Supercharged diesel engine EGR (Exhaust Gas Recirculation) system intelligent cooling device
CN103775252B (en) * 2014-01-22 2016-02-10 东风商用车有限公司 A kind of supercharged diesel engine egr system Intelligent cooling device
CN105673217B (en) * 2014-12-08 2020-12-25 现代自动车株式会社 Temperature control device for engine
CN105673217A (en) * 2014-12-08 2016-06-15 现代自动车株式会社 Temperature control device for engine
CN104832257A (en) * 2015-04-28 2015-08-12 潍柴动力股份有限公司 Exhaust gas temperature control device for engine, motor vehicle and control method
CN104832257B (en) * 2015-04-28 2017-09-05 潍柴动力股份有限公司 A kind of engine row temperature control device, motor vehicle and control method
CN110234860A (en) * 2016-12-20 2019-09-13 沃尔沃卡车集团 Method for controlling internal combustion engine
CN110234860B (en) * 2016-12-20 2022-03-01 沃尔沃卡车集团 Method for controlling an internal combustion engine
CN107355289B (en) * 2017-08-18 2023-06-09 河北工业大学 DPF regeneration control system and experiment table of same
CN107355289A (en) * 2017-08-18 2017-11-17 河北工业大学 A kind of experimental bench of dpf regeneration control system and the system
CN109653850A (en) * 2017-10-10 2019-04-19 大众汽车有限公司 For running method, internal combustion engine and the motor vehicle of internal combustion engine
CN109653850B (en) * 2017-10-10 2021-05-07 大众汽车有限公司 Method for operating an internal combustion engine, internal combustion engine and motor vehicle
US10871100B2 (en) 2017-10-10 2020-12-22 Volkswagen Aktiengesellschaft Method for operating a combustion machine, combustion machine and motor vehicle
CN108843441A (en) * 2018-09-18 2018-11-20 江苏宝时达动力科技有限公司 A kind of efficient ICS intercooler system of integrated water cooling inlet manifold and control method
CN108843441B (en) * 2018-09-18 2023-10-31 江苏宝时达动力科技有限公司 Integrated water-cooling intake manifold efficient intercooling system and control method
CN112709624A (en) * 2019-10-25 2021-04-27 宁波吉利罗佑发动机零部件有限公司 Engine thermal management system and method
CN112709624B (en) * 2019-10-25 2022-07-08 宁波吉利罗佑发动机零部件有限公司 Engine thermal management system and method

Also Published As

Publication number Publication date
GB2467291A (en) 2010-07-28
WO2009078847A1 (en) 2009-06-25
GB201009935D0 (en) 2010-07-21
EP2235333A1 (en) 2010-10-06
EP2235333A4 (en) 2011-10-26
AU2007362594A1 (en) 2009-06-25
BRPI0722329A2 (en) 2014-04-08

Similar Documents

Publication Publication Date Title
CN101932801A (en) Engine cooling and exhaust gas temperature controls for diesel after-treatment regeneration
US5440880A (en) Diesel engine EGR system with exhaust gas conditioning
CN101943088B (en) The heat-exchange system of motor vehicle
US7530336B2 (en) Intake condensation removal for internal combustion engine
US20070199320A1 (en) Flexible engine cooling and exhaust gas temperature controls for diesel after-treatment regeneration and engine performance improvement
US6041602A (en) Hydraulically-actuated exhaust gas recirculation system and turbocharger for engines
RU2569410C2 (en) Engine intake manifold forced aspiration
CN201433815Y (en) Explosive motor with EGR refrigerator integrated with exhaust heat exchanger function
CN101668932B (en) Cooling arrangement in a vehicle
JP5754755B2 (en) Engine arrangement with charge air cooler and EGR system
EP1886012B1 (en) An arrangement for recirculation of exhaust gases of a supercharged internal combustion engine
US8316641B2 (en) Feed circuit for supplying a supercharged engine with at least one fluid and method for supplying such an engine with at least one fluid
CN104373200A (en) Methods and systems for boost control
GB2316445A (en) Cooling system for EGR, integral with main engine cooling system
US20110132334A1 (en) Warming Intake Air Using EGR Cooler in Dual-Throttle Boosted Engine System
US6230695B1 (en) Exhaust gas recirculation system
CN101553659B (en) Cooler arrangement at a vehicle
CN105201614B (en) Cooling system for internal combustion engine
GB2418012A (en) Working fluid circuit for a turbocharged engine having exhaust gas recirculation
GB2421545A (en) Controlling temperatures of exhaust gases from an internal combustion engine to facilitate particulate filter regeneration by adjusting exhaust valve timing
CN104541046A (en) Systems and methods for controlling exhaust gas recirculation
CN101245730B (en) Homogeneous compression ignition petrol engine intake system for hybrid power vehicle
EA031681B1 (en) Method and system for regenerating an exhaust gas recirculation cooler
US10196960B2 (en) Cooling system having variable coolant flow paths for exhaust gas recirculation system
CN111140410A (en) Method for operating a motor vehicle having an internal combustion engine with exhaust gas recirculation

Legal Events

Date Code Title Description
C06 Publication
PB01 Publication
C10 Entry into substantive examination
SE01 Entry into force of request for substantive examination
C02 Deemed withdrawal of patent application after publication (patent law 2001)
WD01 Invention patent application deemed withdrawn after publication

Application publication date: 20101229