CN108119227B - Automobile, engine air inlet system, engine air inlet control unit, engine air inlet control method and automobile air conditioning system - Google Patents
Automobile, engine air inlet system, engine air inlet control unit, engine air inlet control method and automobile air conditioning system Download PDFInfo
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- CN108119227B CN108119227B CN201611073806.9A CN201611073806A CN108119227B CN 108119227 B CN108119227 B CN 108119227B CN 201611073806 A CN201611073806 A CN 201611073806A CN 108119227 B CN108119227 B CN 108119227B
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/32—Cooling devices
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- 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
- F02B29/045—Constructional details of the heat exchangers, e.g. pipes, plates, ribs, insulation, materials, or manufacturing and assembly
- F02B29/0475—Constructional details of the heat exchangers, e.g. pipes, plates, ribs, insulation, materials, or manufacturing and assembly the intake air cooler being combined with another device, e.g. heater, valve, compressor, filter or EGR cooler, or being assembled on a special engine location
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
- B60H2001/00307—Component temperature regulation using a liquid flow
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- 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
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- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- General Engineering & Computer Science (AREA)
- Air-Conditioning For Vehicles (AREA)
Abstract
An automobile, an engine air inlet system control unit and method and an automobile air conditioning system are provided, wherein the engine air inlet system comprises an air inlet channel and a refrigerant branch; the refrigerant branch comprises a first distribution valve and a heat exchanger which are communicated, and the heat exchanger is connected into the gas inlet path; the first distributing valve can be opened to communicate with the refrigerant branch. When the engine is in middle and high load operation, the first distribution valve can be opened to communicate the refrigerant branch, and the refrigerant can flow in the refrigerant branch and exchange heat with air in the air inlet channel through the heat exchanger, so that the temperature of the air in the air inlet channel is reduced. This may significantly reduce the tendency for pre-ignition, knocking within the engine cylinder. In this case, no measures are taken to lower the engine compression ratio, but the engine compression ratio may be held at a larger value. Furthermore, the engine has high compression ratio, so that the oil consumption of the engine under medium and low load can be reduced, the exhaust temperature is reduced, the heat load of an exhaust system is reduced, and the fuel economy is improved.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to an automobile, an engine air inlet system, an engine air inlet control unit, an engine air inlet control method and an automobile air conditioner system.
Background
In the field of automobiles, increasing the air intake of an engine is an effective means for improving the dynamic performance of the engine. For example, in the prior art, the air in the air intake system of the engine is compressed and then introduced into the engine cylinder by using mechanical supercharging and exhaust gas turbocharging technologies, so that the air intake amount of the engine is increased. From the gas equation of state we can see that: where m is pV/RT (m denotes an intake air amount, p denotes an intake pressure, V denotes an engine exhaust gas amount, and T denotes an intake air temperature), m is proportional to p and inversely proportional to T when V is constant. The compressed air can be increased by utilizing the turbocharging and mechanical supercharging technology to increase the intake pressure p, so that the intake air quantity m of the engine is improved, and the output power of the engine can be improved.
However, as the temperature T of the intake air after compression increases, the tendency for pre-ignition and knocking in the engine increases, particularly when the engine is operating at medium and high loads. To avoid pre-ignition and knocking, measures have to be taken to reduce the engine compression ratio, which in turn increases the fuel consumption of the engine at medium and low loads, resulting in increased exhaust gas temperatures, increased thermal load on the exhaust system, and reduced fuel economy.
Disclosure of Invention
The invention solves the problem that the fuel economy of the engine in the prior art is lower.
In order to solve the above problems, the present invention provides an engine air intake system, which includes an air intake path and a refrigerant branch path; the refrigerant branch comprises a first distribution valve and a heat exchanger which are communicated, and the heat exchanger is connected to the air inlet channel; the first distributing valve can be opened to communicate with the refrigerant branch, and the heat exchanger is suitable for flowing refrigerant to exchange heat with air in the air inlet channel.
Optionally, the refrigerant branch is connected to an automobile air conditioning system;
the automobile air conditioning system comprises a compressor, a condenser and an air conditioning branch;
the compressor, the condenser and the refrigerant branch are sequentially communicated with the compressor;
the air conditioner branch comprises an evaporator and a second distribution valve which are communicated, and the compressor, the condenser and the air conditioner branch are communicated with the compressor in sequence.
Optionally, the air conditioner branch and the refrigerant branch share a first end and a second end, and the first end and the second end are respectively communicated with the compressor and the condenser.
Optionally, the heat exchanger comprises: the heat exchanger comprises an inner pipe and an outer pipe sleeved outside the inner pipe, a closed cavity is arranged between the inner pipe and the outer pipe, and the heat exchanger is communicated with the first distribution valve through the closed cavity.
Optionally, the air intake passage includes an air intake pipe, and the heat exchanger is disposed in the air intake pipe and communicates the inner pipe with the air intake pipe; or the heat exchanger is sleeved outside the air inlet pipe through the inner pipe and is fixedly connected with the air inlet pipe; or the air inlet pipe at least comprises two sections, and the heat exchanger is connected between the two adjacent sections and enables the inner pipe to be communicated with the two adjacent sections of the air inlet pipe.
Optionally, the air intake includes an air cleaner, and the heat exchanger is disposed downstream of the air cleaner.
Optionally, the air inlet path further includes an intercooler, and the heat exchanger is disposed downstream of the intercooler.
Optionally, the refrigerant branch includes at least two heat exchangers, and all the heat exchangers are respectively communicated with the first distribution valve.
Optionally, the intake passage comprises an air cleaner and an intercooler downstream of the air cleaner, at least one of the heat exchangers being disposed between the air cleaner and the intercooler, at least one of the heat exchangers being disposed downstream of the intercooler.
Optionally, the engine air intake system further comprises a control unit comprising: the receiving unit is used for receiving the vehicle speed signal and the fuel injection quantity signal in the engine;
the first comparison unit is used for acquiring the vehicle speed signal and the fuel injection quantity signal from the receiving unit, comparing the fuel injection quantity signal with a fuel injection quantity threshold value required by the vehicle speed signal, and generating a first comparison signal when the fuel injection quantity signal is equal to or greater than the fuel injection quantity threshold value;
and the instruction unit is used for controlling the compressor to start a refrigeration cycle and controlling the first distribution valve to be opened to communicate the refrigerant branch after receiving the first comparison signal.
Optionally, the receiving unit is further configured to receive an engine water temperature signal;
the control unit further includes: the second comparison unit is used for receiving the water temperature signal, comparing the water temperature signal with a water temperature threshold value and generating a second comparison signal when the water temperature signal is lower than or equal to the water temperature threshold value;
the instruction unit is further to: and after receiving the second comparison signal, controlling the compressor to start a heating cycle and controlling the first distribution valve to be opened to communicate the refrigerant branch.
Optionally, the receiving unit is further configured to receive a vehicle braking signal;
the instruction unit is further used for controlling the compressor to start heating circulation and controlling the first distribution valve to be opened to communicate the refrigerant branch after receiving an automobile braking signal.
The invention also provides an automobile air-conditioning system, which comprises a compressor, a condenser, an air-conditioning branch and a refrigerant branch;
the refrigerant branch comprises a heat exchanger and a first distribution valve which are communicated, the compressor, the condenser and the refrigerant branch are sequentially communicated with the compressor, and the heat exchanger is suitable for being connected into an air inlet system of the engine;
the air conditioner branch comprises an evaporator and a second distribution valve which are communicated, and the compressor, the condenser and the air conditioner branch are communicated with the compressor in sequence.
The present invention also provides a control unit of the engine intake system described above, the control unit including: the receiving unit is used for receiving the vehicle speed signal and the fuel injection quantity signal in the engine;
the first comparison unit is used for acquiring the vehicle speed signal and the fuel injection quantity signal from the receiving unit, comparing the fuel injection quantity signal of the engine with a fuel injection quantity threshold value required by the vehicle speed signal, and generating a first comparison signal when the fuel injection quantity signal is equal to or greater than the fuel injection quantity threshold value;
and the instruction unit is used for controlling the compressor to start a refrigeration cycle and controlling the first distribution valve to be opened to communicate the refrigerant branch after receiving the first comparison signal.
Optionally, the receiving unit is further configured to receive an engine water temperature signal;
the control unit further includes: the second comparison unit is used for receiving the water temperature signal, comparing the water temperature signal with a water temperature threshold value and generating a second comparison signal when the water temperature signal is lower than or equal to the water temperature threshold value;
the instruction unit is further to: and after receiving the second comparison signal, controlling the compressor to start a heating cycle and controlling the first distribution valve to be opened to communicate the refrigerant branch.
Optionally, the receiving unit is further configured to receive a vehicle braking signal;
the instruction unit is further used for controlling the compressor to start heating circulation and controlling the first distribution valve to be opened to communicate the refrigerant branch after receiving an automobile braking signal.
The invention also provides an automobile comprising the engine air inlet system.
The invention also provides a control method of the engine air intake system, which comprises the following steps: receiving a vehicle speed signal and an oil injection quantity signal in an engine;
comparing the fuel injection quantity signal with a fuel injection quantity threshold value required by the vehicle speed signal, and generating a first comparison signal when the fuel injection quantity signal is equal to or greater than the fuel injection quantity threshold value;
and after receiving the first comparison signal, controlling the compressor to start a refrigeration cycle and controlling the first distribution valve to be opened to communicate the refrigerant branch.
Optionally, the control method further includes: receiving a water temperature signal of an engine;
comparing the water temperature signal with a water temperature threshold, and generating a second comparison signal when the water temperature signal is lower than or equal to the water temperature threshold;
and after receiving the second comparison signal, controlling the compressor to start a heating cycle and controlling the first distribution valve to be opened to communicate the refrigerant branch.
Optionally, the control method further includes: receiving a vehicle braking signal;
and after receiving an automobile braking signal, controlling the compressor to start a heating cycle and controlling the first distribution valve to be opened to communicate the refrigerant branch.
Compared with the prior art, the technical scheme of the invention has the following advantages:
the engine air inlet system comprises a refrigerant branch, the refrigerant branch comprises a heat exchanger and a second distribution valve which are communicated, and the heat exchanger can be connected into an air inlet path of the engine air inlet system and is suitable for exchanging heat with air in the engine air inlet system. Therefore, when the engine runs at medium and high loads, the first distribution valve can be opened to communicate the refrigerant branch, the refrigerant can flow in the refrigerant branch and exchange heat with the air in the air inlet channel through the heat exchanger, and the temperature of the air in the air inlet channel is reduced. This may significantly reduce the tendency for pre-ignition, knocking within the engine cylinder. In this case, no measures are taken to lower the engine compression ratio, but the engine compression ratio may be held at a larger value. Furthermore, the engine has high compression ratio, so that the oil consumption of the engine under medium and low load can be reduced, the exhaust temperature is reduced, the heat load of an exhaust system is reduced, and the fuel economy is improved. In addition, when the engine is in a medium load or a low load, the air in the air inlet path is not cooled, the air is not cooled, no mechanical energy is consumed, and only positive benefits brought by increasing the compression ratio are realized, so that the economical efficiency of the whole vehicle can be improved.
On the other hand, at medium and high load of the engine, we can see from the gas state equation: when the intake temperature T is lowered, the intake air amount m can be increased to a certain extent, the output power of the engine is increased, and the engine dynamic property is improved.
Drawings
FIG. 1 is a schematic diagram of an engine air intake system of an embodiment of the present invention coupled to an automotive air conditioning system, wherein the dashed arrows indicate the flow of the refrigeration cycle;
FIG. 2 is a schematic diagram of an engine air intake system of an embodiment of the present invention coupled to an air conditioning system of a vehicle, wherein the dashed arrows indicate the flow of a heating cycle;
FIG. 3 is a cross-sectional view of a heat exchanger in the intake system of the engine shown in FIG. 1;
FIG. 4 is a schematic diagram of the result of an engine air intake system of another embodiment of the present invention connected to a vehicle air conditioning system, with the dashed arrows indicating the flow of the refrigeration cycle;
fig. 5 is a schematic configuration diagram of a control unit for an automotive air conditioning system.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.
The vehicle includes at least an engine air intake system for supplying air to engine cylinders.
Referring to fig. 1, an engine intake system I may include an intake passage I and a refrigerant branch ii; the refrigerant branch ii can comprise a first distribution valve 1 and a heat exchanger 2 which are communicated, and the heat exchanger 2 is connected into the air inlet path i; the first distributing valve 1 can be opened to communicate with the refrigerant branch ii and the heat exchanger 2 is adapted to flow the refrigerant therethrough to exchange heat with the air in the intake passage i.
Therefore, in an applicable scheme, when the engine is in medium and high load operation, the first distribution valve 1 can be opened to communicate with the refrigerant branch ii, and the refrigerant can flow in the refrigerant branch ii and exchange heat with the air in the air inlet channel i through the heat exchanger 2, so that the temperature of the air in the air inlet channel i is reduced. This may significantly reduce the tendency for pre-ignition, knocking within the engine cylinder. In this case, no measures are taken to lower the engine compression ratio, but the engine compression ratio may be held at a larger value. Furthermore, the engine has high compression ratio, so that the oil consumption of the engine under medium and low load can be reduced, the exhaust temperature is reduced, the heat load of an exhaust system is reduced, and the fuel economy is improved. Furthermore, when the engine is at medium and low loads, the air in the engine air intake system is not cooled, the intake air is not cooled, no mechanical energy is consumed, and only positive benefits are obtained by increasing the compression ratio, so that the economy of the whole vehicle can be improved.
On the other hand, at medium and high load of the engine, we can see from the gas state equation: when the intake temperature T is lowered, the intake air amount m can be increased to a certain extent, the output power of the engine is increased, and the engine dynamic property is improved.
The refrigerant branch II can be connected to the vehicle air conditioning system II, and the vehicle air conditioning system II is used to provide refrigerant to the heat exchanger 2. The vehicle air conditioning system II may comprise a compressor 3, a condenser 4 and an air conditioning branch iii; the compressor 3, the condenser 4 and the refrigerant branch ii are communicated with the compressor 3 in sequence; the air conditioning branch iii may comprise an evaporator 5 and a second distribution valve 6 in communication, and the compressor 3, the condenser 4, the air conditioning branch iii and the compressor 3 may be in communication in sequence.
The first distribution valve 1 is opened to communicate with the refrigerant branch ii, and the compressor 3, the condenser 4, and the refrigerant branch ii form a heat exchange circulation path, and the refrigerant circulates along the compressor 3, the condenser 4, and the heat exchanger 2 in this order to the compressor 3, and the refrigerant exchanges heat with another medium in the heat exchanger 2.
Therefore, it is expected that the refrigeration cycle of the compressor 3 may be turned on and the refrigerant may circulate along the dotted arrow C shown in fig. 1 when the engine is in the middle and high load operation. At the same time, the first distributing valve 1 may be opened to communicate with the refrigerant branch ii, and the refrigerant may flow in the heat exchanger 2 and exchange heat with the air in the intake passage i during the flow, so that the temperature of the refrigerant is increased and the temperature of the air is decreased. This may significantly reduce the tendency for pre-ignition, knocking within the engine cylinder 10.
In addition, the second distribution valve 6 can be opened to communicate with the air-conditioning branch iii, the compressor 3, the condenser 4, and the air-conditioning branch iii constitute an air-conditioning circulation path, and the refrigerant can circulate along the compressor 3, the condenser 4, and the evaporator 5 in this order to the compressor 3, which is used for cooling or heating the vehicle interior. Therefore, the first distributing valve 1 and the second distributing valve 6 can be controlled independently of each other to reasonably control the connection and disconnection of the respective branch. Thus, the air conditioning branch iii and the refrigerant branch ii may be separately communicated or simultaneously communicated. For example, the first and second distribution valves 1 and 6 are controlled to be opened simultaneously, and the refrigerant can flow in the air conditioning branch iii and the refrigerant branch ii, respectively. In the process, the opening degrees of the first distributing valve 1 and the second distributing valve 6 can be adjusted according to the temperature reduction amplitude required by the two branches, so that the refrigerant flow on each branch can be reasonably controlled.
In addition, the automobile is in middle and low load operation for most of time, and the middle and high loads do not belong to normal working conditions, so even if the air inlet passage i is cooled when the automobile is in middle and high load operation, the cooling or heating effect in the compartment is basically not influenced due to the short time.
The refrigerant branch ii and the air-conditioning branch iii share the first end A and the second end B. The compressor 3, the condenser 4, the first end a, the second end B and the compressor 3 are sequentially communicated according to the flow direction of the refrigerant. For example, the first end a may be provided with a three-way valve communicating with the heat exchanger 2, the compressor 3 and the evaporator 5, and the second end B may be provided with another three-way valve communicating with the first distribution valve 1, the second distribution valve 6 and the condenser 4.
At the start of the cold engine of the vehicle, the heating cycle of the compressor 3 may be turned on, and referring to fig. 2, the refrigerant flows through the circulation path indicated by the arrow H, and the heating circulation path is the reverse of the cooling circulation path. The temperature of the refrigerant flowing out of the compressor 3 is high, the refrigerant exchanges heat with the air in the air inlet passage i when flowing through the heat exchanger 2, the temperature of the refrigerant is reduced, the temperature of the air in the air inlet passage i is increased, the temperature of an engine cylinder can be increased in a short time, the friction work generated when the engine works can be reduced, and the energy loss is reduced. In addition, the exhaust temperature can quickly reach the ignition temperature of the three-way catalyst, the emission performance is favorably improved, and a certain amount of condensed liquid refrigerant is prepared for later use in cooling the intake air.
Referring to fig. 1, in an engine intake system I, an intake passage I includes an intake pipe 11, and air can flow into the intake pipe 11 in a direction D and finally flow into an engine cylinder 10. The heat exchanger 2 may be provided in the intake pipe 11 so that the refrigerant can exchange heat with air in the intake pipe 11. In connection with fig. 3, the heat exchanger 2 may comprise: an inner tube 21 and an outer tube 22 sleeved outside the inner tube 21, wherein a closed cavity 20 is arranged between the inner tube 21 and the outer tube 22.
Therefore, the heat exchanger 2 may be sleeved outside the air inlet pipe 11 through the inner pipe 21 and fixedly connected thereto, the closed cavity 20 between the inner pipe 21 and the outer pipe 22 has two ports 20a connected thereto, and may be respectively communicated with the compressor 3 and the first distribution valve 1, and the refrigerant flowing in the closed cavity 20 exchanges heat with the air in the air inlet pipe 11 through the pipe wall of the inner pipe 21 and the pipe wall of the air inlet pipe 11. In one example, the air inlet pipe may include at least two sections, the heat exchanger may be inserted between the two adjacent sections and may enable the inner pipe to communicate with the two adjacent sections of the air inlet pipe, and the air in the air inlet pipe may flow in the inner pipe and may be heat-exchanged with the refrigerant. In another example, the heat exchanger may be disposed within the inlet tube such that the inner tube is in communication with the inlet tube and the two ports of the closed chamber may extend out of the inlet tube.
Referring to fig. 1, the air intake path i may include an air cleaner 12, the air cleaner 12 for filtering foreign substances in the air, and the heat exchanger 2 may be disposed downstream of the air cleaner 12. On one hand, the heat exchanger 2 cools or heats the filtered air, which can improve the utilization rate of the refrigerant; on the other hand, the structure and shape of the air cleaner 12 itself may cause difficulty in mounting the heat exchanger 2, and therefore, the heat exchanger 2 may be provided on the intake pipe downstream of the air cleaner 12, facilitating assembly.
Referring to fig. 4, the intake path i may further include an intercooler 13, and the heat exchanger 2' may be disposed downstream of the intercooler 13. The intercooler 13 is generally used in combination with a supercharger 14, and the supercharger 14 is used to supercharge the air in the intake pipe 11 to increase the intake air amount, but the temperature of the compressed air is increased, so that the intercooler 13 can perform a cooling process before the air enters the engine cylinder 10. Under medium and high loads, the ideal cooling effect cannot be achieved by only relying on the intercooler 13. In contrast, the heat exchanger 2' is capable of reducing the temperature of the air entering the engine cylinder 10 over a wide range, which may reduce the air entering the engine cylinder 10 to a desired value to minimize the tendency for pre-ignition and knocking.
Furthermore, the heat exchanger 2' is relatively close to the engine block 10. The closer to the engine cylinder 10, the higher the temperature of the air in the intake pipe 11, the greater the temperature difference with the refrigerant in the heat exchanger 2', and thus the higher the heat exchange efficiency between the refrigerant and the air.
Therefore, the engine intake system I may include both the heat exchangers 2 and 2', and the two heat exchangers 2 and 2' share the input and output ends and are connected to communicate with the first distribution valve 1 to form the refrigerant branch ii. Therefore, the first distribution valve 1 can control the heat exchangers 2 and 2' to communicate with the compressor 3 and the condenser 4 at the same time.
In addition to this, the heat exchanger may have three or more. Therefore, the heat exchangers can have at least two, all of which share the input end and the output end and can be communicated with the first distribution valve after being connected to form the refrigerant branch. Wherein the at least one heat exchanger may be arranged between the air cleaner and the intercooler, the at least one heat exchanger being arranged downstream of the intercooler.
With combined reference to fig. 1, the present invention also provides a control method of an engine intake system I, which may include:
firstly, receiving a vehicle speed signal and an oil injection quantity signal in an engine, for example, collecting the vehicle speed signal from a vehicle speed sensor and collecting the oil injection quantity signal from an automobile ECU;
secondly, comparing the received fuel injection quantity signal with a fuel injection quantity threshold value required by the vehicle speed signal, and generating a first comparison signal when the fuel injection quantity signal is equal to or greater than the fuel injection quantity threshold value;
after receiving the first comparison signal, the compressor 3 is controlled to start the refrigeration cycle and the first distribution valve 1 is controlled to open to communicate with the refrigerant branch ii.
The automobile ECU acquires displacement signals from an accelerator pedal and acquires the speed from a speed sensor, and the oil injection threshold required by the current speed can be obtained through a series of calculations. If the current fuel injection quantity signal acquired under the current vehicle speed signal exceeds the fuel injection quantity threshold value, the automobile is judged to be in medium and high load, so that the compressor 3 can be controlled to start a refrigeration cycle and the first distribution valve 1 is controlled to be opened to cool air in the air inlet channel i.
Further, referring to fig. 2, the control method of the engine intake system I may further include:
firstly, receiving an engine water temperature signal, for example, collecting a water temperature signal from a water temperature sensor;
then, comparing the water temperature signal with a water temperature threshold, and generating a second comparison signal when the water temperature signal is lower than or equal to the water temperature threshold;
after receiving the second comparison signal, the compressor 3 is controlled to start the heating cycle and the first distributing valve 1 is controlled to open to communicate with the refrigerant branch ii. Particularly, when the current water temperature is lower than or equal to the water temperature threshold value just after the engine is started, the engine is judged to be in a cold state, so that the compressor 3 is controlled to start a heating cycle and the first distribution valve 1 is controlled to be opened to heat the air in the air inlet path i.
The control method of the engine intake system I further includes:
firstly, receiving a vehicle brake signal, for example, receiving the vehicle brake signal from a vehicle brake switch;
after receiving the automobile braking signal, the compressor 3 is controlled to start the heating cycle and the first distributing valve 1 is controlled to be opened to communicate with the refrigerant branch ii. When the automobile is braked, the engine rotates due to inertia, the compressor 3 is controlled to start a heating cycle and the first distribution valve 1 is controlled to be opened at the moment, high-temperature gaseous refrigerant flowing through the heat exchanger 2 can exchange heat with air in the air inlet channel i, and the gaseous refrigerant is cooled to become liquid refrigerant to be stored and reserved for the next refrigeration cycle. Therefore, the braking energy can be recovered in the process, and the energy utilization rate is improved. Especially on urban roads with traffic jam, the automobiles may need to be braked frequently, so that the recoverable brake energy accumulated is still considerable.
Referring to fig. 1 in combination with fig. 5, the present invention provides a control unit 7 capable of implementing the control method, where the control unit 7 includes: the receiving unit 71 is used for receiving a vehicle speed signal and an oil injection quantity signal in the engine;
a first comparing unit 72, configured to receive the vehicle speed signal and the fuel injection quantity signal from the receiving unit 71, compare the fuel injection quantity signal with a fuel injection quantity threshold required by the vehicle speed signal, and generate a first comparison signal when the fuel injection quantity signal is equal to or greater than the fuel injection quantity threshold;
and the instruction unit 73 is configured to, after receiving the first comparison signal, control the compressor 3 to start the refrigeration cycle and control the first distribution valve 1 to open to communicate the refrigerant branch ii.
The receiving unit 71 may communicate with a vehicle speed sensor to collect a vehicle speed signal and simultaneously communicate with a vehicle ECU to collect an injection quantity signal from the vehicle ECU.
Referring to fig. 2 and 5, the receiving unit 71 is also used for receiving an engine water temperature signal;
the control unit 7 further includes: a second comparing unit 74 for receiving the water temperature signal and comparing the water temperature signal with a water temperature threshold, and generating a second comparison signal when the water temperature signal is lower than or equal to the water temperature threshold;
the instruction unit 73 is further configured to: after receiving the second comparison signal, controlling the compressor 3 to start a heating cycle and controlling the first distribution valve 1 to open to communicate with the refrigerant branch ii. Therefore, the receiving unit 71 may also communicate with an engine water temperature sensor to collect a water temperature signal.
Further, the receiving unit 71 is also used for receiving a vehicle braking signal;
the command unit 73 is further configured to control the compressor 3 to start a heating cycle and control the first distributing valve 1 to open to communicate with the refrigerant branch ii after receiving the vehicle braking signal.
This control unit 7 may be integrated in the vehicle ECU, or the control unit 7 may be provided separately from the vehicle ECU.
Although the present invention is disclosed above, the present invention is not limited thereto. Various changes and modifications may be effected therein by one skilled in the art without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (14)
1. An engine air inlet system is characterized by comprising an air inlet path and a refrigerant branch path; the refrigerant branch comprises a first distribution valve and a heat exchanger which are communicated, and the heat exchanger is connected to the air inlet channel;
the first distribution valve can be opened to communicate with the refrigerant branch, and the heat exchanger is suitable for flowing refrigerant to exchange heat with air in the air inlet channel;
the refrigerant branch is connected to an automobile air conditioning system;
the automobile air conditioning system comprises a compressor, a condenser and an air conditioning branch;
the compressor, the condenser and the refrigerant branch are sequentially communicated with the compressor;
the air conditioner branch comprises an evaporator and a second distribution valve which are communicated, and the compressor, the condenser and the air conditioner branch are communicated with the compressor in sequence;
the engine intake system further includes:
a control unit, the control unit comprising: the receiving unit is used for receiving the vehicle speed signal and the fuel injection quantity signal in the engine;
the first comparison unit is used for acquiring the vehicle speed signal and the fuel injection quantity signal from the receiving unit, comparing the fuel injection quantity signal with a fuel injection quantity threshold value required by the vehicle speed signal, and generating a first comparison signal when the fuel injection quantity signal is equal to or greater than the fuel injection quantity threshold value;
the instruction unit is used for controlling the compressor to start a refrigeration cycle and controlling the first distribution valve to be opened to communicate the refrigerant branch after receiving the first comparison signal;
the receiving unit is also used for receiving automobile brake signals;
the instruction unit is further used for controlling the compressor to start heating circulation and controlling the first distribution valve to be opened to communicate the refrigerant branch after receiving an automobile braking signal.
2. The engine air intake system of claim 1, wherein the air conditioning branch and the refrigerant branch share a first end and a second end, the first end and the second end being in communication with the compressor and the condenser, respectively.
3. The engine air intake system of claim 1, wherein the heat exchanger comprises: the heat exchanger comprises an inner pipe and an outer pipe sleeved outside the inner pipe, a closed cavity is arranged between the inner pipe and the outer pipe, and the heat exchanger is communicated with the first distribution valve through the closed cavity.
4. The engine air intake system of claim 3, wherein the air intake path includes an air intake pipe, and the heat exchanger is disposed in the air intake pipe and communicates the inner pipe with the air intake pipe; alternatively, the first and second electrodes may be,
the heat exchanger is sleeved outside the air inlet pipe through the inner pipe and is fixedly connected with the air inlet pipe; alternatively, the first and second electrodes may be,
the air inlet pipe at least comprises two sections, and the heat exchanger is connected between the two adjacent sections and enables the inner pipe to be communicated with the two adjacent sections of the air inlet pipe.
5. The engine air intake system of claim 1, wherein the air intake path includes an air cleaner, and the heat exchanger is disposed downstream of the air cleaner.
6. The engine air intake system of claim 1, wherein the air intake path further includes an intercooler, the heat exchanger being disposed downstream of the intercooler.
7. The engine intake system of claim 1, wherein the refrigerant bypass comprises at least two of the heat exchangers, and all of the heat exchangers are respectively communicated with the first distribution valve.
8. The engine air intake system of claim 7, wherein the air intake path includes an air cleaner and an intercooler downstream of the air cleaner, at least one of the heat exchangers being disposed between the air cleaner and the intercooler, at least one of the heat exchangers being disposed downstream of the intercooler.
9. The engine air intake system of claim 1, wherein the receiving unit is further configured to receive an engine water temperature signal;
the control unit further includes: the second comparison unit is used for receiving the water temperature signal, comparing the water temperature signal with a water temperature threshold value and generating a second comparison signal when the water temperature signal is lower than or equal to the water temperature threshold value;
the instruction unit is further to: and after receiving the second comparison signal, controlling the compressor to start a heating cycle and controlling the first distribution valve to be opened to communicate the refrigerant branch.
10. An automobile air conditioning system is characterized by comprising a compressor, a condenser, an air conditioning branch and a refrigerant branch;
the refrigerant branch comprises a heat exchanger and a first distribution valve which are communicated, the compressor, the condenser and the refrigerant branch are sequentially communicated with the compressor, and the heat exchanger is suitable for being connected into an air inlet system of the engine;
the air conditioner branch comprises an evaporator and a second distribution valve which are communicated, and the compressor, the condenser and the air conditioner branch are communicated with the compressor in sequence;
the automotive air conditioning system further includes:
the receiving unit is used for receiving the vehicle speed signal and the fuel injection quantity signal in the engine;
the first comparison unit is used for acquiring the vehicle speed signal and the fuel injection quantity signal from the receiving unit, comparing the fuel injection quantity signal of the engine with a fuel injection quantity threshold value required by the vehicle speed signal, and generating a first comparison signal when the fuel injection quantity signal is equal to or greater than the fuel injection quantity threshold value;
the instruction unit is used for controlling the compressor to start a refrigeration cycle and controlling the first distribution valve to be opened to communicate the refrigerant branch after receiving the first comparison signal;
the receiving unit is also used for receiving automobile brake signals;
the instruction unit is further used for controlling the compressor to start heating circulation and controlling the first distribution valve to be opened to communicate the refrigerant branch after receiving an automobile braking signal.
11. The vehicle air conditioning system of claim 10, wherein said receiving unit is further configured to receive an engine water temperature signal;
the automotive air conditioning system further includes: the second comparison unit is used for receiving the water temperature signal, comparing the water temperature signal with a water temperature threshold value and generating a second comparison signal when the water temperature signal is lower than or equal to the water temperature threshold value;
the instruction unit is further to: and after receiving the second comparison signal, controlling the compressor to start a heating cycle and controlling the first distribution valve to be opened to communicate the refrigerant branch.
12. A vehicle comprising an engine air intake system according to any one of claims 1 to 9.
13. A control method of an engine intake system according to claim 1, characterized by comprising:
receiving a vehicle speed signal and an oil injection quantity signal in an engine;
comparing the fuel injection quantity signal with a fuel injection quantity threshold value required by the vehicle speed signal, and generating a first comparison signal when the fuel injection quantity signal is equal to or greater than the fuel injection quantity threshold value;
after the first comparison signal is received, controlling the compressor to start a refrigeration cycle and controlling the first distribution valve to be opened to communicate the refrigerant branch;
receiving a vehicle braking signal;
and after receiving an automobile braking signal, controlling the compressor to start a heating cycle and controlling the first distribution valve to be opened to communicate the refrigerant branch.
14. The control method according to claim 13, further comprising:
receiving a water temperature signal of an engine;
comparing the water temperature signal with a water temperature threshold, and generating a second comparison signal when the water temperature signal is lower than or equal to the water temperature threshold;
and after receiving the second comparison signal, controlling the compressor to start a heating cycle and controlling the first distribution valve to be opened to communicate the refrigerant branch.
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| CN201611073806.9A CN108119227B (en) | 2016-11-29 | 2016-11-29 | Automobile, engine air inlet system, engine air inlet control unit, engine air inlet control method and automobile air conditioning system |
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| CN110857655A (en) * | 2018-08-23 | 2020-03-03 | 北汽福田汽车股份有限公司 | Cooling device, method and vehicle |
| CN109519271A (en) * | 2018-11-11 | 2019-03-26 | 长沙源婕科技有限公司 | A kind of cooling system for vehicle |
| CN111287833A (en) * | 2018-12-10 | 2020-06-16 | 上海汽车集团股份有限公司 | Gas temperature control method and device |
| CN114294133A (en) * | 2021-12-31 | 2022-04-08 | 中国第一汽车股份有限公司 | Cooling system, control method, system, device, storage medium and processor thereof |
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