CN114294095A - Cold end dynamic air compensation and bypass throttle valve rear-mounted exhaust temperature management system of engine - Google Patents
Cold end dynamic air compensation and bypass throttle valve rear-mounted exhaust temperature management system of engine Download PDFInfo
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- CN114294095A CN114294095A CN202111375768.3A CN202111375768A CN114294095A CN 114294095 A CN114294095 A CN 114294095A CN 202111375768 A CN202111375768 A CN 202111375768A CN 114294095 A CN114294095 A CN 114294095A
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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
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract
The invention provides a cold end dynamic air compensation and bypass throttle valve rear exhaust temperature management system of an engine, which is characterized in that: the engine supercharger comprises a supercharger and an engine, wherein an air outlet of the supercharger is communicated with an air inlet of the engine through a pipeline, and a first DACS valve, an intercooler and a second DACS valve are sequentially arranged on the pipeline between the air outlet of the supercharger and the air inlet of the engine; the system also comprises a bypass bleed pipe, wherein one end of the bypass bleed pipe is communicated with a pipeline between an air inlet of the engine and an air outlet of the second DACS valve; the other end of the bypass bleed pipe is communicated with a pipeline between the first DACS valve and the air outlet of the supercharger; a bypass one-way valve is arranged in the bypass air guide pipe; the bypass one-way valve realizes the switching of the opening and closing states according to the pressure difference of the gas inlet and outlet ends; the temperature sensor is arranged at the air inlet of the engine and used for detecting the air inlet temperature of the air inlet of the engine in real time; an engine controller and a DACS controller are also included.
Description
Technical Field
The invention belongs to the technical field of engine air, and particularly relates to a cold-end dynamic air compensation and bypass throttle valve rear-mounted exhaust temperature management system of an engine.
Background
When the engine works, the output torque of the engine is increased by adopting the turbocharging device under the condition of not increasing the displacement of the engine; the intake air inter-cooler is adopted to cool the high-temperature air after turbocharging and supercharging, and the intake charge is improved; the air inlet throttling device is adopted to reduce the air inlet flow of the engine and improve the exhaust temperature so as to ensure the normal work of the exhaust aftertreatment device.
When the turbocharged engine rotates at a low speed, because the exhaust gas capacity is insufficient, the boost pressure is insufficient, the increase of the fuel injection amount is limited, and the low-speed torque performance is poor.
The low-speed response of the engine is slow due to the aerodynamic hysteresis of the turbocharger. The intercooler can increase the resistance of air inlet, so that the air inlet supercharging pressure of the engine is reduced, and the performance of the engine is reduced; under the small load working condition of the engine, the cooling demand of the supercharged air is low, the intake air causes heat loss through the intercooler, the engine exhaust temperature can be reduced, the excessively low exhaust temperature can reduce the conversion efficiency of the aftertreatment device, and the emission is deteriorated.
The engine adopts a throttle valve to control air inlet, reduces air inlet amount and improves exhaust temperature under the condition of low exhaust temperature under a low-load working condition, and aims to improve the conversion efficiency of an exhaust aftertreatment device and improve tail gas emission so as to reach an emission regulation, but generally increases pumping loss and reduces the efficiency of the engine, so that oil consumption is deteriorated.
Disclosure of Invention
The invention aims to solve the defects of the prior art, and provides a cold-end dynamic air compensation and bypass throttle valve rear exhaust temperature management system of an engine, which adopts the cooperative work of air supply of a finished automobile air storage system, exhaust gas turbocharging, an air inlet throttle valve and an intercooling bypass valve to realize the dynamic compensation of air inlet of the engine, thereby improving the low-speed response performance of the engine; the regulation of the air inlet temperature of the engine is realized, so that the exhaust temperature is increased, and the exhaust emission is improved.
The technical scheme adopted by the invention is as follows: the utility model provides an engine cold junction dynamic air compensation and rearmounted row of temperature management system of bypass throttle valve which characterized in that: the system comprises a supercharger and an engine, wherein an air outlet of the supercharger is communicated with an air inlet of the engine through a pipeline, a first DACS valve, an intercooler and a second DACS valve are sequentially arranged on the pipeline between the air outlet of the supercharger and the air inlet of the engine, and air flowing out of an air outlet of the supercharger enters the air inlet of the engine through the first DACS valve, the intercooler and the second DACS valve sequentially; the system also comprises a bypass bleed pipe, wherein one end of the bypass bleed pipe is communicated with a pipeline between an air inlet of the engine and an air outlet of the second DACS valve; the other end of the bypass bleed pipe is communicated with a pipeline between the first DACS valve and the air outlet of the supercharger; a bypass one-way valve is arranged in the bypass air guide pipe; the bypass one-way valve realizes the switching of the opening and closing states according to the pressure difference of the gas inlet and outlet ends; the temperature sensor is arranged at the air inlet of the engine and used for detecting the air inlet temperature of the air inlet of the engine in real time; the system also comprises an engine controller and a DACS controller; the engine controller and the DACS controller communicate with each other through a CAN bus; the input end of the engine controller is electrically connected with the temperature sensor; the engine controller and the DACS controller receive an air inlet temperature signal of an air inlet of the engine sent by a temperature sensor in real time;
the air inlet throttle valve is arranged in the first DACS valve; the output end of the DACS controller is electrically connected with the signal input end of a driving device of the air inlet throttle valve, and the DACS controller outputs a control command for controlling the opening or closing of the air inlet throttle valve; the DACS controller generates a control command for adjustment of an intake throttle open or closed state based on an intake air temperature signal of an intake port of the engine.
In the technical scheme, the vehicle air storage tank is further included; an air outlet of the whole vehicle air storage tank is communicated with the second DACS valve; a compressed air nozzle is arranged at an air outlet of the air storage tank of the whole vehicle; a pressure sensor is arranged at the port of the air inlet of the engine; the pressure sensor is used for detecting the boost pressure of an air inlet of the engine in real time; the input end of the DACS controller is electrically connected with the pressure sensor; the output end of the DACS controller is electrically connected with the signal input end of a driving device of the compressed air nozzle; the DACS controller outputs a control command for controlling the opening or closing of the compressed air nozzle; the DACS controller receives a pressure signal of an air inlet of the engine sent by a pressure sensor in real time and generates a control command for adjusting the opening or closing state of a compressed air nozzle according to the pressure signal of the air inlet of the engine.
In the above technical solution, the driving device of the compressed air nozzle includes an electromagnetic driving device, and the engine controller and the DACS controller generate a control command for the electromagnetic driving device according to intake air flow information of an air inlet of the engine and a pressure signal of the air inlet of the engine; and the electromagnetic driving device controls the jet flow speed and jet volume of the compressed air jetted by the compressed air nozzle according to the received control command.
In the technical scheme, the exhaust gas recirculation system further comprises an EGR valve, wherein the EGR valve is arranged on an exhaust gas pipe on one side of an air inlet of the engine, and the exhaust gas pipe is communicated with the air inlet of the engine; the output end of the engine controller is electrically connected with the signal input end of the driving device of the EGR valve, and the engine controller outputs a control command for controlling the EGR valve to be opened or closed; the engine controller generates a control command for adjusting the opening or closing state of the EGR valve according to a pressure signal of an air inlet of the engine.
In the technical scheme, the engine air inlet and the intercooler further comprise a PFM flow meter, wherein the PFM flow meter is arranged in a pipeline between the engine air inlet and the intercooler; the PFM flowmeter is used for monitoring the air inlet flow of an engine air inlet in real time; the input end of the engine controller is electrically connected with the PFM flow meter; the DACS controller generates a control command aiming at the adjustment of the opening or closing state of a compressed air nozzle and a control command aiming at the adjustment of the opening or closing state of an air inlet throttle valve according to the air inlet flow of the air inlet of the engine and a pressure signal of the air inlet of the engine. The PFM flowmeter is used for testing the flow rate of the inlet air, and other actuators of the inlet air system respond and control based on the flow rate
In the technical scheme, the driving device of the air intake throttle valve comprises a butterfly valve for driving the opening or closing state adjustment of the air intake throttle valve, wherein a position sensor is arranged on the butterfly valve and used for monitoring the change position of the butterfly valve in real time; the position sensor is electrically connected with the DACS controller; the DACS controller receives position information of the butterfly valve sent by the position sensor in real time, judges the opening or closing state of the air inlet throttle valve according to the position information of the butterfly valve, and generates a control command for adjusting the rotation angle of the butterfly valve according to an air inlet temperature signal of an air inlet of the engine, a pressure signal of the air inlet of the engine, air inlet flow information of the air inlet of the engine and state information of the air inlet throttle valve.
In the above technical solution, the bypass check valve includes a spring; when the pressure difference of the air inlet end and the air outlet end of the bypass check valve is larger than the early warning force of the spring, the bypass check valve is opened; when the pressure difference of the air inlet end and the air outlet end of the bypass one-way valve is smaller than or equal to the spring early warning force, the bypass one-way valve is closed.
In the technical scheme, when the engine runs under a large load and the requirements of air intake compensation and exhaust temperature management do not exist, the DACS controller sends a control command to the butterfly valve to enable the air intake throttle valve to be kept open; the bypass check valve remains closed and the DACS controller sends a control command to the drive of the compressed air nozzle to keep the compressed air nozzle closed.
In the technical scheme, when the engine runs under a small load, the engine controller detects the air inlet temperature of the air inlet of the engine in real time through the temperature sensor;
if the engine controller determines that the intake air temperature at the intake of the engine is less than desired: sending a control command to a butterfly valve to enable an air inlet throttle valve to reduce the opening degree until the air inlet throttle valve is closed, and enabling high-temperature gas from a supercharger to enter an air inlet pipe through a bypass one-way valve and be mixed with low-temperature gas from an intercooler;
if the engine controller determines that the intake air temperature of the intake port of the engine exceeds a set value: the DACS controller sends a control command to a butterfly valve to open an air inlet throttle valve; the bypass check valve is closed.
Among the above-mentioned technical scheme, when the engine low load operation, engine controller judges that the driver steps on accelerator pedal, when there is the demand of engine intake dynamic compensation, the DACS controller passes through the boost pressure of the air inlet of pressure sensor real-time detection engine:
when the DACS controller determines that the boost pressure of the intake port of the engine does not exceed the set value; the DACS controller sends a control command to the butterfly valve to enable the air inlet throttle valve to close or reduce the opening; closing the bypass one-way valve; the engine controller sends a control command to a driving device of the EGR valve to close the EGR valve; the DACS controller sends a control command to a driving device of a compressed air nozzle to open the compressed air nozzle, so that compressed air in an air storage tank of the whole vehicle enters an air inlet of an engine;
when the DACS controller judges that the supercharging pressure of an air inlet of the engine exceeds a set value or the opening time of the compressed air nozzle exceeds a time threshold value, the DACS controller sends a control command to a driving device of the compressed air nozzle to close the compressed air nozzle; the DACS controller sends a control command to the butterfly valve to open the air inlet throttle valve; the bypass check valve is closed.
The invention has the beneficial effects that:
(1) when the engine needs to increase the torque instantly, the engine is limited by the smoke intensity due to the pneumatic lag of the supercharger, so that the fuel injection quantity is insufficient, and the torque response problem of the engine is brought. The invention adopts the compressed air nozzle to spray the compressed air in the air storage system into the air inlet pipe of the engine during the pneumatic lag period of the supercharger so as to provide the supercharging pressure and the air flow required by the engine in the dynamic process; the exhaust energy is increased along with the increase of the rotating speed and the torque of the engine, the pneumatic hysteresis phenomenon of the turbocharger is eliminated, enough air quantity can be provided, and the engine can normally work.
(2) The management of the exhaust temperature of the engine adjusts the mixing proportion of the pressurized high-temperature inlet air and the low-temperature inlet air cooled by the intercooler through the opening degree of the air inlet throttle valve and the opening degree of the bypass one-way valve, realizes the flexible control of an air inlet system, and avoids the heat loss of the intercooler and the increase of the intercooler resistance; through air intake throttle and bypass check valve aperture, can adjust the air input simultaneously, control the inlet air temperature of engine to adjust the engine and arrange the temperature, be favorable to promoting exhaust aftertreatment device conversion efficiency, reduce the pollutant and discharge.
The invention has an independent control unit or is integrated in an engine control unit, and can comprehensively coordinate and control the whole system according to the requirements of the air pressure of a whole vehicle air tank, the air temperature of an air inlet pipe, the position state of a throttle valve, the air pressure and the flow of the air inlet pipe and the like.
Drawings
FIG. 1 is a schematic structural diagram of the present invention.
The system comprises an engine controller 1.1, a DACS controller 1.2, a supercharger 2, a intercooler 3, a bypass bleed air pipe 4, a PFM flowmeter 5, an EGR valve 6, a temperature sensor 7, a first DACS valve 8, a butterfly valve 9, a second DACS valve 10, an air intake throttle 11, a bypass one-way valve 12, a pressure sensor 13, a compressed air nozzle 14 and a vehicle air storage tank 15.
Detailed Description
The invention will be further described in detail with reference to the following drawings and specific examples, which are not intended to limit the invention, but are for clear understanding.
As shown in FIG. 1, the invention provides an engine cold-end dynamic air compensation and bypass throttle valve rear exhaust temperature management system, which comprises a supercharger 2 and an engine, wherein an air outlet of the supercharger 2 is communicated with an air inlet of the engine through a pipeline. The pipeline between the supercharger 2 and the engine air inlet pipe is a pipeline with a three-way function. When the engine works, the output torque of the engine is increased by adopting the turbocharging device under the condition of not increasing the displacement of the engine; and the intake air inter-cooling device is adopted to cool the high-temperature air after turbocharging and pressurization, so that the intake charge is improved.
A first DACS valve 8, an intercooler 3 and a second DACS valve 10 are sequentially arranged on a pipeline between the air outlet of the supercharger 2 and the air inlet of the engine, and air flowing out of the air outlet of the supercharger 2 sequentially passes through the first DACS valve 8, the intercooler 3 and the second DACS valve 10 to enter the air inlet of the engine; the first and second DACS valves constitute a DACS valve system having a pressure detection function. The device also comprises a bypass bleed-off pipe 4, wherein one end of the bypass bleed-off pipe 4 is communicated with a pipeline between an air inlet of the engine and an air outlet of the second DACS valve 10; the other end of the bypass bleed pipe 4 is communicated with a pipeline between the first DACS valve 8 and the air outlet of the supercharger 2; a bypass one-way valve 12 is arranged in the bypass air guide pipe; the bypass one-way valve realizes the switching of the opening and closing states according to the pressure difference of the air inlet and outlet ends. The air inlet of the engine is provided with a temperature sensor 7, and the temperature sensor 7 is used for detecting the air inlet temperature of the air inlet of the engine in real time; also includes an engine controller 1.1 and a DACS controller 1.2; the engine controller and the DACS controller are communicated with each other through the CAN bus, and interaction of signals received by the engine controller and the DACS controller and generated commands is achieved. The input end of the engine controller 1.1 is electrically connected with a temperature sensor 7; the engine controller 1.1 and the DACS controller 1.2 receive in real time an intake air temperature signal of the air intake of the engine sent by the temperature sensor 7. The engine control unit 1.1 is an EECU. The DACS controller 1.2 employs ECMs.
The air outlet of the supercharger 2 is an air inlet of a pipeline with a three-way function, and two ports of the pipeline with the three-way function are respectively communicated with the intercooler 3 (communicated with the low-temperature gas inlet of the DACS valve 8) and the high-temperature gas inlet of the engine air inlet pipe (namely the bypass air-entraining pipe 4). The bypass non-return valve 12 may be arranged anywhere between the inlet end to the outlet end of the bypass bleed air duct 4, and alternatives related thereto are also included in the present patent protection.
In the technical scheme, the air conditioner further comprises an air inlet throttle valve 11, wherein the air inlet throttle valve 11 is arranged in the DACS valve 8 and is positioned between the intercooler and an air inlet of the bypass bleed air pipe; the output end of the DACS controller 1.2 is electrically connected with the signal input end of a driving device of the air intake throttle valve 11, and the DACS controller 1.2 outputs a control command for controlling the opening or closing of the air intake throttle valve 11; the DACS controller 1.2 generates control commands for the adjustment of the open or closed state of the intake throttle 11 from the pressure signal of the air intake of the engine and the intake air temperature signal of the air intake of the engine.
Specifically, when the DACS controller 1.2 determines that the temperature of the engine intake is lower than the required value according to the current state of the vehicle, the DACS controller 1.2 is required to drive the intake throttle valve 11 by the driving means to decrease the opening degree until closing, further raising the exhaust gas temperature. The intake throttle 11 may be controlled by an electric motor, a pneumatic motor, or a hydraulic solenoid valve (not limited to the type of drive), and the drive associated therewith is also included in the present patent disclosure.
In the technical scheme, the vehicle air storage tank 15 is further included; an air outlet of the whole vehicle air storage tank 15 is communicated with the second DACS valve 10; a compressed air nozzle 14 is arranged at an air outlet of the whole vehicle air storage tank 15; a pressure sensor 13 is arranged at the port of the air inlet of the engine; the pressure sensor 13 is used for detecting the boost pressure of the air inlet of the engine in real time; the input end of the DACS controller 1.2 is electrically connected with a pressure sensor 13; the output end of the DACS controller 1.2 is electrically connected with the signal input end of the driving device of the compressed air nozzle 14; the DACS controller 1.2 outputs a control command for controlling the opening or closing of the compressed air nozzles 14; the DACS controller 1.2 receives in real time the pressure signal of the air intake of the engine sent by the pressure sensor 13 and generates a control command for the adjustment of the opening or closing state of the compressed air nozzle 14 according to the pressure signal of the air intake of the engine.
Specifically, when the DACS controller 1.2 determines that the boost pressure at the engine intake is lower than the required value based on the current state of the vehicle, the compressed air nozzle 14 needs to be opened so that the compressed air in the vehicle air reservoir 15 enters the engine intake, thereby increasing the boost pressure at the engine intake.
In the technical scheme, the device further comprises an EGR valve 6, wherein the EGR valve 6 is arranged on an exhaust gas pipe on one side of an air inlet of the engine, and the exhaust gas pipe is communicated with the air inlet of the engine; the output end of the engine controller 1.1 is electrically connected with the signal input end of a driving device of the EGR valve 6, and the engine controller 1.1 outputs a control command for controlling the EGR valve 6 to be opened or closed; the engine controller 1.1 generates control commands for the adjustment of the open or closed state of the EGR valve 6 in dependence on the pressure signal of the air inlet of the engine.
Specifically, when the engine controller 1.1 determines that the boost pressure at the engine intake is lower than the required value according to the current state of the vehicle, the EGR valve 6 needs to be closed, so that the compressed gas in the vehicle gas storage tank 15 enters the engine intake and does not flow away from other pipelines, thereby increasing the boost pressure at the engine intake.
In the technical scheme, the engine air inlet cooling system further comprises a PFM flow meter 5, wherein the PFM flow meter 5 is arranged in a pipeline between the engine air inlet and the intercooler; the PFM flow meter 5 is used for monitoring the air inlet flow of an engine air inlet in real time; the input end of the engine controller 1.1 is electrically connected with the PFM flowmeter 5; the engine controller 1.1 receives an air intake flow signal of an engine air inlet sent by the PFM flowmeter 5 in real time, and the DACS controller 1.2 generates a control command for adjusting the opening or closing state of the compressed air nozzle 14 and a control command for adjusting the opening or closing state of the air intake throttle valve 11 according to the air intake flow of the engine air inlet and a pressure signal of the engine air inlet. The PFM flow meter 5 may be arranged anywhere between the outlet of the supercharger 2 to the inlet of the three-way line of the bypass bleed air duct 4 and the intercooler 3, or in the line in which the EGR valve 6 is located, and alternatives related thereto are also included in the present patent protection.
Specifically, when the engine controller 1.1 determines that the gas flow rate at the engine intake is lower than the required value based on the current state of the vehicle, it is necessary to achieve an increase in the engine intake gas flow rate by controlling the opening degree of the compressed air nozzle 14 and the intake throttle valve 11 to achieve the inflow of multiple flows of gas. On the contrary, when the engine controller 1.1 determines that the gas flow rate at the engine intake is greater than the set value according to the current state of the vehicle, the opening degree of the compressed air nozzle 14 and the intake throttle valve 11 are controlled to reduce the inflow of each path of gas, so as to reduce the gas flow rate at the engine intake.
In the above technical solution, the driving device of the intake throttle valve 11 includes a butterfly valve 9 for driving the intake throttle valve 11 to open or close, the butterfly valve 9 is provided with a position sensor, and the position sensor is used for monitoring the change position of the butterfly valve 9 in real time; the position sensor is electrically connected with the DACS controller 1.2; the DACS controller 1.2 receives position information of the butterfly valve 9 sent by the position sensor in real time, the DACS controller 1.2 judges the opening or closing state of the air intake throttle valve 11 according to the position information of the butterfly valve 9, and generates a control command for adjusting the rotation angle of the butterfly valve 9 according to an air intake temperature signal of an air inlet of an engine, a pressure signal of the air inlet of the engine, air intake flow information of the air inlet of the engine and state information of the air intake throttle valve 11.
Specifically, the butterfly valve 9 is a control mechanism for the opening and closing degree of the intake throttle valve 11, and the DACS controller 1.2 sends a control command to the butterfly valve 9 to rotate the butterfly valve according to the angle required by the control command, so as to open and close the intake throttle valve 11 to different degrees, and realize the intake of different degrees from the air outlet of the supercharger 2.
Specifically, the bypass check valve includes a spring; when the pressure difference of the air inlet end and the air outlet end of the bypass check valve is larger than the early warning force of the spring, the bypass check valve is opened; when the pressure difference of the air inlet end and the air outlet end of the bypass one-way valve is smaller than or equal to the spring early warning force, the bypass one-way valve is closed.
In the above technical solution, the driving device of the compressed air nozzle 14 includes an electromagnetic driving device, and the engine controller and the DACS controller 1.2 generate a control command for the electromagnetic driving device according to the intake air flow information of the engine intake and the pressure signal of the engine intake; and the electromagnetic driving device controls the jet flow speed and jet volume of the compressed air according to the received control command. The electromagnetic driving device is an electromagnet/electromagnetic valve.
The engine air dynamic compensation and exhaust temperature management method with the exhaust heat exchange function realized by the engine controller 1.1 and the DACS controller 1.2 comprises the following steps:
when the engine normally operates, the supercharger 2 supercharges intake air, and the intercooler 3 cools the intake air passing through the supercharger 2. The air intake throttle valve 11 is normally open, the bypass check valve 12 is normally closed, and the compressed air nozzle 14 is normally closed.
When the engine controller 1.1 judges that the engine operates under a large load and the requirements of air intake compensation and exhaust temperature management do not exist, the DACS controller 1.2 sends a control command to the butterfly valve 9 to enable the air intake throttle valve 11 to be kept open; the bypass non-return valve 12 remains closed and the DACS controller 1.2 sends a control command to the drive of the compressed air nozzle 14 to keep the compressed air nozzle 14 closed. The engine controller 1.1 detects the air inlet temperature of the air inlet of the engine in real time through the temperature sensor 7, detects the supercharging pressure of the air inlet of the engine in real time through the pressure sensor 13, and when the engine controller judges that the real-time air inlet temperature of the air inlet of the engine and the real-time supercharging pressure of the air inlet of the engine are both combined with a set value requirement, the requirements of air inlet compensation and exhaust temperature management of the engine are not required when the current actual requirements are met.
When the engine controller judges that the engine runs under a small load, the engine controller detects the air inlet temperature of an air inlet of the engine in real time through the temperature sensor 7;
if the engine controller judges that the air inlet temperature of the air inlet of the engine is lower than a required value according to an air inlet temperature signal of the air inlet of the engine fed back by the temperature sensor 7, the DACS controller 1.2 sends a control command to the butterfly valve 9 to enable the air inlet throttle valve 11 to reduce the opening degree until the air inlet throttle valve is closed, and enables the bypass one-way valve to be automatically opened, so that high-temperature gas from the supercharger 2 enters a main air inlet channel through the bypass one-way valve 12 to be mixed with low-temperature gas from the intercooler 3, and the exhaust temperature is increased;
if the engine controller judges that the air inlet temperature of the air inlet of the engine exceeds a set value according to an air inlet temperature signal of the air inlet of the engine fed back by the temperature sensor 7: the DACS controller 1.2 sends a control command to the butterfly valve 9 to open the intake throttle valve 11; the bypass check valve 12 automatically reduces the opening degree until the bypass check valve is closed, so that the inlet air from the air outlet of the supercharger 2 enters the air inlet of the engine after being cooled by the intercooler 3.
When the engine controller determines that the engine is running at a low load, the engine controller determines that the driver presses an accelerator pedal based on the vehicle state information, and a need for engine intake dynamic compensation exists, the DACS controller 1.2 detects the boost pressure of an intake port of the engine in real time through the pressure sensor 13:
when the DACS controller 1.2 determines that the boost pressure of the air intake of the engine does not exceed the pressure set value; the DACS controller 1.2 sends a control command to the butterfly valve 9 to close or reduce the opening of the intake throttle valve 11; the bypass check valve 12 is closed; the engine controller sends a control command to the driving means of the EGR valve 6, causing the EGR valve 6 to close; the DACS controller 1.2 sends a control command to a driving device of the compressed air nozzle 14 to open the compressed air nozzle 14, so that compressed air in an air storage tank 15 of the whole vehicle enters an air inlet of the engine;
when the DACS controller 1.2 determines that the boost pressure of the air intake of the engine exceeds the pressure set value, or the opening time of the compressed air nozzle 14 exceeds the time threshold value, the DACS controller 1.2 sends a control command to a driving device of the compressed air nozzle 14 to close the compressed air nozzle 14; the DACS controller 1.2 sends a control command to the butterfly valve 9 to open the intake throttle 11; the bypass check valve 12 is closed.
The invention also provides a computer readable storage medium, wherein the computer readable storage medium stores a program of the dynamic engine air compensation and exhaust temperature management method with the exhaust heat exchange function, and the program of the dynamic engine air compensation and exhaust temperature management method with the exhaust heat exchange function is executed by an engine controller and a DACS (digital addressable storage controller) of a vehicle to realize the steps of the dynamic engine air compensation and exhaust temperature management method with the exhaust heat exchange function in the technical scheme.
Finally, it should be noted that the above embodiments are merely representative examples of the present invention. It is obvious that the invention is not limited to the above-described embodiments, but that many variations are possible. Any simple modification, equivalent change and modification made to the above embodiments in accordance with the technical spirit of the present invention should be considered to be within the scope of the present invention.
Here, it should be noted that the description of the above technical solutions is exemplary, the present specification may be embodied in different forms, and should not be construed as being limited to the technical solutions set forth herein. Rather, these descriptions are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art. Furthermore, the technical solution of the present invention is limited only by the scope of the claims.
The shapes, sizes, ratios, angles, and numbers disclosed to describe aspects of the specification and claims are examples only, and thus, the specification and claims are not limited to the details shown. In the following description, when a detailed description of related known functions or configurations is determined to unnecessarily obscure the focus of the present specification and claims, the detailed description will be omitted.
Where the terms "comprising", "having" and "including" are used in this specification, there may be another part or parts unless otherwise stated, and the terms used may generally be in the singular but may also be in the plural.
It should be noted that although the terms "first," "second," "top," "bottom," "side," "other," "end," "other end," and the like may be used and used in this specification to describe various components, these components and parts should not be limited by these terms. These terms are only used to distinguish one element or section from another element or section. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element, with the top and bottom elements being interchangeable or switchable with one another, where appropriate, without departing from the scope of the present description; the components at one end and the other end may be of the same or different properties to each other.
Further, in constituting the component, although it is not explicitly described, it is understood that a certain error region is necessarily included.
In describing positional relationships, for example, when positional sequences are described as being "on.. above", "over.. below", "below", and "next", unless such words or terms are used as "exactly" or "directly", they may include cases where there is no contact or contact therebetween. If a first element is referred to as being "on" a second element, that does not mean that the first element must be above the second element in the figures. The upper and lower portions of the member will change depending on the angle of view and the change in orientation. Thus, in the drawings or in actual construction, if a first element is referred to as being "on" a second element, it can be said that the first element is "under" the second element and the first element is "over" the second element. In describing temporal relationships, unless "exactly" or "directly" is used, the description of "after", "subsequently", and "before" may include instances where there is no discontinuity between steps. The features of the various embodiments of the present invention may be partially or fully combined or spliced with each other and performed in a variety of different configurations as would be well understood by those skilled in the art. Embodiments of the invention may be performed independently of each other or may be performed together in an interdependent relationship
As will be appreciated by one skilled in the art, embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
It should be noted that the above-mentioned embodiments are only for illustrating the technical solutions of the present invention and not for limiting the protection scope thereof, and although the present invention has been described in detail with reference to the above-mentioned embodiments, those skilled in the art should understand that after reading the present invention, they can make various changes, modifications or equivalents to the specific embodiments of the present invention, which are within the protection scope of the claims of the present invention
Those not described in detail in this specification are within the skill of the art.
Claims (10)
1. The utility model provides an engine cold junction dynamic air compensation and rearmounted row of temperature management system of bypass throttle valve which characterized in that: the system comprises a supercharger and an engine, wherein an air outlet of the supercharger is communicated with an air inlet of the engine through a pipeline, a first DACS valve, an intercooler and a second DACS valve are sequentially arranged on the pipeline between the air outlet of the supercharger and the air inlet of the engine, and air flowing out of an air outlet of the supercharger enters the air inlet of the engine through the first DACS valve, the intercooler and the second DACS valve sequentially; the system also comprises a bypass bleed pipe, wherein one end of the bypass bleed pipe is communicated with a pipeline between an air inlet of the engine and an air outlet of the second DACS valve; the other end of the bypass bleed pipe is communicated with a pipeline between the first DACS valve and the air outlet of the supercharger; a bypass one-way valve is arranged in the bypass air guide pipe; the bypass one-way valve realizes the switching of the opening and closing states according to the pressure difference of the gas inlet and outlet ends; the temperature sensor is arranged at the air inlet of the engine and used for detecting the air inlet temperature of the air inlet of the engine in real time; the system also comprises an engine controller and a DACS controller; the engine controller and the DACS controller communicate with each other through a CAN bus; the input end of the engine controller is electrically connected with the temperature sensor; the engine controller and the DACS controller receive an air inlet temperature signal of an air inlet of the engine sent by a temperature sensor in real time;
the air inlet throttle valve is arranged in the first DACS valve; the output end of the DACS controller is electrically connected with the signal input end of a driving device of the air inlet throttle valve, and the DACS controller outputs a control command for controlling the opening or closing of the air inlet throttle valve; the DACS controller generates a control command for adjustment of an intake throttle open or closed state based on an intake air temperature signal of an intake port of the engine.
2. The engine cold end dynamic air compensation and bypass throttle valve rear exhaust temperature management system of claim 1, wherein: the vehicle air storage tank is also included; an air outlet of the whole vehicle air storage tank is communicated with the second DACS valve; a compressed air nozzle is arranged at an air outlet of the air storage tank of the whole vehicle; a pressure sensor is arranged at the port of the air inlet of the engine; the pressure sensor is used for detecting the boost pressure of an air inlet of the engine in real time; the input end of the DACS controller is electrically connected with the pressure sensor; the output end of the DACS controller is electrically connected with the signal input end of a driving device of the compressed air nozzle; the DACS controller outputs a control command for controlling the opening or closing of the compressed air nozzle; the DACS controller receives a pressure signal of an air inlet of the engine sent by a pressure sensor in real time and generates a control command for adjusting the opening or closing state of a compressed air nozzle according to the pressure signal of the air inlet of the engine.
3. The engine cold end dynamic air compensation and bypass throttle valve rear exhaust temperature management system of claim 2, wherein: the driving device of the compressed air nozzle comprises an electromagnetic driving device, and the engine controller and the DACS controller generate a control command for the electromagnetic driving device according to the air inlet flow information of the air inlet of the engine and the pressure signal of the air inlet of the engine; and the electromagnetic driving device controls the jet flow speed and jet volume of the compressed air jetted by the compressed air nozzle according to the received control command.
4. The engine cold end dynamic air compensation and bypass throttle valve rear exhaust temperature management system of claim 3, wherein: the EGR valve is arranged on an exhaust gas pipe at one side of an air inlet of the engine, and the exhaust gas pipe is communicated with the air inlet of the engine; the output end of the engine controller is electrically connected with the signal input end of the driving device of the EGR valve, and the engine controller outputs a control command for controlling the EGR valve to be opened or closed; the engine controller generates a control command for adjusting the opening or closing state of the EGR valve according to a pressure signal of an air inlet of the engine.
5. The engine cold end dynamic air compensation and bypass throttle valve rear exhaust temperature management system of claim 4, wherein: the engine air inlet and the intercooler are arranged in a pipeline between the engine air inlet and the intercooler; the PFM flowmeter is used for monitoring the air inlet flow of an engine air inlet in real time; the input end of the engine controller is electrically connected with the PFM flow meter; the DACS controller generates a control command aiming at the adjustment of the opening or closing state of a compressed air nozzle and a control command aiming at the adjustment of the opening or closing state of an air inlet throttle valve according to the air inlet flow of the air inlet of the engine and a pressure signal of the air inlet of the engine.
6. The engine cold end dynamic air compensation and bypass throttle valve rear exhaust temperature management system of claim 5, wherein: the driving device of the air inlet throttle valve comprises a butterfly valve for driving the opening or closing state adjustment of the air inlet throttle valve, a position sensor is arranged on the butterfly valve, and the position sensor is used for monitoring the change position of the butterfly valve in real time; the position sensor is electrically connected with the DACS controller; the DACS controller receives position information of the butterfly valve sent by the position sensor in real time, judges the opening or closing state of the air inlet throttle valve according to the position information of the butterfly valve, and generates a control command for adjusting the rotation angle of the butterfly valve according to an air inlet temperature signal of an air inlet of the engine, a pressure signal of the air inlet of the engine, air inlet flow information of the air inlet of the engine and state information of the air inlet throttle valve.
7. The engine cold end dynamic air compensation and bypass throttle valve rear exhaust temperature management system of claim 6, wherein: the bypass check valve comprises a spring; when the pressure difference of the air inlet end and the air outlet end of the bypass check valve is larger than the early warning force of the spring, the bypass check valve is opened; when the pressure difference of the air inlet end and the air outlet end of the bypass one-way valve is smaller than or equal to the spring early warning force, the bypass one-way valve is closed.
8. The engine cold end dynamic air compensation and bypass throttle valve rear exhaust temperature management system of claim 7, wherein: when the engine runs under a large load and the requirements of air intake compensation and exhaust temperature management do not exist, the DACS controller sends a control command to the butterfly valve to enable the air intake throttle valve to be kept open; the bypass check valve remains closed and the DACS controller sends a control command to the drive of the compressed air nozzle to keep the compressed air nozzle closed.
9. The engine cold end dynamic air compensation and bypass throttle valve rear exhaust temperature management system of claim 8, wherein: when the engine runs under a small load, the engine controller detects the air inlet temperature of an air inlet of the engine in real time through the temperature sensor;
if the engine controller determines that the intake air temperature at the intake of the engine is less than desired: sending a control command to a butterfly valve to enable an air inlet throttle valve to reduce the opening degree until the air inlet throttle valve is closed, and enabling high-temperature gas from a supercharger to enter an air inlet pipe through a bypass one-way valve and be mixed with low-temperature gas from an intercooler;
if the engine controller determines that the intake air temperature of the intake port of the engine exceeds a set value: the DACS controller sends a control command to a butterfly valve to open an air inlet throttle valve; the bypass check valve is closed.
10. The engine cold end dynamic air compensation and bypass throttle valve rear exhaust temperature management system of claim 9, wherein: when the engine runs under a small load, the engine controller judges that a driver steps on an accelerator pedal, and the requirement of engine air inlet dynamic compensation exists, the DACS controller detects the supercharging pressure of an air inlet of the engine in real time through a pressure sensor:
when the DACS controller determines that the boost pressure of the intake port of the engine does not exceed the set value; the DACS controller sends a control command to the butterfly valve to enable the air inlet throttle valve to close or reduce the opening; closing the bypass one-way valve; the engine controller sends a control command to a driving device of the EGR valve to close the EGR valve; the DACS controller sends a control command to a driving device of a compressed air nozzle to open the compressed air nozzle, so that compressed air in an air storage tank of the whole vehicle enters an air inlet of an engine;
when the DACS controller judges that the supercharging pressure of an air inlet of the engine exceeds a set value or the opening time of the compressed air nozzle exceeds a time threshold value, the DACS controller sends a control command to a driving device of the compressed air nozzle to close the compressed air nozzle; the DACS controller sends a control command to the butterfly valve to open the air inlet throttle valve; the bypass check valve is closed.
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| CN202111375768.3A CN114294095B (en) | 2021-11-19 | 2021-11-19 | Cold end dynamic air compensation and bypass throttle valve rear-mounted exhaust temperature management system of engine |
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| CN202111375768.3A CN114294095B (en) | 2021-11-19 | 2021-11-19 | Cold end dynamic air compensation and bypass throttle valve rear-mounted exhaust temperature management system of engine |
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| CN114294095B (en) | 2023-05-23 |
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