CN114294095B - 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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- CN114294095B CN114294095B CN202111375768.3A CN202111375768A CN114294095B CN 114294095 B CN114294095 B CN 114294095B CN 202111375768 A CN202111375768 A CN 202111375768A CN 114294095 B CN114294095 B CN 114294095B
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Abstract
The invention provides a dynamic air compensation and bypass throttle valve rear-mounted exhaust temperature management system for an engine cold end, which is 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, 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 engine is characterized by further comprising a bypass air inducing pipe, wherein one end of the bypass air inducing pipe is communicated with a pipeline between an engine air inlet and an air outlet of the second DACS valve; the other end of the bypass air guide pipe is communicated with a pipeline between the first DACS valve and the air outlet of the supercharger; a bypass check valve is arranged in the bypass air-inducing pipe; the bypass check valve realizes switching of an opening state and a closing state according to the pressure difference of the gas inlet end and the gas outlet end; the air inlet of the engine is provided with a temperature sensor, and the temperature sensor is 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 engine displacement; an air inlet intercooler device is adopted to cool high-temperature air after turbocharging and pressurizing, so that air inlet 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 operation of the exhaust aftertreatment device.
The turbocharged engine has insufficient supercharging pressure due to insufficient exhaust gas capacity at low rotation speed, and the increase of the oil injection quantity is limited, so that the torque performance at low rotation speed is poor.
The low engine speed response is retarded due to the aerodynamic lag of the turbocharger. The intercooler can increase the resistance of intake air, so that the intake boost pressure of the engine is reduced, and the performance of the engine is reduced; in engine light load conditions, charge air cooling requirements are low, intake air passes through the intercooler causing heat loss, which can lead to a reduction in engine exhaust temperature, and too low exhaust temperature can reduce aftertreatment device conversion efficiency, resulting in emissions degradation.
The engine adopts a throttle valve to control air intake, reduces air inflow to improve exhaust temperature under the condition of low exhaust temperature under the small load working condition, and aims to improve the conversion efficiency of an exhaust aftertreatment device and improve tail gas emission to reach emission regulations, but generally increases pumping loss to reduce engine efficiency and cause fuel consumption to deteriorate.
Disclosure of Invention
The invention aims to solve the defects in the prior art and provide the engine cold end dynamic air compensation and bypass throttle valve rear-mounted exhaust temperature management system, which adopts the cooperative work of a whole air storage system air supply, exhaust gas turbocharging, an air inlet throttle valve and an inter-cooling bypass valve to realize the dynamic compensation of engine air inlet, thereby improving the low-speed response performance of the engine; the air inlet temperature of the engine is adjusted, so that the exhaust temperature is raised, and the exhaust emission is improved.
The technical scheme adopted by the invention is as follows: a cold end dynamic air compensation and bypass throttle valve rear-mounted exhaust temperature management system of an engine is 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 gas flowing out of the air outlet of the supercharger sequentially passes through the first DACS valve, the intercooler and the second DACS valve to enter the air inlet of the engine; the engine is characterized by further comprising a bypass air inducing pipe, wherein one end of the bypass air inducing pipe is communicated with a pipeline between an engine air inlet and an air outlet of the second DACS valve; the other end of the bypass air guide pipe is communicated with a pipeline between the first DACS valve and the air outlet of the supercharger; a bypass check valve is arranged in the bypass air-inducing pipe; the bypass check valve realizes switching of an opening state and a closing state according to the pressure difference of the gas inlet end and the gas outlet end; the air inlet of the engine is provided with a temperature sensor, and the temperature sensor is 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 are communicated 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 system further comprises an air inlet throttle valve, wherein 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 the driving device of the air inlet throttle valve, and the DACS controller outputs a control command for controlling the air inlet throttle valve to be opened or closed; the DACS controller generates a control command for an intake throttle opening or closing state adjustment based on an intake temperature signal of an intake port of the engine.
In the technical scheme, the vehicle air storage tank is also included; the air outlet of the whole vehicle air storage tank is communicated with a second DACS valve; a compressed air nozzle is arranged at an air outlet of the whole vehicle air storage tank; a pressure sensor is arranged at a port of an air inlet of the engine; the pressure sensor is used for detecting the supercharging 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 the driving device of the compressed air nozzle; the output of the DACS controller is used for controlling the opening or closing control command of the compressed air nozzle; the DACS controller receives a pressure signal of an air inlet of the engine sent by the pressure sensor in real time, and generates a control command for adjusting the opening or closing state of the 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 engine air inlet and a pressure signal of the engine air inlet; and the electromagnetic driving device controls the injection flow rate and the injection volume of the compressed air sprayed by the compressed air nozzle according to the received control command.
In the technical scheme, the engine air inlet valve further comprises an EGR valve, wherein the EGR valve is arranged on an exhaust pipe at one side of the engine air inlet, and the exhaust pipe is communicated with the engine air inlet; 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 the EGR valve opening or closing state adjustment based on a pressure signal at an intake port of the engine.
In the technical scheme, the system further comprises a PFM flowmeter, wherein the PFM flowmeter is arranged in a pipeline between an air inlet of the engine and the intercooler; the PFM flowmeter is used for monitoring the air inlet flow of an air inlet of the engine in real time; the input end of the engine controller is electrically connected with the PFM flowmeter; the engine controller receives an air inlet flow signal of an engine air inlet sent by the PFM flowmeter in real time, and the DACS controller generates a control command for adjusting the opening or closing state of the compressed air nozzle and a control command for adjusting the opening or closing state of an air inlet throttle valve according to the air inlet flow of the engine air inlet and the pressure signal of the air inlet of the engine. The PFM flowmeter is used for testing the air inlet flow, and other actuators of the air inlet system can respond and control based on the air inlet flow
In the technical scheme, the driving device of the air inlet throttle valve comprises a butterfly valve for driving the opening or closing state of the air inlet throttle valve to be adjusted, and 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 the 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 air inlet throttle valve state information.
In the technical scheme, the bypass check valve comprises a spring; when the pressure difference between the air inlet end and the air outlet end of the bypass check valve is larger than the pre-warning force of the spring, the bypass check valve is opened; when the pressure difference between the air inlet end and the air outlet end of the bypass check valve is smaller than or equal to the pre-warning force of the spring, the bypass check valve is closed.
In the technical scheme, when the engine runs under a large load and the requirements of intake compensation and exhaust temperature management do not exist, the DACS controller sends a control command to the butterfly valve to keep the intake throttle valve open; the bypass check valve remains closed and the DACS controller sends control commands 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 of the intake port of the engine is lower than the demand: sending a control command to a butterfly valve, reducing the opening degree of an air inlet throttle until the air inlet throttle is closed, and enabling high-temperature gas from a supercharger to enter an air inlet pipe through a bypass one-way valve to 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 the butterfly valve to enable the air inlet throttle valve to be opened; the bypass check valve is closed.
In the technical scheme, when the engine runs under a small load and the engine controller judges that a driver presses an accelerator pedal, and when the requirement of dynamic compensation of engine air intake exists, the DACS controller detects the supercharging pressure of an air inlet of the engine in real time through the pressure sensor:
when the DACS controller determines that the boost pressure of the air inlet 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 be closed or reduce the opening; the bypass check valve is closed; the engine controller sends a control command to a driving device of the EGR valve to enable the EGR valve to be closed; the DACS controller sends a control command to a driving device of the compressed air nozzle, so that the compressed air nozzle is opened, and compressed air in the air storage tank of the whole vehicle enters an air inlet of an engine;
when the DACS controller judges that the boost 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 enable the compressed air nozzle to be closed; 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 beneficial effects of the invention are as follows:
(1) When the engine is required to instantaneously increase torque, the engine is limited by smoke to cause insufficient fuel injection quantity due to pneumatic hysteresis of a supercharger, so that the engine torque response problem is caused. 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; with the increase of the engine speed and torque, the exhaust energy is increased, the pneumatic hysteresis of the turbocharger is eliminated, and enough air quantity can be provided, so that the engine works normally.
(2) The control of the exhaust temperature of the engine is realized by adjusting the mixing proportion of the high-temperature air intake after supercharging and the low-temperature air intake after cooling by the intercooler through the opening degrees of the air intake throttle valve and the bypass check valve, so that the flexible control of an air intake system is realized, and the intercooling heat loss and the intercooling resistance increase are avoided; through the opening of the air inlet throttle valve and the bypass one-way valve, the air inlet amount can be adjusted simultaneously, and the air inlet temperature of the engine is controlled, so that the exhaust temperature of the engine is adjusted, the conversion efficiency of the exhaust aftertreatment device is improved, and the pollutant emission is reduced.
The invention has an independent control unit or is integrated with an engine control unit, and can comprehensively coordinate and control the whole system according to the requirements of the air pressure of the whole air tank, the air temperature of the air inlet pipe, the position state of the throttle valve, the air pressure and the flow of the air inlet pipe and the like.
Drawings
Fig. 1 is a schematic structural view of the present invention.
The system comprises a 1.1-engine controller, a 1.2-DACS controller, a 2-supercharger, a 3-intercooler, a 4-bypass air guide pipe, a 5-PFM flowmeter, a 6-EGR valve, a 7-temperature sensor, an 8-first DACS valve, a 9-butterfly valve, a 10-second DACS valve, an 11-air inlet throttle valve, a 12-bypass check valve, a 13-pressure sensor, a 14-compressed air nozzle and a 15-whole vehicle air storage tank.
Detailed Description
The invention will now be described in further detail with reference to the drawings and specific examples, which are given for clarity of understanding and are not to be construed as limiting the invention.
As shown in fig. 1, the invention provides a dynamic air compensation and bypass throttle valve rear-mounted exhaust temperature management system for an engine cold end, which comprises a supercharger 2 and the 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 air inlet pipe of the engine 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 engine displacement; and an air inlet intercooler device is used for cooling high-temperature air after turbocharging and boosting, so that air inlet 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 the 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 DACS valve and the second DACS valve form a DACS valve system with a pressure detection function. The engine further comprises a bypass air induction pipe 4, and one end of the bypass air induction pipe 4 is communicated with a pipeline between an engine air inlet and an air outlet of the second DACS valve 10; the other end of the bypass air guide pipe 4 is communicated with a pipeline between the first DACS valve 8 and the air outlet of the supercharger 2; a bypass check valve 12 is arranged in the bypass air suction pipe; the bypass check valve realizes switching between an open state and a closed state according to the pressure difference of the gas inlet end and the gas outlet end. 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 included are an engine controller 1.1 and a DACS controller 1.2; the engine controller and the DACS controller are mutually communicated through the CAN bus, so that interaction of signals received by the engine controller and the DACS controller and generated commands is realized. The input end of the engine controller 1.1 is electrically connected with the temperature sensor 7; the engine controller 1.1 and DACS controller 1.2 receive in real time the intake air temperature signal of the engine's intake port sent by the temperature sensor 7. The engine controller 1.1 employs an EECU. The DACS controller 1.2 employs ECM.
The air outlet of the supercharger 2 is an air inlet of a pipeline with a three-way function, and in addition, two ports of the pipeline with the three-way function are respectively communicated with an intercooler 3 (communicated with a low-temperature gas inlet of the DACS valve 8) and a high-temperature gas inlet (namely a bypass induced draft pipe 4) of an engine air inlet pipe. The bypass check valve 12 may be disposed anywhere from the inlet end to the outlet end of the bypass air bleed duct 4, and alternatives related thereto are also included in the disclosure of this patent.
In the technical scheme, the intelligent 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 the air inlet throttle valve is positioned between the intercooler and the air inlet of the bypass air introducing pipe; the output end of the DACS controller 1.2 is electrically connected with the signal input end of the driving device of the air inlet throttle valve 11, and the DACS controller 1.2 outputs a control command for controlling the air inlet throttle valve 11 to be opened or closed; the DACS controller 1.2 generates a control command for adjusting the opening or closing state of the intake throttle valve 11 based on the pressure signal of the intake port of the engine and the intake temperature signal of the intake port 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, it is necessary that the DACS controller 1.2 drive the intake throttle 11 by the driving means to reduce the opening until it is closed, further raising the exhaust temperature. The intake throttle 11 may be controlled by a motor, pneumatic, hydraulic solenoid valve (not limited to the type of drive), and the drive associated therewith is also included in the present patent protection.
In the technical scheme, the vehicle air storage tank 15 is also included; the 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 the air outlet of the whole vehicle air storage tank 15; a pressure sensor 13 is arranged at a port of an air inlet of the engine; the pressure sensor 13 is used for detecting the supercharging pressure of an air inlet of the engine in real time; the input end of the DACS controller 1.2 is electrically connected with the pressure sensor 13; the output end of the DACS controller 1.2 is electrically connected with the signal input end of a driving device of the compressed air nozzle 14; the output of the DACS controller 1.2 is a control command for controlling the opening or closing of the compressed air nozzles 14; the DACS controller 1.2 receives the pressure signal of the air intake port of the engine sent by the pressure sensor 13 in real time, and generates a control command for adjusting the opening or closing state of the compressed air nozzle 14 according to the pressure signal of the air intake port of the engine.
Specifically, when the DACS controller 1.2 determines that the boost pressure of the engine intake is lower than the required value according to the current state of the vehicle, it is necessary to open the compressed air nozzle 14 so that the compressed air in the air tank 15 of the whole vehicle enters the engine intake, thereby increasing the boost pressure of the engine intake.
In the technical scheme, the engine further comprises an EGR valve 6, wherein the EGR valve 6 is arranged on an exhaust pipe at one side of an engine air inlet, and the exhaust pipe is communicated with the engine air inlet; the output end of the engine controller 1.1 is electrically connected with the signal input end of the 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 EGR valve 6 opening or closing state adjustment in dependence of the pressure signal at the engine's inlet.
Specifically, when the engine controller 1.1 determines that the boost pressure of the engine intake port is lower than the required value according to the current state of the vehicle, it is necessary to close the EGR valve 6 so that the compressed gas in the whole vehicle gas tank 15 enters the engine intake port and does not flow away from the other lines, thereby increasing the boost pressure of the engine intake port.
In the technical scheme, the system further comprises a PFM flowmeter 5, wherein the PFM flowmeter 5 is arranged in a pipeline between an engine air inlet and an intercooler; the PFM flowmeter 5 is used for monitoring the air inlet flow of an air inlet of the engine 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 intake air 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 intake throttle valve 11 according to the intake air flow of the engine air inlet and the pressure signal of the engine air inlet. The PFM flowmeter 5 may be disposed at any position between the outlet of the supercharger 2 and the air inlet of the three-way pipeline of the intercooler 3 and the bypass air intake pipe 4, and may also be disposed in the pipeline where the EGR valve 6 is located, and alternatives related to the PFM flowmeter are also included in the protection content of the present patent.
Specifically, when the engine controller 1.1 determines that the gas flow rate of the engine intake is lower than the required value according to the current state of the vehicle, it is necessary to achieve inflow of the multiple air streams by controlling the opening degree compressed air nozzle 14 and the intake throttle valve 11, and to achieve increase in the gas flow rate of the engine intake. On the contrary, when the engine controller 1.1 determines that the gas flow rate of the engine intake is greater than the set value according to the current state of the vehicle, it is necessary to control the opening degree of the compressed air nozzle 14 and the intake throttle valve 11 to reduce the inflow of each path of gas and to reduce the gas flow rate of 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 adjust the opening or closing state, and a position sensor is disposed on the butterfly valve 9, and the position sensor is used for monitoring the changing 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 the position information of the butterfly valve 9 sent by the position sensor in real time, and the DACS controller 1.2 determines the opening or closing state of the 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 intake temperature signal of an intake port of the engine, a pressure signal of the intake port of the engine, intake flow information of the intake port of the engine and state information of the intake throttle valve 11.
Specifically, the butterfly valve 9 is a control mechanism for opening and closing the air intake throttle valve 11, and the DACS controller 1.2 sends a control command to the butterfly valve 9 to rotate according to an angle required by the control command, so as to realize opening and closing of the air intake throttle valve 11 in different degrees, so as to realize air intake from the air outlet of the supercharger 2 in different degrees.
Specifically, the bypass check valve includes a spring; when the pressure difference between the air inlet end and the air outlet end of the bypass check valve is larger than the pre-warning force of the spring, the bypass check valve is opened; when the pressure difference between the air inlet end and the air outlet end of the bypass check valve is smaller than or equal to the pre-warning force of the spring, the bypass check 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 DACS controller 1.2 generates a control command for the electromagnetic driving device according to the intake air flow information of the engine air inlet and the pressure signal of the air inlet of the engine; and the electromagnetic driving device controls the injection flow rate and the injection 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:
during normal operation of the engine, the supercharger 2 supercharges intake air, and the intercooler 3 cools intake air that has passed through the supercharger 2. The 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 determines that the engine is running under a large load and the requirements of intake compensation and exhaust temperature management do not exist, the DACS controller 1.2 sends a control command to the butterfly valve 9 to keep the intake throttle valve 11 open; the bypass check valve 12 remains closed and the DACS controller 1.2 sends control commands to the drive means 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 in combination with the set value requirement, the requirement of air inlet compensation and exhaust temperature management is met when the current actual requirement is 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, so that the air inlet throttle valve 11 is reduced in opening until being closed, the bypass check valve is automatically opened, high-temperature gas from the supercharger 2 enters the main air inlet channel through the bypass check valve 12 and is mixed with low-temperature gas from the intercooler 3, and the exhaust temperature is increased;
if the engine controller determines that the intake air temperature of the intake port of the engine exceeds a set value based on the intake air temperature signal of the intake port 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 until it closes, so that the intake air from the air outlet of the supercharger 2 is cooled by the intercooler 3 and then enters the engine air inlet.
When the engine controller determines that the engine is running under a small load, the engine controller determines that the driver presses the accelerator pedal based on the vehicle state information, and when there is a need for dynamic compensation of the engine intake air, the DACS controller 1.2 detects the boost pressure of the air intake of the engine in real time through the pressure sensor 13:
when DACS controller 1.2 determines that the boost pressure of the intake port of the engine does not exceed the pressure set point; the DACS controller 1.2 sends a control command to the butterfly valve 9 to close the intake throttle valve 11 or reduce the opening; the bypass check valve 12 is closed; the engine controller sends a control command to the driving device of the EGR valve 6 to close the EGR valve 6; the DACS controller 1.2 sends a control command to a driving device of the compressed air nozzle 14, so that the compressed air nozzle 14 is opened, and compressed air in the whole vehicle air storage tank 15 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 point, or the compressed air nozzle 14 on time exceeds the time threshold value, the DACS controller 1.2 sends a control command to the 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 valve 11; the bypass check valve 12 is closed.
The invention also provides a computer readable storage medium, the computer readable storage medium stores an engine air dynamic compensation and exhaust temperature management method program with an exhaust heat exchange function, and the engine air dynamic compensation and exhaust temperature management method program with the exhaust heat exchange function realizes the steps of the engine air dynamic compensation and exhaust temperature management method with the exhaust heat exchange function in the technical scheme when being executed by an engine controller and a DACS controller of a vehicle.
Finally, it should be noted that the above embodiments are merely representative examples of the present invention. Obviously, the invention is not limited to the above-described embodiments, but many variations are possible. Any simple modification, equivalent variation and modification of the above embodiments according to the technical substance 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 solution is exemplary, and the present specification may be embodied in different forms and should not be construed as being limited to the technical solution set forth herein. Rather, these descriptions will be 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 invention is limited only by the scope of the claims.
The shapes, dimensions, ratios, angles, and numbers disclosed for describing aspects of the present specification and claims are merely examples, and thus, the present specification and claims are not limited to the details shown. In the following description, a detailed description of related known functions or configurations will be omitted when it may be determined that the emphasis of the present specification and claims is unnecessarily obscured.
Where the terms "comprising," "having," and "including" are used in this specification, there may be additional or alternative parts unless the use is made, the terms used may generally be in the singular but may also mean the plural.
It should be noted that although the terms "first," "second," "top," "bottom," "one side," "another side," "one end," "the other end," etc. may be used and used in this specification to describe various components, these components and portions should not be limited by these terms. These terms are only used to distinguish one element from another element. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element, with top and bottom elements, under certain circumstances, also being interchangeable or convertible with one another; the components at one end and the other end may be the same or different in performance from each other.
In addition, when constituting the components, although 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 "on," "above," "below," and "next," unless words or terms such as "just" or "directly" are used, it is also possible to include cases where there is no contact or contact between them. If a first element is referred to as being "on" a second element, it does not mean that the first element must be located above the second element in the figures. The upper and lower portions of the component will change in response to changes in the angle and orientation of the view. Thus, in the drawings or in actual construction, if it is referred to that a first element is "on" a second element, it can comprise the case that the first element is "under" the second element and the case that the first element is "over" the second element. In describing the time relationship, unless "just" or "direct" is used, a case where there is no discontinuity between steps may be included in describing "after", "subsequent" and "preceding". The features of the various embodiments of the invention may be combined or spliced with one another, either in part or in whole, and may be implemented in a variety of different configurations as will 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
It will be appreciated by those skilled in the art that 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 flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations 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 finally understood that the foregoing examples are provided for illustrating the technical scheme of the present invention and are not intended to limit the scope of the present invention, and that although the present invention has been described in detail with reference to the foregoing examples, it will be understood by those skilled in the art that various changes, modifications and equivalents may be made to the specific embodiments of the present invention after reading the present invention, and that such changes, modifications and equivalents are within the scope of the appended claims
What is not described in detail in this specification is prior art known to those skilled in the art.
Claims (5)
1. A cold end dynamic air compensation and bypass throttle valve rear-mounted exhaust temperature management system of an engine is 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 gas flowing out of the air outlet of the supercharger sequentially passes through the first DACS valve, the intercooler and the second DACS valve to enter the air inlet of the engine; the engine is characterized by further comprising a bypass air inducing pipe, wherein one end of the bypass air inducing pipe is communicated with a pipeline between an engine air inlet and an air outlet of the second DACS valve; the other end of the bypass air guide pipe is communicated with a pipeline between the first DACS valve and the air outlet of the supercharger; a bypass check valve is arranged in the bypass air-inducing pipe; the bypass check valve realizes switching of an opening state and a closing state according to the pressure difference of the gas inlet end and the gas outlet end; the air inlet of the engine is provided with a temperature sensor, and the temperature sensor is 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 are communicated 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 system further comprises an air inlet throttle valve, wherein 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 the driving device of the air inlet throttle valve, and the DACS controller outputs a control command for controlling the air inlet throttle valve to be opened or closed; the DACS controller generates a control command for adjusting the opening or closing state of an air inlet throttle valve according to an air inlet temperature signal of an air inlet of the engine;
the vehicle air storage tank is also included; the air outlet of the whole vehicle air storage tank is communicated with a second DACS valve; a compressed air nozzle is arranged at an air outlet of the whole vehicle air storage tank; a pressure sensor is arranged at a port of an air inlet of the engine; the pressure sensor is used for detecting the supercharging 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 the driving device of the compressed air nozzle; the output of the DACS controller is used for controlling the opening or closing control command of the compressed air nozzle; the DACS controller receives a pressure signal of an air inlet of the engine sent by the pressure sensor in real time and generates a control command for adjusting the opening or closing state of the compressed air nozzle according to the pressure signal of the air inlet of the engine;
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 air inlet flow information of an air inlet of the engine and a pressure signal of the air inlet of the engine; the electromagnetic driving device controls the injection flow rate and the injection volume of the compressed air sprayed by the compressed air nozzle according to the received control command;
the driving device of the air inlet throttle valve comprises a butterfly valve for driving the air inlet throttle valve to be adjusted in an opening or closing state, and 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 the 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 air inlet throttle valve state information;
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 a temperature sensor;
if the engine controller determines that the intake air temperature of the intake port of the engine is lower than the demand: sending a control command to a butterfly valve, reducing the opening degree of an air inlet throttle until the air inlet throttle is closed, and enabling high-temperature gas from a supercharger to enter an air inlet pipe through a bypass one-way valve to 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 the butterfly valve to enable the air inlet throttle valve to be opened; the bypass check valve is closed;
when the engine runs under a small load and the engine controller judges that a driver presses an accelerator pedal, and the requirement of dynamic compensation of air intake of the engine 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 air inlet 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 be closed or reduce the opening; the bypass check valve is closed; the engine controller sends a control command to a driving device of the EGR valve to enable the EGR valve to be closed; the DACS controller sends a control command to a driving device of the compressed air nozzle, so that the compressed air nozzle is opened, and compressed air in the air storage tank of the whole vehicle enters an air inlet of an engine;
when the DACS controller judges that the boost 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 enable the compressed air nozzle to be closed; the DACS controller sends a control command to the butterfly valve to open the air inlet throttle valve; the bypass check valve is closed.
2. The engine cold end dynamic air compensation and bypass throttle post-exhaust temperature management system according to claim 1, wherein: the engine comprises an engine air inlet, an exhaust gas pipe and an EGR valve, wherein the engine air inlet is communicated with the engine air inlet; 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 the EGR valve opening or closing state adjustment based on a pressure signal at an intake port of the engine.
3. The engine cold end dynamic air compensation and bypass throttle post-exhaust temperature management system according to claim 2, wherein: the system also comprises a PFM flowmeter, wherein the PFM flowmeter is arranged in a pipeline between an engine air inlet and an intercooler; the PFM flowmeter is used for monitoring the air inlet flow of an air inlet of the engine in real time; the input end of the engine controller is electrically connected with the PFM flowmeter; the engine controller receives an air inlet flow signal of an engine air inlet sent by the PFM flowmeter in real time, and the DACS controller generates a control command for adjusting the opening or closing state of the compressed air nozzle and a control command for adjusting the opening or closing state of an air inlet throttle valve according to the air inlet flow of the engine air inlet and the pressure signal of the air inlet of the engine.
4. A system for engine cold end dynamic air compensation and bypass throttle post-exhaust temperature management as claimed in claim 3, wherein: the bypass check valve includes a spring; when the pressure difference between the air inlet end and the air outlet end of the bypass check valve is larger than the pre-tightening force of the spring, the bypass check valve is opened; when the pressure difference between the air inlet end and the air outlet end of the bypass check valve is smaller than or equal to the pre-tightening force of the spring, the bypass check valve is closed.
5. The engine cold end dynamic air compensation and bypass throttle post-exhaust temperature management system according to claim 4, wherein: when the engine runs under a large load and the requirements of intake compensation and exhaust temperature management do not exist, the DACS controller sends a control command to the butterfly valve to keep an intake throttle valve open; the bypass check valve remains closed and the DACS controller sends control commands to the drive of the compressed air nozzle to keep the compressed air nozzle 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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| CN115492707A (en) * | 2022-11-08 | 2022-12-20 | 德阳天和机械制造有限责任公司 | Self-operated self-adjusting air inflow automobile engine air inlet pipe and manufacturing process thereof |
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| CN114294095A (en) | 2022-04-08 |
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