CN114294097A - Engine hot end dynamic air compensation and bypass throttle valve rear-mounted exhaust temperature management system - Google Patents
Engine hot end dynamic air compensation and bypass throttle valve rear-mounted exhaust temperature management system Download PDFInfo
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- CN114294097A CN114294097A CN202111376393.2A CN202111376393A CN114294097A CN 114294097 A CN114294097 A CN 114294097A CN 202111376393 A CN202111376393 A CN 202111376393A CN 114294097 A CN114294097 A CN 114294097A
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Abstract
The invention provides a rear exhaust temperature management system of an engine hot end dynamic air compensation and bypass throttle valve, which comprises a supercharger and an engine, wherein a DACS valve and a intercooler are sequentially arranged on a pipeline between an air outlet of the supercharger and an air inlet of the engine, and gas flowing out of an air outlet of the supercharger enters the air inlet of the engine through the DACS valve and the intercooler in sequence; 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 a port of the intercooler, which is close to the engine; the other end of the bypass bleed pipe is communicated with the DACS valve; a bypass throttle valve is arranged at a port of the bypass bleed pipe communicated with the DACS valve; 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; also includes a control unit. The invention effectively realizes the adjustment of the air inlet temperature of the engine, thereby improving the exhaust temperature and improving the exhaust emission.
Description
Technical Field
The invention belongs to the technical field of engine air, and particularly relates to a dynamic air compensation and bypass throttle valve rear exhaust temperature management system for a hot end 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; cooling the high-temperature air after turbocharging by adopting an air inlet intercooling device, and improving air inlet charge; 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 hot 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 hot end 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 DACS valve and a intercooler 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 enters the air inlet of the engine through the DACS valve and the intercooler in sequence; 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 a port of the intercooler, which is close to the engine; the other end of the bypass bleed pipe is communicated with the DACS valve; a bypass throttle valve is arranged at a port of the bypass bleed pipe communicated with the DACS valve; 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; also includes a control unit; the input end of the control unit is electrically connected with the temperature sensor; the output end of the control unit is electrically connected with the signal input end of the driving device of the bypass throttle valve, and the control unit outputs a control command for controlling the opening or closing of the bypass throttle valve; the control unit receives an air inlet temperature signal of an air inlet of the engine sent by the temperature sensor in real time and generates a control command for adjusting the opening or closing state of the bypass throttle valve according to the air inlet temperature signal of the air inlet 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 DACS valve; a compressed air nozzle is arranged at an air outlet of the air storage tank of the whole vehicle; the compressed air nozzle is positioned between the bypass throttle valve and the air outlet port of the DACS valve; 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 control unit is electrically connected with the pressure sensor; the output end of the control unit is electrically connected with the signal input end of the driving device of the compressed air nozzle; the output of the control unit is used for controlling the opening or closing of the compressed air nozzle; the control unit 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 technical scheme, the turbocharger air inlet system further comprises an air inlet throttle valve, wherein the air inlet throttle valve is arranged at a port of the DACS valve close to an air outlet of the supercharger; the air inlet throttle valve is positioned between the connecting part of the bypass bleed pipe and the DACS valve and the intercooler; the output end of the control unit is electrically connected with the signal input end of the driving device of the air inlet throttle valve, and the control unit outputs a control command for controlling the opening or closing of the air inlet throttle valve; the control unit generates a control command for adjusting the opening or closing state of the intake throttle valve according to a pressure signal of an air inlet of the engine and an intake air temperature signal of the air inlet of the engine.
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 control unit is electrically connected with the signal input end of the driving device of the EGR valve, and the control unit outputs a control command for controlling the EGR valve to be opened or closed; the control unit 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 device further comprises a PFM flow meter, wherein the PFM flow meter is arranged in a pipeline between an air inlet of the engine and an air outlet of the bypass bleed air pipe; the PFM flowmeter is used for monitoring the air inlet flow of an engine air inlet in real time; the input end of the control unit is electrically connected with the PFM flowmeter; the control unit receives an air intake flow signal of an engine air inlet sent by the PFM flowmeter in real time, and generates a control command for adjusting the opening or closing state of a compressed air nozzle, a control command for adjusting the opening or closing state of a bypass throttle valve and a control command for adjusting the opening or closing state of the air intake throttle valve according to the air intake flow of the engine air inlet and a pressure signal of the engine air inlet. The PFM flow meter is used to test the intake air flow rate, and other actuators of the intake system are controlled in response based on the flow rate.
In the technical scheme, the driving device of the air intake throttle valve comprises a first butterfly valve for driving the opening or closing state adjustment of the air intake throttle valve, wherein a first position sensor is arranged on the first butterfly valve and used for monitoring the change position of the first butterfly valve in real time; the first position sensor is electrically connected with the control unit; the control unit receives position information of the first butterfly valve sent by the first position sensor in real time, judges the opening or closing state of the air inlet throttle valve according to the position information of the first butterfly valve, and generates a control command for adjusting the rotation angle of the first 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 driving device of the bypass throttle valve includes a second butterfly valve for driving the adjustment of the opening or closing state of the bypass throttle valve, the second butterfly valve is provided with a second position sensor, and the second position sensor is used for monitoring the change position of the second butterfly valve in real time; the second position sensor is electrically connected with the control unit; the control unit receives the position information of the second butterfly valve sent by the second position sensor in real time, judges the opening or closing state of the bypass throttle valve according to the position information of the second butterfly valve, and generates a control command for adjusting the rotation angle of the second 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 the state information of the bypass throttle valve.
In the above technical solution, the driving device of the compressed air nozzle includes an electromagnetic driving device, and the control unit generates a control command for the electromagnetic driving device according to intake air flow information at an air inlet of the engine and a pressure signal at the air inlet of the engine; and the electromagnetic driving device controls the jet flow speed and jet volume of the compressed air according to the received control command.
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 control unit sends a control command to the first butterfly valve to enable the air intake throttle valve to be kept open; the control unit sends a control command to the second butterfly valve to keep the bypass throttle closed, and the control unit sends a control command to the driving device 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 control unit detects the air inlet temperature of the air inlet of the engine in real time through the temperature sensor;
if the control unit determines that the air inlet temperature of the air inlet of the engine is lower than the requirement and determines that the bypass throttle valve is not in the full open state according to the position information of the second butterfly valve fed back by the second position sensor: the control unit sends a control command to a second butterfly valve to increase the opening of the bypass throttle valve until the bypass throttle valve is fully opened, so that high-temperature gas from the supercharger enters a pipeline between an air outlet of an intercooler and an air inlet of the engine through a bypass bleed air pipe and is mixed with low-temperature gas from the intercooler;
if the control unit determines that the air inlet temperature of the air inlet of the engine is lower than the requirement and determines that the bypass throttle valve is in the full open state according to the position information of the second butterfly valve fed back by the second position sensor: the control unit sends a control command to the first butterfly valve to enable the opening degree of the air inlet throttle valve to be reduced; if the control unit judges that the air inlet temperature of the air inlet of the engine is still lower than the requirement and judges that the air inlet throttle valve is in the fully closed state according to the position information of the first butterfly valve fed back by the first position sensor, the control unit sends a control command to the second butterfly valve to enable the bypass throttle valve to reduce the opening degree, and the exhaust temperature is further improved by reducing the air inlet amount;
if the control unit determines that the intake air temperature of the intake port of the engine exceeds a set value: the control unit sends a control command to the first butterfly valve to enable the air intake throttle valve to increase the opening degree; the control unit sends a control command to the second butterfly valve to enable the bypass throttle valve to reduce the opening degree until the bypass throttle valve is closed.
Among the above-mentioned technical scheme, when the engine low load operation, the control unit judges that the driver steps on accelerator pedal, when there is the demand of engine dynamic compensation that admits air, the control unit passes through the boost pressure of the air inlet of pressure sensor real-time detection engine:
when the control unit determines that the boost pressure of the intake port of the engine does not exceed a set value; the control unit sends a control command to the first butterfly valve to enable the air intake throttle valve to close or reduce the opening; the control unit sends a control command to the second butterfly valve to close or reduce the opening of the bypass throttle valve; the control unit sends a control command to a driving device of the EGR valve to close the EGR valve; the control unit sends a control command to a driving device of the 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 the engine;
when the control unit 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, the control unit sends a control command to a driving device of the compressed air nozzle to close the compressed air nozzle; the control unit sends a control command to the first butterfly valve and the second butterfly valve to open the air intake throttle valve and close the bypass throttle valve.
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 supercharged high-temperature intake air and the low-temperature intake air cooled by the intercooler through the opening degree of the intake throttle valve and the bypass throttle valve, realizes the flexible control of an intake system, and avoids the heat loss of the intercooler and the increase of the intercooler resistance; through air inlet throttle valve and bypass throttle 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 pollutant discharge.
Drawings
FIG. 1 is a schematic structural diagram of the present invention.
The system comprises a control unit 1, 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 DACS valve 8, a butterfly valve 9, a butterfly valve 10, a butterfly valve 11, an air intake throttle valve 12, a bypass throttle valve 13, a pressure sensor 14, 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 hot 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, so that the intake charge is improved.
An intercooler 3 and a DACS valve 8 are arranged on a pipeline between the air outlet of the supercharger 2 and the air inlet of the engine, the DACS valve 8 is positioned at the front end of the intercooler 3, and the air flowing out of the air outlet of the supercharger 2 sequentially passes through the DACS valve 8 and the intercooler 3 and enters the air inlet of the engine; the DACS valve 8 has a pressure detection function. The system 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 a port of the intercooler, which is close to the engine; the other end of the bypass bleed pipe is communicated with the DACS valve; a bypass throttle valve 12 is arranged at a port of the bypass bleed pipe 4 communicated with the DACS valve 8; 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 comprises a control unit 1; the input end of the control unit 1 is electrically connected with a temperature sensor 7; the output end of the control unit 1 is electrically connected with the signal input end of a driving device of the bypass throttle valve 12, and the control unit 1 outputs a control command for controlling the opening or closing of the bypass throttle valve 12; the control unit 1 receives in real time an intake air temperature signal of the air intake of the engine sent by the temperature sensor 7 and generates a control command for adjustment of the open or closed state of the bypass throttle valve 12 according to the intake air temperature signal of the air intake of the engine. The control unit 1 adopts an ECM and an electronic engine control module. 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 DACS valve 8 (namely the bypass bleed pipe 4). The bypass throttle 12 can 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.
Specifically, when the control unit 1 determines that the temperature of the engine intake is lower than the required value based on the current state of the vehicle, it is necessary to open the opening degree of the bypass throttle valve 12 until fully opened, so that the high-temperature gas from the supercharger 2 enters the pipe between the intercooler air outlet and the engine intake, and is mixed with the low-temperature gas from the intercooler 3, so that the temperature entering the engine intake is increased.
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 DACS valve 8; a compressed air nozzle 14 is arranged at an air outlet of the whole vehicle air storage tank 15; the compressed air nozzle is positioned between the bypass throttle valve and the air outlet port of the DACS valve; 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 control unit is electrically connected with the pressure sensor 13; the output end of the control unit 1 is electrically connected with the signal input end of a driving device of the compressed air nozzle 14; the control unit 1 outputs a control command for controlling the opening or closing of the compressed air nozzle 14; the control unit 1 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 control unit 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 open the compressed air nozzle 14 so that the compressed gas in the entire vehicle gas tank 15 enters the engine intake port, thereby increasing the boost pressure of the engine intake port.
In the above technical solution, the air conditioner further comprises an air intake throttle valve 11, and the air intake throttle valve is located between the junction of the bypass bleed air pipe and the DACS valve and the intercooler. The output end of the control unit 1 is electrically connected with the signal input end of a driving device of the air intake throttle valve 11, and the control unit 1 outputs a control command for controlling the opening or closing of the air intake throttle valve 11; the control unit 1 generates a control command for adjustment of the open or closed state of the intake throttle valve 11 based on a pressure signal of the intake port of the engine and an intake air temperature signal of the intake port of the engine.
Specifically, when the control unit 1 determines that the temperature of the engine intake port is lower than the required value after opening the opening degree of the bypass throttle valve 12 until fully opened according to the current state of the vehicle, the control unit 1 is required to drive the intake throttle valve 11 to decrease the opening degree by the drive means and the bypass throttle valve 12 to decrease the opening degree, thereby decreasing the intake air amount of the engine intake port and further raising the exhaust gas temperature. The intake throttle valve 11 and the bypass throttle valve 12 may be controlled by an electric motor, a pneumatic motor, or a hydraulic solenoid valve (not limited to a driving type), and the driving related thereto is also included in the present patent disclosure.
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 control unit 1 is electrically connected with the signal input end of a driving device of the EGR valve 6, and the control unit 1 outputs a control command for controlling the EGR valve 6 to open or close; the control unit 1 generates a control command for the adjustment of the opening or closing state of the EGR valve 6 from the pressure signal of the intake port of the engine.
Specifically, when the control unit 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 entire vehicle gas tank 15 enters the engine intake and does not flow away from other pipes, thereby increasing the boost pressure at the engine intake.
In the technical scheme, the device further comprises a PFM flowmeter 5, wherein the PFM flowmeter 5 is arranged in a pipeline between an air inlet of the engine and an air outlet of the bypass bleed air pipe; 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 control unit is electrically connected with the PFM flowmeter 5; the control unit 1 receives an intake air flow signal of an engine air inlet sent by the PFM flow meter 5 in real time, and generates a control command for adjusting the opening or closing state of the compressed air nozzle 14, a control command for adjusting the opening or closing state of the bypass throttle valve 12, 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 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 control unit 1 determines that the engine intake gas flow rate is lower than the required value based on the current state of the vehicle, it is necessary to achieve the inflow of multiple flows by controlling the opening degrees of the compressed air nozzle 14, the bypass throttle valve 12, and the intake throttle valve 11, to achieve the increase in the engine intake gas flow rate. On the contrary, when the control unit 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, the bypass throttle valve 12 and the intake throttle valve 11 are controlled to reduce the inflow of each gas path, thereby reducing the gas flow rate at the engine intake. The DACS valve 8 can control the gas flow and flow rate of the three-way functional pipeline through an air inlet throttle valve 11 and a bypass throttle valve 12, and the two throttle valves are cooperated.
In the above technical solution, the driving device of the intake throttle valve 11 includes a first butterfly valve 9 for driving the adjustment of the opening or closing state of the intake throttle valve 11, a first position sensor is arranged on the first butterfly valve 9, and the first position sensor is used for monitoring the changing position of the first butterfly valve 9 in real time; the first position sensor is electrically connected with the control unit 1; the control unit 1 receives the position information of the first butterfly valve 9 sent by the first position sensor in real time, the control unit 1 judges the opening or closing state of the air intake throttle valve 11 according to the position information of the first butterfly valve 9, and generates a control command for adjusting the rotation angle of the first 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 the state information of the air intake throttle valve 11.
Specifically, the first butterfly valve 9 is a control mechanism for controlling the opening and closing degree of the intake throttle valve 11, and the control unit 1 sends a control command to the first butterfly valve 9 to rotate the first 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 air from the air outlet of the supercharger 2 to different degrees.
In the above technical solution, the driving device of the bypass throttle valve 12 includes a second butterfly valve 10 for driving the adjustment of the opening or closing state of the bypass throttle valve 12, the second butterfly valve 10 is provided with a second position sensor, and the second position sensor is used for monitoring the changing position of the second butterfly valve 10 in real time; the second position sensor is electrically connected with the control unit 1; the control unit 1 receives the position information of the second butterfly valve 10 sent by the second position sensor in real time, the control unit 1 judges the opening or closing state of the bypass throttle valve 12 according to the position information of the second butterfly valve 10, and generates a control command for adjusting the rotation angle of the second butterfly valve 10 according to an air inlet temperature signal of an air inlet of an engine, a pressure signal of the air inlet of the engine, air inlet flow information of the air inlet of the engine and the state information of the bypass throttle valve 12.
Specifically, the second butterfly valve 10 is a control mechanism for controlling the opening and closing degree of the bypass throttle valve 12, and the control unit 1 sends a control command to the second butterfly valve 10 to rotate the second butterfly valve according to the angle required by the control command, so as to open and close the bypass throttle valve 12 to different degrees, and to realize different degrees of intake air from the bypass bleed air pipe 4.
In the above technical solution, the driving device of the compressed air nozzle 14 includes an electromagnetic driving device, and the control unit 1 generates a control command for the electromagnetic driving device according to the intake air 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 according to the received control command. The electromagnetic driving device is an electromagnet/electromagnetic valve.
The dynamic air compensation and exhaust temperature management method for the engine realized by the control unit 1 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 intake throttle valve 11 is normally open, the bypass throttle valve 12 is normally closed, and the compressed air nozzle 14 is normally closed.
When the control unit 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 control unit 1 sends a control command to the first butterfly valve 9 to enable the air intake throttle valve 11 to be kept open; the control unit 1 sends a control command to the second butterfly valve 10 to keep the bypass throttle 12 closed, and the control unit 1 sends a control command to the drive of the compressed air nozzle 14 to keep the compressed air nozzle 14 closed. The control unit 1 detects the air inlet temperature of an air inlet of the engine in real time through the temperature sensor 7, detects the boost pressure of the air inlet of the engine in real time through the pressure sensor 13, and when the controller judges that the real-time air inlet temperature of the air inlet of the engine and the real-time boost 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 control unit 1 judges that the engine operates at a low load, the control unit 1 detects the intake air temperature of an air inlet of the engine in real time through the temperature sensor 7;
if the control unit 1 determines that the intake air temperature of the intake port of the engine is lower than the required value based on the intake air temperature signal of the intake port of the engine fed back by the temperature sensor 7 and determines that the bypass throttle valve 12 is not in the fully open state based on the position information of the second butterfly valve 10 fed back by the second position sensor: the control unit 1 sends a control command to a second butterfly valve 10, so that the opening of a bypass throttle valve 12 is increased until the bypass throttle valve is fully opened, and high-temperature gas from a supercharger 2 enters a pipeline between an air outlet of an intercooler and an air inlet of an engine through a bypass bleed air pipe 4 and is mixed with low-temperature gas from the intercooler 3;
if the control unit 1 determines that the intake air temperature of the air intake of the engine is lower than the required value based on the intake air temperature signal of the air intake of the engine fed back by the temperature sensor 7, and determines that the bypass throttle valve 12 is in the fully open state based on the position information of the second butterfly valve 10 fed back by the second position sensor: the control unit 1 sends a control command to the first butterfly valve 9 to reduce the opening of the intake throttle valve 11; if the control unit determines that the air inlet temperature of the air inlet of the engine is still lower than the requirement and determines that the air inlet throttle valve is in the fully closed state according to the first butterfly valve position information fed back by the first position sensor, the control unit 1 sends a control command to the second butterfly valve 10 to enable the bypass throttle valve 12 to reduce the opening degree, and further improves the exhaust temperature by reducing the air inlet amount;
if the control unit 1 determines that the intake air temperature at the intake port of the engine exceeds the set value based on the intake air temperature signal at the intake port of the engine fed back by the temperature sensor 7: the control unit 1 sends a control command to the first butterfly valve 9 to enable the opening degree of the air intake throttle valve 11 to be increased; the control unit 1 sends a control command to the second butterfly valve 10 to reduce the opening of the bypass throttle valve 12 until the bypass throttle 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 control unit 1 determines that the engine is running under a small load, and the control unit 1 determines that the driver presses an accelerator pedal based on the vehicle state information, and a need for dynamic compensation of engine air intake exists, the control unit 1 detects the boost pressure of an air inlet of the engine in real time through the pressure sensor 13:
when the control unit 1 determines that the supercharging pressure of the intake port of the engine does not exceed the pressure set value; the control unit 1 sends a control command to the first butterfly valve 9 to close or reduce the opening of the intake throttle valve 11; the control unit 1 sends a control command to the second butterfly valve 10 to close or reduce the opening of the bypass throttle valve 12; the control unit 1 sends a control command to the driving means of the EGR valve 6, causing the EGR valve 6 to close; the control unit 1 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 an engine;
when the control unit 1 determines that the boost pressure of the air inlet of the engine exceeds a pressure set value or the opening time of the compressed air nozzle 14 exceeds a time threshold, the control unit 1 sends a control command to a driving device of the compressed air nozzle 14 to close the compressed air nozzle 14; the control unit sends a control command to the first butterfly valve and the second butterfly valve to open the air intake throttle valve and close the bypass throttle valve.
The invention also provides a computer readable storage medium, which stores a dynamic air compensation and exhaust temperature management method program for the engine, and when the dynamic air compensation and exhaust temperature management method program for the engine is executed by a control unit of a vehicle, the steps of the dynamic air compensation and exhaust temperature management method for the engine in the technical scheme are realized.
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 hot end 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 DACS valve and a intercooler 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 enters the air inlet of the engine through the DACS valve and the intercooler in sequence; 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 a port of the intercooler, which is close to the engine; the other end of the bypass bleed pipe is communicated with the DACS valve; a bypass throttle valve is arranged at a port of the bypass bleed pipe communicated with the DACS valve; 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; also includes a control unit; the input end of the control unit is electrically connected with the temperature sensor; the output end of the control unit is electrically connected with the signal input end of the driving device of the bypass throttle valve, and the control unit outputs a control command for controlling the opening or closing of the bypass throttle valve; the control unit receives an air inlet temperature signal of an air inlet of the engine sent by the temperature sensor in real time and generates a control command for adjusting the opening or closing state of the bypass throttle valve according to the air inlet temperature signal of the air inlet of the engine.
2. The system according to claim 1, wherein the system comprises: the vehicle air storage tank is also included; an air outlet of the whole vehicle air storage tank is communicated with the DACS valve; a compressed air nozzle is arranged at an air outlet of the air storage tank of the whole vehicle; the compressed air nozzle is positioned between the bypass throttle valve and the air outlet port of the DACS valve; 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 control unit is electrically connected with the pressure sensor; the output end of the control unit is electrically connected with the signal input end of the driving device of the compressed air nozzle; the output of the control unit is used for controlling the opening or closing of the compressed air nozzle; the control unit 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.
3. The system as claimed in claim 2, wherein the engine hot end dynamic air compensation and bypass throttle valve post exhaust temperature management system comprises: the air inlet throttle valve is arranged at a port of the DACS valve close to the air outlet of the supercharger; the air inlet throttle valve is positioned between the connecting part of the bypass bleed pipe and the DACS valve and the intercooler; the output end of the control unit is electrically connected with the signal input end of the driving device of the air inlet throttle valve, and the control unit outputs a control command for controlling the opening or closing of the air inlet throttle valve; the control unit generates a control command for adjusting the opening or closing state of the intake throttle valve according to a pressure signal of an air inlet of the engine and an intake air temperature signal of the air inlet of the engine.
4. The system according to claim 3, wherein the system comprises: 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 control unit is electrically connected with the signal input end of the driving device of the EGR valve, and the control unit outputs a control command for controlling the EGR valve to be opened or closed; the control unit 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 system according to claim 4, wherein the system comprises: the system also comprises a PFM flow meter which is arranged in a pipeline between the air inlet of the engine and the air outlet of the bypass bleed air pipe; the PFM flowmeter is used for monitoring the air inlet flow of an engine air inlet in real time; the input end of the control unit is electrically connected with the PFM flowmeter; the control unit receives an air intake flow signal of an engine air inlet sent by the PFM flowmeter in real time, and generates a control command for adjusting the opening or closing state of a compressed air nozzle, a control command for adjusting the opening or closing state of a bypass throttle valve and a control command for adjusting the opening or closing state of the air intake throttle valve according to the air intake flow of the engine air inlet and a pressure signal of the engine air inlet.
6. The system according to claim 5, wherein the system comprises: the driving device of the air inlet throttle valve comprises a first butterfly valve for driving the opening or closing state adjustment of the air inlet throttle valve, a first position sensor is arranged on the first butterfly valve, and the first position sensor is used for monitoring the change position of the first butterfly valve in real time; the first position sensor is electrically connected with the control unit; the control unit receives position information of the first butterfly valve sent by the first position sensor in real time, judges the opening or closing state of the air inlet throttle valve according to the position information of the first butterfly valve, and generates a control command for adjusting the rotation angle of the first 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 system according to claim 6, wherein the system comprises: the driving device of the bypass throttle valve comprises a second butterfly valve for driving the opening or closing state adjustment of the bypass throttle valve, a second position sensor is arranged on the second butterfly valve, and the second position sensor is used for monitoring the change position of the second butterfly valve in real time; the second position sensor is electrically connected with the control unit; the control unit receives the position information of the second butterfly valve sent by the second position sensor in real time, judges the opening or closing state of the bypass throttle valve according to the position information of the second butterfly valve, and generates a control command for adjusting the rotation angle of the second 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 the state information of the bypass throttle valve.
8. The system according to claim 7, wherein the system comprises: when the engine runs under a large load and the requirements of air intake compensation and exhaust temperature management do not exist, the control unit sends a control command to the first butterfly valve to enable the air intake throttle valve to be kept open; the control unit sends a control command to the second butterfly valve to keep the bypass throttle closed, and the control unit sends a control command to the driving device of the compressed air nozzle to keep the compressed air nozzle closed.
9. The system according to claim 8, wherein the system comprises: when the engine runs under a small load, the control unit detects the air inlet temperature of an air inlet of the engine in real time through the temperature sensor;
if the control unit determines that the air inlet temperature of the air inlet of the engine is lower than the requirement and determines that the bypass throttle valve is not in the full open state according to the position information of the second butterfly valve fed back by the second position sensor: the control unit sends a control command to a second butterfly valve to increase the opening of the bypass throttle valve until the bypass throttle valve is fully opened, so that high-temperature gas from the supercharger enters a pipeline between an air outlet of an intercooler and an air inlet of the engine through a bypass bleed air pipe and is mixed with low-temperature gas from the intercooler;
if the control unit determines that the air inlet temperature of the air inlet of the engine is lower than the requirement and determines that the bypass throttle valve is in the full open state according to the position information of the second butterfly valve fed back by the second position sensor: the control unit sends a control command to the first butterfly valve to enable the opening degree of the air inlet throttle valve to be reduced; if the control unit judges that the air inlet temperature of the air inlet of the engine is still lower than the requirement and judges that the air inlet throttle valve is in the fully closed state according to the position information of the first butterfly valve fed back by the first position sensor, the control unit sends a control command to the second butterfly valve to enable the bypass throttle valve to reduce the opening degree, and the exhaust temperature is further improved by reducing the air inlet amount;
if the control unit determines that the intake air temperature of the intake port of the engine exceeds a set value: the control unit sends a control command to the first butterfly valve to enable the air intake throttle valve to increase the opening degree; the control unit sends a control command to the second butterfly valve to enable the bypass throttle valve to reduce the opening degree until the bypass throttle valve is closed.
10. The system according to claim 9, wherein the system comprises: when the engine runs under a small load, the control unit judges that a driver steps on an accelerator pedal, and the requirement of dynamic compensation of air inlet of the engine exists, the control unit detects the boost pressure of an air inlet of the engine in real time through a pressure sensor:
when the control unit determines that the boost pressure of the intake port of the engine does not exceed a set value; the control unit sends a control command to the first butterfly valve to enable the air intake throttle valve to close or reduce the opening; the control unit sends a control command to the second butterfly valve to close or reduce the opening of the bypass throttle valve; the control unit sends a control command to a driving device of the EGR valve to close the EGR valve; the control unit sends a control command to a driving device of the 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 the engine;
when the control unit 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, the control unit sends a control command to a driving device of the compressed air nozzle to close the compressed air nozzle; the control unit sends a control command to the first butterfly valve and the second butterfly valve to open the air intake throttle valve and close the bypass throttle valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN202111376393.2A CN114294097B (en) | 2021-11-19 | 2021-11-19 | Engine hot end dynamic air compensation and bypass throttle valve rear-mounted temperature-discharging management system |
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| CN202111376393.2A CN114294097B (en) | 2021-11-19 | 2021-11-19 | Engine hot end dynamic air compensation and bypass throttle valve rear-mounted temperature-discharging management system |
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