CN114294101A - Dynamic air compensation and thermal management system of diesel engine - Google Patents
Dynamic air compensation and thermal management system of diesel engine Download PDFInfo
- Publication number
- CN114294101A CN114294101A CN202111376455.XA CN202111376455A CN114294101A CN 114294101 A CN114294101 A CN 114294101A CN 202111376455 A CN202111376455 A CN 202111376455A CN 114294101 A CN114294101 A CN 114294101A
- Authority
- CN
- China
- Prior art keywords
- engine
- air inlet
- air
- dacs
- valve
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Supercharger (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
The invention provides a dynamic air compensation and thermal management system of a diesel engine, which comprises a supercharger and an engine, wherein an intercooler and a DACS valve 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 intercooler and the DACS valve sequentially; the bypass air-entraining device is characterized by further comprising a bypass air-entraining pipe, wherein one end of the bypass air-entraining pipe is communicated with a pipeline between an air outlet of the supercharger and a port of the intercooler, which is close to the supercharger; 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; an engine controller and a DACS controller are also included. 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 thermal management system for a diesel 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 in the prior art, and provides a dynamic air compensation and thermal management system for a diesel engine, which adopts the cooperative work of air supply of a whole vehicle 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 a diesel engine dynamic air compensation and thermal management system which characterized in that: the engine supercharger comprises a supercharger and an engine, wherein an air outlet of the supercharger is communicated with an air inlet of the engine through a pipeline, an intercooler and a DACS valve are sequentially arranged on the pipeline between the air outlet of the supercharger and the air inlet of the engine, and air flowing out of the air outlet of the supercharger enters the air inlet of the engine through the intercooler and the DACS valve sequentially; the bypass air-entraining device is characterized by further comprising a bypass air-entraining pipe, wherein one end of the bypass air-entraining pipe is communicated with a pipeline between an air outlet of the supercharger and a port of the intercooler, which is close to the supercharger; 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; the system also comprises an engine controller and a DACS controller; the engine controller and the DACS controller communicate with each other through a CAN bus; the input end of the engine controller is electrically connected with the temperature sensor; the output end of the DACS controller is electrically connected with the signal input end of the driving device of the bypass throttle valve, and the DACS controller outputs a control command for controlling the opening or closing of the bypass throttle valve; the engine controller and the DACS controller receive an air inlet temperature signal of an air inlet of the engine sent by the temperature sensor in real time, and generate 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 air inlet throttle valve is arranged in the DACS valve and is positioned in a pipeline between the joint of the DACS valve and the bypass air guide pipe and the air inlet of the DACS valve; 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 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 air inlet throttle valve and the air outlet of the DACS valve; a pressure sensor is arranged at the air outlet of the DACS valve; the pressure sensor is used for detecting the boost pressure of an air inlet of the engine in real time; the input end of the DACS controller is electrically connected with the pressure sensor; the output end of the DACS controller is electrically connected with the signal input end of a driving device of the compressed air nozzle; the DACS controller outputs a control command for controlling the opening or closing of the compressed air nozzle; the DACS controller receives a pressure signal of an air inlet of the engine sent by a pressure sensor in real time and generates a control command for adjusting the opening or closing state of a compressed air nozzle according to the pressure signal of the air inlet of the engine. The driving device of the compressed air nozzle comprises an electromagnetic driving device, and the engine controller and the DACS controller generate a control command for the electromagnetic driving device according to the air inlet flow information of the air inlet of the engine and the pressure signal of the air inlet of the engine; and the electromagnetic driving device controls the jet flow speed and jet volume of the compressed air according to the received control command.
In the technical scheme, the exhaust gas recirculation system further comprises an EGR valve, wherein the EGR valve is arranged on an exhaust gas pipe on one side of an air inlet of the engine, and the exhaust gas pipe is communicated with the air inlet of the engine; the output end of the engine controller is electrically connected with the signal input end of the driving device of the EGR valve, and the engine controller outputs a control command for controlling the EGR valve to be opened or closed; the engine controller generates a control command for adjusting the opening or closing state of the EGR valve according to a pressure signal of an air inlet of the engine.
In the technical scheme, the engine air inlet and the intercooler further comprise a PFM flow meter, wherein the PFM flow meter is arranged in a pipeline between the engine air inlet and the intercooler; the PFM flowmeter is used for monitoring the air inlet flow of an engine air inlet in real time; the input end of the engine controller is electrically connected with the PFM flow meter; the DACS controller generates a control command aiming at the adjustment of the opening or closing state of a compressed air nozzle, a control command aiming at the adjustment of the opening or closing state of a bypass throttle valve and a control command aiming at the adjustment of the opening or closing state of an air inlet throttle valve according to the air inlet flow of the air inlet of the engine and a pressure signal of the air inlet of the engine.
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 DACS controller; the DACS controller receives position information of a first butterfly valve sent by a first position sensor in real time, judges the opening or closing state of an 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 an 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 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 DACS controller; the DACS controller receives position information of a second butterfly valve sent by a 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 state information of the bypass throttle valve.
In the technical scheme, when the engine runs under a large load and the requirements of air intake compensation and exhaust temperature management do not exist, the DACS controller sends a control command to the first butterfly valve to enable the air intake throttle valve to be kept open; the DACS controller sends a control command to the second butterfly valve to keep the bypass throttle closed, and the DACS controller sends a control command to the drive 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 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 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 DACS controller sends a control command to a second butterfly valve to increase the opening degree of a bypass throttle valve until the bypass throttle valve is fully opened, so that high-temperature gas from the supercharger enters a DACS valve through a bypass bleed air pipe and is mixed with low-temperature gas from an intercooler;
if the engine controller determines that the intake air temperature of the air inlet of the engine is lower than the demand and the DACS controller determines that the bypass throttle valve is in the full open state according to the second butterfly valve position information fed back by the second position sensor: sending a control command to a first butterfly valve to enable an air inlet throttle valve to reduce the opening degree to be closed; if the engine controller still determines that the air inlet temperature of the air inlet of the engine is lower than the requirement, the DACS controller sends a control command to a second butterfly valve to enable the bypass throttle valve to reduce the opening degree, and the exhaust temperature is further increased by reducing the air inlet amount;
if the engine controller determines that the intake air temperature of the intake port of the engine exceeds a set value: the DACS controller sends a control command to a first butterfly valve to enable an air inlet throttle valve to increase the opening degree; the DACS controller sends a control command to the second butterfly valve to cause the bypass throttle to decrease in opening until closed.
Among the above-mentioned technical scheme, when the engine low load operation, engine controller judges that the driver steps on accelerator pedal, when there is the demand of engine intake dynamic compensation, the DACS controller passes through the boost pressure of the air inlet of pressure sensor real-time detection engine:
when the DACS controller determines that the boost pressure of the intake port of the engine does not exceed the set value; the DACS controller sends a control command to a first butterfly valve to enable an air inlet throttle valve to be closed or reduce the opening; the DACS controller sends a control command to a second butterfly valve to enable a bypass throttle valve to close or reduce the opening; the engine controller sends a control command to a driving device of the EGR valve to close the EGR valve; the DACS controller sends a control command to a driving device of a compressed air nozzle to open the compressed air nozzle, so that compressed air in an air storage tank of the whole vehicle enters an air inlet of an engine;
when the DACS controller judges that the supercharging pressure of an air inlet of the engine exceeds a set value or the opening time of the compressed air nozzle exceeds a time threshold, the DACS controller sends a control command to a driving device of the compressed air nozzle to close the compressed air nozzle; the DACS controller sends control commands to the first butterfly valve and the second butterfly valve to open the intake throttle and close the bypass throttle.
The invention has the beneficial effects that:
the invention provides a dynamic air compensation and exhaust temperature management system for a diesel engine based on a pressure flow sensor, which adopts the cooperative work of air supply of a whole vehicle air storage system, exhaust turbocharging, an air inlet throttle valve, an intercooling bypass valve and an exhaust tail pipe 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 DACS controller is used for dynamically compensating the air intake of the engine, can be adapted to various engine systems, does not influence the structure of the original engine control system, and is communicated with the EECU controller through the DACS controller to realize information interaction between the DACS controller and the EECU controller; along with the increase of the rotating speed and the torque of the engine, the exhaust flow and the exhaust temperature of the engine are also increased (namely, more energy exists in the exhaust of the engine), the energy of the exhaust of the engine is converted into the kinetic energy of the supercharger by the turbocharger, the supercharging effect of the supercharger is realized, and the increase of the intake pressure of the butterfly valve end (namely, the end close to the supercharger) of the DACS is realized.
When the DACS valve operates (including the operation state of a disc in a DACS system), the mixing ratio of the supercharged high-temperature intake air and the supercharged low-temperature intake air cooled by the intake intercooler is adjusted through the cooperative operation of the intercooling bypass valve and the disc of the DACS valve, so that the intake air temperature of the engine is improved, the exhaust temperature of the engine is improved, the supercharging capacity of the turbocharger is increased, the conversion efficiency of the exhaust aftertreatment device is improved, and the pollutant emission is reduced.
Drawings
FIG. 1 is a schematic structural diagram of the present invention.
The system comprises an engine controller 1.1, a DACS controller 1.2, a supercharger 2, a intercooler 3, a bypass bleed air pipe 4, a PFM flowmeter 5, an EGR valve 6, a temperature sensor 7, a DACS valve 8, a first butterfly valve 9, a second butterfly valve 10, an air intake throttle 11, a bypass throttle 12, a pressure sensor 13, a compressed air nozzle 14 and a vehicle air storage tank 15.
Detailed Description
The invention will be further described in detail with reference to the following drawings and specific examples, which are not intended to limit the invention, but are for clear understanding.
As shown in FIG. 1, the invention provides a dynamic air compensation and thermal management system for a diesel engine, 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 sequentially 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 rear end of the intercooler 3, and air flowing out of the air outlet of the supercharger 2 sequentially passes through the intercooler 3 and the DACS valve 8 and enters the air inlet of the engine; the DACS valve 8 has a pressure detection function. The air conditioner also comprises a bypass air guide pipe 4, wherein one end of the bypass air guide pipe 4 is communicated with a pipeline between an air outlet of the supercharger 2 and a port of the intercooler 3 close to the supercharger 2; the other end of the bypass bleed pipe 4 is communicated with a DACS valve 8; 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 includes an engine controller 1.1 and a DACS controller 1.2; the engine controller and the DACS controller are communicated with each other through the CAN bus, and interaction of signals received by the engine controller and the DACS controller and generated commands is achieved. The input end of the engine controller 1.1 is electrically connected with a temperature sensor 7; the output end of the DACS controller 1.2 is electrically connected with the signal input end of the driving device of the bypass throttle valve 12, and the DACS controller 1.2 outputs a control command for controlling the opening or closing of the bypass throttle valve 12; the engine controller 1.1 and the DACS controller 1.2 receive in real time the intake air temperature signal of the air intake of the engine sent by the temperature sensor 7 and generate a control command for the 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 engine controller 1.1 adopts an ECM and an electronic engine control module. The DACS controller 1.2 adopts ACM and auxiliary 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 engine controller 1.1 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 open, so that the high-temperature gas from the supercharger 2 is introduced into the DACS valve 8 to be mixed with the low-temperature gas from the intercooler 3, so that the temperature of the gas introduced into 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 14 is located between the air intake throttle and the outlet of the DACS valve. And the air inlet throttle valve is positioned between the communication position of the bypass bleed air pipe and the DACS valve and the air outlet of the DACS valve. A pressure sensor 13 is arranged at the port of the DACS valve 8 close to 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 controller unit is electrically connected with the pressure sensor 13; the input end of the DACS controller 1.2 is electrically connected with a pressure sensor 13; the output end of the DACS controller 1.2 is electrically connected with the signal input end of the driving device of the compressed air nozzle 14; the DACS controller 1.2 outputs a control command for controlling the opening or closing of the compressed air nozzles 14; the DACS controller 1.2 receives in real time the pressure signal of the air intake of the engine sent by the pressure sensor 13 and generates a control command for the adjustment of the opening or closing state of the compressed air nozzle 14 according to the pressure signal of the air intake of the engine.
Specifically, when the DACS controller 1.2 determines that the boost pressure at the engine intake is lower than the required value based on the current state of the vehicle, the compressed air nozzle 14 needs to be opened so that the compressed air in the vehicle air reservoir 15 enters the engine intake, thereby increasing the boost pressure at the engine intake.
In the technical scheme, the air intake system further comprises an air intake throttle valve 11; the intake throttle valve 11 is provided in the DACS valve 8; the output end of the DACS controller 1.2 is electrically connected with the signal input end of a driving device of the air intake throttle valve 11, and the DACS controller 1.2 outputs a control command for controlling the opening or closing of the air intake throttle valve 11; the DACS controller 1.2 generates control commands for the adjustment of the open or closed state of the intake throttle 11 from the pressure signal of the air intake of the engine and the intake air temperature signal of the air intake of the engine.
Specifically, when the DACS controller 1.2 determines that the temperature of the engine intake is lower than the required value after opening the opening degree of the bypass throttle valve 12 until fully opened according to the current state of the vehicle, the DACS controller 1.2 is required to drive the intake throttle valve 11 and the bypass throttle valve 12 by the driving means to reduce the opening degree, thereby reducing the intake air amount of the engine intake and further raising the exhaust 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 engine controller 1.1 is electrically connected with the signal input end of a driving device of the EGR valve 6, and the engine controller 1.1 outputs a control command for controlling the EGR valve 6 to be opened or closed; the engine controller 1.1 generates control commands for the adjustment of the open or closed state of the EGR valve 6 in dependence on the pressure signal of the air inlet of the engine.
Specifically, when the engine controller 1.1 determines that the boost pressure at the engine intake is lower than the required value according to the current state of the vehicle, the EGR valve 6 needs to be closed, so that the compressed gas in the vehicle gas storage tank 15 enters the engine intake and does not flow away from other pipelines, thereby increasing the boost pressure at the engine intake.
In the technical scheme, the 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 flow meter 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, 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 engine controller 1.1 determines that the gas flow rate at the engine intake is lower than the required value according to the current state of the vehicle, it is necessary to realize 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, and realize the increase of the gas flow rate at the engine intake. On the contrary, when the engine controller 1.1 determines that the gas flow rate at the engine intake is greater than the set value according to the current state of the vehicle, the opening degree of the compressed air nozzle 14, the bypass throttle valve 12 and the intake throttle valve 11 are controlled to reduce the inflow of the gases in each path, so as to reduce 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 DACS controller 1.2; the DACS controller 1.2 receives the position information of the first butterfly valve 9 sent by the first position sensor in real time, the DACS controller 1.2 judges the opening or closing state of the air intake throttle valve 11 according to the position information of the 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 the 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 DACS controller 1.2 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 thus 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 DACS controller 1.2; the DACS controller 1.2 receives the position information of the second butterfly valve 10 sent by the second position sensor in real time, the DACS controller 1.2 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 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 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 DACS controller 1.2 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 air intake from the bypass bleed air pipe 4 to different degrees.
In the above technical solution, the driving device of the compressed air nozzle 14 includes an electromagnetic driving device, and the engine controller 1.1 and the DACS controller 1.2 generate a control command for the electromagnetic driving device according to the intake air flow information of the engine intake and the pressure signal of the engine intake; and the electromagnetic driving device controls the jet flow speed and jet volume of the compressed air according to the received control command. The electromagnetic driving device is an electromagnet/electromagnetic valve.
The invention discloses a diesel engine dynamic air compensation and thermal management method based on a pressure flow sensor, which is realized by an engine controller 1.1 and a DACS controller 1.2, and 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 engine controller 1.1 judges that the engine operates under a large load and the requirements of air intake compensation and exhaust temperature management do not exist, the DACS controller 1.2 sends a control command to the first butterfly valve 9 to enable the air intake throttle valve 11 to be kept open; the DACS controller 1.2 sends a control command to the second butterfly valve 10 to keep the bypass throttle 12 closed, and the DACS controller 1.2 sends a control command to the drive of the compressed air nozzle 14 to keep the compressed air nozzle 14 closed. The engine controller 1.1 detects the air inlet temperature of the air inlet of the engine in real time through the temperature sensor 7, detects the supercharging pressure of the air inlet of the engine in real time through the pressure sensor 13, and when the engine controller judges that the real-time air inlet temperature of the air inlet of the engine and the real-time supercharging pressure of the air inlet of the engine are both combined with a set value requirement, the requirements of air inlet compensation and exhaust temperature management of the engine are not required when the current actual requirements are met.
When the engine controller judges that the engine runs under a small load, the engine controller detects the air inlet temperature of an air inlet of the engine in real time through the temperature sensor 7;
if the engine controller determines that the intake air temperature of the air inlet of the engine is lower than the required value according to the intake air temperature signal of the air inlet of the engine fed back by the temperature sensor 7, and the DACS controller 1.2 determines that the bypass throttle valve 12 is not in the fully open state according to the position information of the second butterfly valve 10 fed back by the second position sensor: the DACS controller 1.2 sends a control command to a second butterfly valve 10, the opening degree of a bypass throttle valve 12 is increased until the second butterfly valve is fully opened, and high-temperature gas from the supercharger 2 enters a DACS valve 8 through a bypass bleed air pipe 4 and is mixed with low-temperature gas from an intercooler 3;
if the engine controller determines that the intake air temperature of the air inlet of the engine is lower than the required value according to the intake air temperature signal of the air inlet of the engine fed back by the temperature sensor 7, and the DACS controller 1.2 determines that the bypass throttle valve 12 is in the fully open state according to the position information of the second butterfly valve 10 fed back by the second position sensor: the DACS controller 1.2 sends a control command to the first butterfly valve 9 to reduce the opening of the intake throttle valve 11 to close; if the engine controller still determines that the inlet air temperature at the inlet of the engine is below demand, the DACS controller 1.2 sends a control command to the second butterfly valve 10 to cause the bypass throttle valve 12 to decrease in opening and further raise the exhaust temperature by decreasing the inlet air flow;
if the engine controller judges that the air inlet temperature of the air inlet of the engine exceeds a set value according to an air inlet temperature signal of the air inlet of the engine fed back by the temperature sensor 7: the DACS controller 1.2 sends a control command to the first butterfly valve 9 to increase the opening of the intake throttle valve 11; the DACS controller 1.2 sends a control command to the second butterfly valve 10 to reduce the opening of the bypass throttle valve 12 until it is closed, so that the intake air from the outlet of the supercharger 2 is cooled by the intercooler 3 and then enters the engine inlet.
When the engine controller determines that the engine is running at a low load, the engine controller determines that the driver presses an accelerator pedal based on the vehicle state information, and a need for engine intake dynamic compensation exists, the DACS controller 1.2 detects the boost pressure of an intake port of the engine in real time through the pressure sensor 13:
when the DACS controller 1.2 determines that the boost pressure of the air intake of the engine does not exceed the pressure set value; the DACS controller 1.2 sends a control command to the first butterfly valve 9 to close or reduce the opening of the intake throttle valve 11; the DACS controller 1.2 sends a control command to the second butterfly valve 10 to close or reduce the opening of the bypass throttle valve 12; the engine controller sends a control command to the driving means of the EGR valve 6, causing the EGR valve 6 to close; the DACS controller 1.2 sends a control command to a driving device of the compressed air nozzle 14 to open the compressed air nozzle 14, so that compressed air in an air storage tank 15 of the whole vehicle enters an air inlet of the engine;
when the DACS controller 1.2 determines that the boost pressure of the air intake of the engine exceeds the pressure set value, or the opening time of the compressed air nozzle 14 exceeds the time threshold, the DACS controller 1.2 sends a control command to a driving device of the compressed air nozzle 14 to close the compressed air nozzle 14; the DACS controller sends control commands to the first butterfly valve and the second butterfly valve to open the intake throttle and close the bypass throttle.
The invention also provides a computer readable storage medium, wherein a pressure flow sensor-based diesel engine dynamic air compensation and thermal management method program is stored on the computer readable storage medium, and the steps of the pressure flow sensor-based diesel engine dynamic air compensation and thermal management method in the technical scheme are realized when the pressure flow sensor-based diesel engine dynamic air compensation and thermal management method program is executed by a control unit of a vehicle.
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 a diesel engine dynamic air compensation and thermal management system which characterized in that: the engine supercharger comprises a supercharger and an engine, wherein an air outlet of the supercharger is communicated with an air inlet of the engine through a pipeline, an intercooler and a DACS valve are sequentially arranged on the pipeline between the air outlet of the supercharger and the air inlet of the engine, and air flowing out of the air outlet of the supercharger enters the air inlet of the engine through the intercooler and the DACS valve sequentially; the bypass air-entraining device is characterized by further comprising a bypass air-entraining pipe, wherein one end of the bypass air-entraining pipe is communicated with a pipeline between an air outlet of the supercharger and a port of the intercooler, which is close to the supercharger; 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; the system also comprises an engine controller and a DACS controller; the engine controller and the DACS controller communicate with each other through a CAN bus; the input end of the engine controller is electrically connected with the temperature sensor; the output end of the DACS controller is electrically connected with the signal input end of the driving device of the bypass throttle valve, and the DACS controller outputs a control command for controlling the opening or closing of the bypass throttle valve; the engine controller and the DACS controller receive an air inlet temperature signal of an air inlet of the engine sent by the temperature sensor in real time and generate 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; the air inlet throttle valve is arranged in the DACS valve and is positioned in a pipeline between the joint of the DACS valve and the bypass air guide pipe and an air inlet of the DACS valve; 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.
2. The diesel engine dynamic air compensation and thermal management system of claim 1, wherein: the vehicle air storage tank is also included; an air outlet of the whole vehicle air storage tank is communicated with the 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 air inlet throttle valve and the air outlet of the DACS valve; a pressure sensor is arranged at the air outlet of the DACS valve; the pressure sensor is used for detecting the boost pressure of an air inlet of the engine in real time; the input end of the DACS controller is electrically connected with the pressure sensor; the output end of the DACS controller is electrically connected with the signal input end of a driving device of the compressed air nozzle; the DACS controller outputs a control command for controlling the opening or closing of the compressed air nozzle; the DACS controller receives a pressure signal of an air inlet of the engine sent by a pressure sensor in real time and generates a control command for adjusting the opening or closing state of a compressed air nozzle according to the pressure signal of the air inlet of the engine.
3. The diesel engine dynamic air compensation and thermal management system of claim 2, wherein: the driving device of the compressed air nozzle comprises an electromagnetic driving device, and the engine controller and the DACS controller generate a control command for the electromagnetic driving device according to the air inlet flow information of the air inlet of the engine and the pressure signal of the air inlet of the engine; and the electromagnetic driving device controls the jet flow speed and jet volume of the compressed air according to the received control command.
4. The diesel engine dynamic air compensation and thermal management system of claim 3, wherein: the EGR valve is arranged on an exhaust gas pipe at one side of an air inlet of the engine, and the exhaust gas pipe is communicated with the air inlet of the engine; the output end of the engine controller is electrically connected with the signal input end of the driving device of the EGR valve, and the engine controller outputs a control command for controlling the EGR valve to be opened or closed; the engine controller generates a control command for adjusting the opening or closing state of the EGR valve according to a pressure signal of an air inlet of the engine.
5. The diesel engine dynamic air compensation and thermal management system of claim 4, wherein: the engine air inlet and the intercooler are arranged in a pipeline between the engine air inlet and the intercooler; the PFM flowmeter is used for monitoring the air inlet flow of an engine air inlet in real time; the input end of the engine controller is electrically connected with the PFM flow meter; the DACS controller generates a control command aiming at the adjustment of the opening or closing state of a compressed air nozzle, a control command aiming at the adjustment of the opening or closing state of a bypass throttle valve and a control command aiming at the adjustment of the opening or closing state of an air inlet throttle valve according to the air inlet flow of the air inlet of the engine and a pressure signal of the air inlet of the engine.
6. The diesel engine dynamic air compensation and thermal management system of claim 5, wherein: 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 DACS controller; the DACS controller 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 diesel engine dynamic air compensation and thermal management system of claim 6, wherein: 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 DACS controller; the DACS controller receives position information of a second butterfly valve sent by a 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 state information of the bypass throttle valve.
8. The diesel engine dynamic air compensation and thermal management system of claim 7, wherein: when the engine runs under a large load and the requirements of air intake compensation and exhaust temperature management do not exist, the DACS controller sends a control command to the first butterfly valve to enable the air intake throttle valve to be kept open; the DACS controller sends a control command to the second butterfly valve to keep the bypass throttle closed, and the DACS controller sends a control command to the drive device of the compressed air nozzle to keep the compressed air nozzle closed.
9. The diesel engine dynamic air compensation and thermal management system of claim 8, wherein: when the engine runs under a small load, the engine controller detects the air inlet temperature of an air inlet of the engine in real time through the temperature sensor;
if the engine controller determines that the 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 DACS controller sends a control command to a second butterfly valve to increase the opening degree of a bypass throttle valve until the bypass throttle valve is fully opened, so that high-temperature gas from the supercharger enters a DACS valve through a bypass bleed air pipe and is mixed with low-temperature gas from an intercooler;
if the engine controller determines that the intake air temperature of the air inlet of the engine is lower than the demand and the DACS controller determines that the bypass throttle valve is in the full open state according to the second butterfly valve position information fed back by the second position sensor: sending a control command to a first butterfly valve to enable an air inlet throttle valve to reduce the opening degree to be closed; if the engine controller still determines that the air inlet temperature of the air inlet of the engine is lower than the requirement, the DACS controller sends a control command to a second butterfly valve to enable the bypass throttle valve to reduce the opening degree, and the exhaust temperature is further increased by reducing the air inlet amount;
if the engine controller determines that the intake air temperature of the intake port of the engine exceeds a set value: the DACS controller sends a control command to a first butterfly valve to enable an air inlet throttle valve to increase the opening degree; the DACS controller sends a control command to the second butterfly valve to cause the bypass throttle to decrease in opening until closed.
10. The diesel engine dynamic air compensation and thermal management system of claim 9, wherein: when the engine runs under a small load, the engine controller judges that a driver steps on an accelerator pedal, and the requirement of engine air inlet dynamic compensation exists, the DACS controller detects the supercharging pressure of an air inlet of the engine in real time through a pressure sensor:
when the DACS controller determines that the boost pressure of the intake port of the engine does not exceed the set value; the DACS controller sends a control command to a first butterfly valve to enable an air inlet throttle valve to be closed or reduce the opening; the DACS controller sends a control command to a second butterfly valve to enable a bypass throttle valve to close or reduce the opening; the engine controller sends a control command to a driving device of the EGR valve to close the EGR valve; the DACS controller sends a control command to a driving device of a compressed air nozzle to open the compressed air nozzle, so that compressed air in an air storage tank of the whole vehicle enters an air inlet of an engine;
when the DACS controller judges that the supercharging pressure of an air inlet of the engine exceeds a set value or the opening time of the compressed air nozzle exceeds a time threshold, the DACS controller sends a control command to a driving device of the compressed air nozzle to close the compressed air nozzle; the DACS controller sends control commands to the first butterfly valve and the second butterfly valve to open the intake throttle and close the bypass throttle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111376455.XA CN114294101B (en) | 2021-11-19 | 2021-11-19 | Dynamic air compensation and thermal management system for diesel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111376455.XA CN114294101B (en) | 2021-11-19 | 2021-11-19 | Dynamic air compensation and thermal management system for diesel engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114294101A true CN114294101A (en) | 2022-04-08 |
| CN114294101B CN114294101B (en) | 2023-05-23 |
Family
ID=80966253
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111376455.XA Active CN114294101B (en) | 2021-11-19 | 2021-11-19 | Dynamic air compensation and thermal management system for diesel engine |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114294101B (en) |
Citations (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4203296A (en) * | 1977-05-23 | 1980-05-20 | Nippon Soken, Inc. | Supercharged internal combustion engine |
| EP1754880A1 (en) * | 2005-08-19 | 2007-02-21 | Deere & Company | Exhaust Gas Recirculation System |
| JP2008274833A (en) * | 2007-04-27 | 2008-11-13 | Mazda Motor Corp | Supercharging device for engine |
| JP2009215996A (en) * | 2008-03-11 | 2009-09-24 | Nissan Motor Co Ltd | Control device and control method for engine with supercharger |
| JP2010180770A (en) * | 2009-02-05 | 2010-08-19 | Suzuki Motor Corp | Intake system of engine |
| CN102889156A (en) * | 2012-10-19 | 2013-01-23 | 东风汽车有限公司 | Intelligent double-circuit air inlet unit of supercharged engine |
| CN204082306U (en) * | 2014-09-15 | 2015-01-07 | 绿能高科集团有限公司 | A kind of transient state tonifying Qi pressurization system of motor |
| CN105464848A (en) * | 2015-12-10 | 2016-04-06 | 哈尔滨工程大学 | Single cylinder diesel EGR device based on high-pressure air two-stage supercharging and control method |
| EP3190280A1 (en) * | 2016-01-08 | 2017-07-12 | Toyota Jidosha Kabushiki Kaisha | Control device for internal combustion engine and control method thereof |
| US20180038324A1 (en) * | 2015-02-25 | 2018-02-08 | Valeo Systemes Thermiques | Device for the thermal management of engine intake air |
| JP2018127915A (en) * | 2017-02-07 | 2018-08-16 | いすゞ自動車株式会社 | Engine cooling system |
| DE102018108075A1 (en) * | 2017-04-10 | 2018-10-11 | Ford Global Technologies, Llc | METHOD AND SYSTEM FOR IMPROVING A TRANSIENT TORQUE REACTION |
| CN109372662A (en) * | 2018-11-09 | 2019-02-22 | 东风商用车有限公司 | A kind of exhaust gas bypass auxiliary pressurization system |
| CN110671213A (en) * | 2019-09-30 | 2020-01-10 | 潍柴动力股份有限公司 | Control system and control method for exhaust temperature of engine |
| CN112177783A (en) * | 2020-09-29 | 2021-01-05 | 同济大学 | Low-pressure exhaust gas recirculation system suitable for biodiesel engine and control method |
| CN112211717A (en) * | 2020-08-31 | 2021-01-12 | 东风商用车有限公司 | Multi-stage supercharging flexible air system with electric supercharging function for engine |
| CN112832901A (en) * | 2021-03-25 | 2021-05-25 | 中船动力研究院有限公司 | Two-stage supercharging system, engine and air inlet and exhaust pressure difference control method of engine |
-
2021
- 2021-11-19 CN CN202111376455.XA patent/CN114294101B/en active Active
Patent Citations (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4203296A (en) * | 1977-05-23 | 1980-05-20 | Nippon Soken, Inc. | Supercharged internal combustion engine |
| EP1754880A1 (en) * | 2005-08-19 | 2007-02-21 | Deere & Company | Exhaust Gas Recirculation System |
| JP2008274833A (en) * | 2007-04-27 | 2008-11-13 | Mazda Motor Corp | Supercharging device for engine |
| JP2009215996A (en) * | 2008-03-11 | 2009-09-24 | Nissan Motor Co Ltd | Control device and control method for engine with supercharger |
| JP2010180770A (en) * | 2009-02-05 | 2010-08-19 | Suzuki Motor Corp | Intake system of engine |
| CN102889156A (en) * | 2012-10-19 | 2013-01-23 | 东风汽车有限公司 | Intelligent double-circuit air inlet unit of supercharged engine |
| CN204082306U (en) * | 2014-09-15 | 2015-01-07 | 绿能高科集团有限公司 | A kind of transient state tonifying Qi pressurization system of motor |
| US20180038324A1 (en) * | 2015-02-25 | 2018-02-08 | Valeo Systemes Thermiques | Device for the thermal management of engine intake air |
| CN105464848A (en) * | 2015-12-10 | 2016-04-06 | 哈尔滨工程大学 | Single cylinder diesel EGR device based on high-pressure air two-stage supercharging and control method |
| EP3190280A1 (en) * | 2016-01-08 | 2017-07-12 | Toyota Jidosha Kabushiki Kaisha | Control device for internal combustion engine and control method thereof |
| JP2018127915A (en) * | 2017-02-07 | 2018-08-16 | いすゞ自動車株式会社 | Engine cooling system |
| DE102018108075A1 (en) * | 2017-04-10 | 2018-10-11 | Ford Global Technologies, Llc | METHOD AND SYSTEM FOR IMPROVING A TRANSIENT TORQUE REACTION |
| CN109372662A (en) * | 2018-11-09 | 2019-02-22 | 东风商用车有限公司 | A kind of exhaust gas bypass auxiliary pressurization system |
| CN110671213A (en) * | 2019-09-30 | 2020-01-10 | 潍柴动力股份有限公司 | Control system and control method for exhaust temperature of engine |
| CN112211717A (en) * | 2020-08-31 | 2021-01-12 | 东风商用车有限公司 | Multi-stage supercharging flexible air system with electric supercharging function for engine |
| CN112177783A (en) * | 2020-09-29 | 2021-01-05 | 同济大学 | Low-pressure exhaust gas recirculation system suitable for biodiesel engine and control method |
| CN112832901A (en) * | 2021-03-25 | 2021-05-25 | 中船动力研究院有限公司 | Two-stage supercharging system, engine and air inlet and exhaust pressure difference control method of engine |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114294101B (en) | 2023-05-23 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US7779634B2 (en) | Use of compressor to turbine bypass for electric boosting system | |
| US7080635B2 (en) | Intake and exhaust device for multi-cylinder engine | |
| EP3981979A1 (en) | An internal combustion engine system | |
| CN104153903A (en) | System and method for cooperatively controlling supercharged diesel engine EGR valve, VGT and throttle valve | |
| CN108952982A (en) | Control method of the diesel engine with high pressure exhaust gas recycling booster anti-surge | |
| CN105840355A (en) | All-working-condition EGR rate adjustable two-stage booster system of internal combustion engine and control method thereof | |
| WO2002055856A2 (en) | Method/apparatus for controlling engine exhaust gas recirculation | |
| CN201513259U (en) | Exhaust gas recirculation multi-loop device of series two-stage supercharged engine | |
| CN114294095B (en) | Cold end dynamic air compensation and bypass throttle valve rear-mounted exhaust temperature management system of engine | |
| CN114294101B (en) | Dynamic air compensation and thermal management system for diesel engine | |
| CN114294099B (en) | Engine air inlet flow and temperature compensation management system | |
| CN114294096B (en) | Dynamic air compensation and exhaust temperature management system based on sensor and used for engine | |
| CN114295386B (en) | Dynamic air compensation and thermal management system of diesel engine based on pressure flow sensor | |
| CN114294097B (en) | Engine hot end dynamic air compensation and bypass throttle valve rear-mounted temperature-discharging management system | |
| CN114294093B (en) | Engine air dynamic compensation and exhaust temperature management system with exhaust heat exchange function | |
| CN203655418U (en) | EGR (exhaust gas recirculation) system for marine medium-speed diesel engine | |
| CN114294102B (en) | Dynamic air compensation and exhaust temperature management system with bypass heat exchange function for engine | |
| CN114294094B (en) | Dynamic air compensation system with bypass heat exchange function for engine | |
| CN114294098B (en) | Dynamic air compensation and exhaust temperature management system for diesel engine | |
| CN114294092B (en) | Dynamic air compensation and exhaust temperature management system for engine | |
| CN114294100B (en) | Hot end dynamic air compensation and temperature discharge management system with heating device for engine | |
| JP2790019B2 (en) | Control device for internal combustion engine | |
| CN208380692U (en) | Dynamoelectric compressor and turbocharger tandem pressure charging system | |
| CN111927617A (en) | Engine air inflow adjusting device and control method thereof | |
| CN112031924A (en) | Multistage mixed supercharging system with rear electric supercharging for engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |