Intelligent control gas engine pressurization system and method

Abstract

The invention relates to an intelligent control gas engine pressurization system which comprises a cylinder cover, an engine gas inlet pipe, an exhaust manifold, a pressurization module, an intercooler, an intelligent control module and a pipeline. An engine air inlet pipe is installed on one side of the cylinder cover, and an exhaust manifold is installed on the other side of the cylinder cover. The pressurization module is arranged on the installation side of the exhaust manifold and communicates with the exhaust manifold through a pipeline. The air inlet side of the pressurization module communicates with the intercooler through a pipeline. The intercooler is communicated with an engine air inlet pipe through a pipeline; the intelligent control module is in electric signal coupling with an intelligent control assembly arranged on the pipeline through a signal line. The invention further relates to an intelligent control gas engine pressurization method using the intelligent control gas engine pressurization system. The air inlet efficiency is improved, the engine power is improved, and the gas consumption of the engine is reduced; surging of the supercharger is prevented; the control precision and the system response efficiency are improved, and the customer satisfaction is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of natural gas engine intake and exhaust systems, and in particular to an intelligently controlled gas engine supercharging system and method. Background Art

[0002] As a clean energy, more and more traditional trucks use gas engines as power. Gas engines use equivalent combustion, which requires precise control of the intake system. At the same time, it is necessary to reduce engine surge during reverse towing to protect the engine supercharger system. Therefore, it is very necessary to invent an intelligently controlled gas engine supercharger system to improve air intake efficiency and reduce surge.

[0003] The defects of the prior art are:

[0004] 1. Since the intake volume of gas, air and exhaust gas in the prior art cannot be adjusted in real time according to the operating conditions, the intake efficiency and combustion efficiency are low and the fuel economy is poor.

[0005] 2. Since the control module of the prior art adopts single-part control and is not linked with other parts, it results in low control accuracy and slow response. Summary of the invention

[0006] In view of the above problems, the present invention provides an intelligently controlled gas engine supercharging system and method, which aims to improve intake efficiency, increase engine power and reduce engine gas consumption; prevent supercharger surging; improve control accuracy and system response efficiency, and improve customer satisfaction.

[0007] To solve the above problems, the technical solution provided by the present invention is:

[0008] The intelligently controlled gas engine supercharging system includes a cylinder head, an engine intake pipe, an exhaust manifold, a supercharging module, an intercooler, an intelligent control module, and pipelines, including:

[0009] The engine intake pipe is installed on one side of the cylinder head, and the exhaust manifold is installed on the other side; the boost module is arranged on the installation side of the exhaust manifold and is connected with the exhaust manifold through the pipeline; the intake side of the boost module is connected with the intercooler through the pipeline; the intercooler is connected with the engine intake pipe through the pipeline; the intelligent control module is electrically signal coupled with the intelligent control component arranged on the pipeline through a signal line.

[0010] Preferably, the boost module includes a supercharger, a supercharger air inlet pipe, and a supercharger air outlet pipe; one end of the supercharger air inlet pipe is connected to the air inlet end of the supercharger; one end of the supercharger air outlet pipe is connected to the air outlet end of the supercharger; the supercharger air inlet pipe is connected to the pipeline connecting the supercharger and the intercooler, and an anti-surge control valve for preventing the supercharger from surging is provided at the connection point; the anti-surge control valve is electrically signal-coupled to the intelligent control module through the signal line.

[0011] Preferably, the supercharger outlet pipe is connected to the pipeline connecting the supercharger and the exhaust manifold, and an exhaust gas bypass control valve for reducing the load of the supercharger is provided at the connection point; the exhaust gas bypass control valve is electrically signal coupled to the intelligent control module through the signal line.

[0012] Preferably, an intake throttle valve for controlling the flow of mixed gas entering the engine is provided on the pipeline between the intercooler and the engine intake pipe; the intake throttle valve is electrically signal-coupled to the intelligent control module via the signal line.

[0013] Preferably, an intake air temperature and pressure sensor for measuring the engine intake air temperature and pressure is provided on the pipeline between the intake throttle valve and the engine intake pipe; the intake air temperature and pressure sensor is electrically signal coupled to the intelligent control module via the signal line.

[0014] An intelligently controlled gas engine supercharging method using the intelligently controlled gas engine supercharging system comprises the following steps:

[0015] S100. Controlling the high temperature gas at the outlet of the supercharger to flow into the engine intake pipe through the intercooler;

[0016] S200. The intake air temperature and pressure sensor detects the intake air temperature and the intake air pressure, and then transmits the detected intake air temperature and the intake air pressure to the intelligent control module;

[0017] S300. When the engine operates under different manually preset working conditions, the intelligent control module controls the opening linkage of the anti-surge control valve, the exhaust bypass control valve and the intake throttle valve according to the manually preset control logic, thereby controlling the engine's intake efficiency.

[0018] Preferably, the different manually preset working conditions specifically include the following situations:

[0019] When the engine load range is [0, 30%), it is in low load condition;

[0020] When the engine load range is [30%, 50%], it is in medium load condition;

[0021] When the engine load range is (50%, 100%], it is in high load condition.

[0022] Preferably, the control logic includes an intake throttle valve control logic, an anti-surge control valve control logic and an exhaust bypass control valve control logic, wherein:

[0023] The intake throttle valve control logic determines the opening of the intake throttle valve according to the detected intake air temperature and intake air pressure of the engine, wherein:

[0024] When in the low load condition, controlling the intake throttle valve to be fully opened;

[0025] When in a medium load condition or a high load condition, adjusting the opening of the intake throttle valve according to an intake throttle valve opening control algorithm;

[0026] The intake throttle valve opening control algorithm is expressed as follows:

[0027] D1=k1×T+k2×P+C1

[0028] Among them: D1 is used to characterize the opening of the intake throttle valve; k1 is used to characterize the adjustment coefficient of the intake temperature; T is used to characterize the intake temperature; k2 is used to characterize the adjustment coefficient of the intake pressure; P is used to characterize the intake pressure; C1 is used to characterize the initial opening of the intake throttle valve.

[0029] Preferably, the anti-surge control valve control logic specifically includes the following contents:

[0030] When in the low load condition, controlling the anti-surge control valve to be completely closed;

[0031] When in the medium load condition, controlling the anti-surge control valve to be completely closed;

[0032] When in the high load condition, controlling the anti-surge control valve to open, and adjusting the opening of the anti-surge control valve according to the anti-surge control valve opening control algorithm;

[0033] The anti-surge control valve opening control algorithm is expressed as follows:

[0034] D2=K×(D1+D3)

[0035] Among them: K is used to characterize the linkage coefficient; D1 is used to characterize the opening of the intake throttle valve; D2 is used to characterize the opening of the anti-surge control valve; D3 is used to characterize the opening of the exhaust bypass control valve.

[0036] Preferably, the wastegate control valve control logic specifically includes the following contents:

[0037] When in the low load condition, controlling the exhaust gas bypass control valve to be fully opened;

[0038] When in the medium load condition, controlling the exhaust gas bypass control valve to be fully opened;

[0039] When in the high load condition, adjusting the opening of the wastegate control valve according to the wastegate control valve opening control algorithm;

[0040] The exhaust gas bypass control valve opening control algorithm is expressed as follows:

[0041] D3=k3×(LL min )+C3

[0042] Wherein: D3 is used to represent the opening of the exhaust gas bypass control valve; k3 is used to represent the adjustment coefficient of the exhaust gas bypass control valve; L is used to represent the current engine load; L min It is used to characterize the minimum load of the engine; C3 is used to characterize the initial opening of the exhaust bypass control valve.

[0043] Compared with the prior art, the present invention has the following advantages:

[0044] 1. Since the present invention controls the anti-surge control valve, the exhaust gas bypass control valve, and the intake throttle valve in a linked manner through the intelligent control module, the effect of improving the intake efficiency, increasing the engine power, and reducing the engine gas consumption is achieved.

[0045] 2. Since the present invention adopts an electronically controlled anti-surge control valve, it can prevent the supercharger from surging.

[0046] 3. Since the present invention adopts an intelligent control algorithm to perform linkage control on the opening and closing of the valve, the control accuracy and system response efficiency are improved, thereby improving customer satisfaction. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Figure 1 It is a schematic structural diagram of an intelligently controlled gas engine boosting system according to a specific embodiment of the present invention.

[0048] Among them: 100. Cylinder head, 200. Engine intake pipe, 300. Exhaust manifold, 400. Supercharger module, 500. Intercooler, 600. Intelligent control module, 700. Pipeline, 410. Supercharger, 420. Supercharger intake pipe, 430. Supercharger outlet pipe, 610. Signal line, 620. Intelligent control component, 621. Anti-surge control valve, 622. Waste gas bypass control valve, 623. Intake throttle valve, 624. Intake temperature and pressure sensor DETAILED DESCRIPTION

[0049] The present invention is further explained below in conjunction with specific embodiments. It should be understood that these embodiments are only used to illustrate the present invention and are not used to limit the scope of the present invention. After reading the present invention, various equivalent forms of modifications to the present invention by those skilled in the art all fall within the scope defined by the claims attached to this application.

[0050] like Figure 1 As shown, the intelligently controlled gas engine supercharging system comprises a cylinder head 100, an engine intake pipe 200, an exhaust manifold 300, a supercharging module 400, an intercooler 500, an intelligent control module 600, and a pipeline 700, wherein:

[0051] An engine intake pipe 200 is installed on one side of the cylinder head 100, and an exhaust manifold 300 is installed on the other side; the boost module 400 is arranged on the installation side of the exhaust manifold 300, and is connected to the exhaust manifold 300 through a pipeline 700; the intake side of the boost module 400 is connected to the intercooler 500 through a pipeline 700; the intercooler 500 is connected to the engine intake pipe 200 through a pipeline 700; the intelligent control module 600 is electrically coupled to the intelligent control component 620 arranged on the pipeline 700 through a signal line 610.

[0052] It should be noted that the boost module 400 includes a supercharger 410, a supercharger air inlet pipe 420, and a supercharger air outlet pipe 430; one end of the supercharger air inlet pipe 420 is connected to the air inlet end of the supercharger 410; one end of the supercharger air outlet pipe 430 is connected to the air outlet end of the supercharger 410; the supercharger air inlet pipe 420 is connected to the pipeline 700 connecting the supercharger 410 and the intercooler 500, and an anti-surge control valve 621 for preventing the supercharger 410 from surging is provided at the connection point; the anti-surge control valve 621 is electrically coupled to the intelligent control module 600 through the signal line 610.

[0053] It should be further explained that, during the rapid deceleration of the engine, the anti-surge control valve 621 releases the pressurized high-pressure gas into the pre-pressurization pipeline to reduce the pressure of the pressurized gas, thereby preventing the supercharger 410 from surging.

[0054] It should be further explained that the supercharger outlet pipe 430 is connected to the pipeline 700 connecting the supercharger 410 and the exhaust manifold 300, and an exhaust gas bypass control valve 622 for reducing the load of the supercharger 410 is provided at the connection point; the exhaust gas bypass control valve 622 is electrically coupled to the intelligent control module 600 through the signal line 610.

[0055] It should be further explained that when the engine load is low or high boost is not required, the exhaust bypass control valve 622 can be opened to allow a portion of the exhaust gas to be discharged directly, thereby reducing the load of the supercharger 410 and preventing excessive boost.

[0056] It should be noted that an intake throttle valve 623 for controlling the flow of mixed gas entering the engine is provided on the pipeline 700 between the intercooler 500 and the engine intake pipe 200 ; the intake throttle valve 623 is electrically coupled to the intelligent control module 600 via a signal line 610 .

[0057] It should be further explained that an intake air temperature and pressure sensor 624 for measuring the engine intake air temperature and pressure is provided on the pipeline 700 between the intake throttle valve 623 and the engine intake pipe 200; the intake air temperature and pressure sensor 624 is electrically coupled to the intelligent control module 600 via a signal line 610.

[0058] An intelligently controlled gas engine supercharging method using an intelligently controlled gas engine supercharging system comprises the following steps:

[0059] S100 . Control the high-temperature gas at the outlet of the supercharger 410 to flow into the engine intake pipe 200 through the intercooler 500 .

[0060] S200 . The intake air temperature and pressure sensor 624 detects the intake air temperature and the intake air pressure, and then transmits the detected intake air temperature and the intake air pressure to the intelligent control module 600 .

[0061] S300. When the engine operates under different manually preset working conditions, the intelligent control module 600 controls the opening linkage of the anti-surge control valve 621, the exhaust bypass control valve 622 and the intake throttle valve 623 according to the manually preset control logic, thereby controlling the engine's intake efficiency.

[0062] It should be noted that the different manually preset working conditions specifically include the following situations:

[0063] When the engine load range is [0, 30%), it is in a low load condition.

[0064] When the engine load range is [30%, 50%], it is in medium load condition.

[0065] When the engine load range is (50%, 100%], it is in high load condition.

[0066] It should be noted that, as shown in Table 1, the control logic includes the intake throttle valve control logic, the anti-surge control valve control logic and the wastegate control valve control logic, where:

[0067] The intake throttle valve control logic determines the opening of the intake throttle valve 623 according to the detected intake air temperature and intake air pressure of the engine, where:

[0068] When in low load condition, the intake throttle valve 623 is controlled to be fully opened.

[0069] When in a medium load condition or a high load condition, the opening of the intake throttle valve 623 is adjusted according to the intake throttle valve opening control algorithm.

[0070] The intake throttle valve opening control algorithm is expressed as formula 1:

[0071] D1=k1×T+k2×P+C1 (1)

[0072] Among them: D1 is used to characterize the opening of the intake throttle valve 623; k1 is used to characterize the adjustment coefficient of the intake temperature; T is used to characterize the intake temperature; k2 is used to characterize the adjustment coefficient of the intake pressure; P is used to characterize the intake pressure; C1 is used to characterize the initial opening of the intake throttle valve 623.

[0073] It should be further explained that the anti-surge control valve control logic specifically includes the following:

[0074] When in low load condition, the anti-surge control valve 621 is controlled to be fully closed.

[0075] When in medium load condition, the anti-surge control valve 621 is controlled to be fully closed.

[0076] When in a high load condition, the anti-surge control valve 621 is controlled to open, and the opening of the anti-surge control valve 621 is adjusted according to the anti-surge control valve opening control algorithm.

[0077] The anti-surge control valve opening control algorithm is expressed as follows:

[0078] D2=K×(D1+D3) (2)

[0079] Among them: K is used to characterize the linkage coefficient; D1 is used to characterize the opening of the intake throttle valve 623; D2 is used to characterize the opening of the anti-surge control valve 621; D3 is used to characterize the opening of the exhaust bypass control valve 622.

[0080] It should be further explained that the wastegate control valve control logic specifically includes the following contents:

[0081] When in low load condition, the wastegate control valve 622 is controlled to be fully opened.

[0082] When in a medium load condition, the exhaust bypass control valve 622 is controlled to be fully opened.

[0083] When in high load condition, the opening of the wastegate control valve 622 is adjusted according to the wastegate control valve opening control algorithm.

[0084] The exhaust gas bypass control valve opening control algorithm is expressed as follows:

[0085] D3=k3×(LLmin )+C3 (3)

[0086] Wherein: D3 is used to represent the opening of the exhaust gas bypass control valve 622; k3 is used to represent the adjustment coefficient of the exhaust gas bypass control valve; L is used to represent the current engine load, based on the maximum power of the engine; L min It is used to characterize the minimum load of the engine; C3 is used to characterize the initial opening of the exhaust bypass control valve 622.

[0087] Table 1. Control logic of intelligently controlled gas engine boosting system

[0088]

[0089] In the above detailed description, various features are grouped together in a single embodiment to simplify the disclosure. This method of disclosure should not be interpreted as reflecting an intention that the embodiments of the claimed subject matter require more features than are clearly stated in each claim. On the contrary, as reflected in the appended claims, the invention is in a state of having less than all the features of the disclosed individual embodiments. Therefore, the appended claims are hereby expressly incorporated into the detailed description, with each claim standing on its own as a separate preferred embodiment of the invention.

[0090] The disclosed embodiments are described above to enable any person skilled in the art to implement or use the present invention. Various modifications of these embodiments are obvious to those skilled in the art, and the general principles defined herein may also be applied to other embodiments without departing from the spirit and scope of the present disclosure. Therefore, the present disclosure is not limited to the embodiments given herein, but is consistent with the broadest scope of the principles and novel features disclosed in this application.

[0091] The above description includes examples of one or more embodiments. Of course, it is not possible to describe all possible combinations of components or methods for the purpose of describing the above embodiments, but it should be recognized by those skilled in the art that the various embodiments may be further combined and arranged. Therefore, the embodiments described herein are intended to cover all such changes, modifications and variations that fall within the scope of protection of the appended claims. In addition, with respect to the term "comprising" used in the specification or claims, the word is covered in a manner similar to the term "including", just as "including," is explained as a transitional word in the claims. In addition, any term "or" used in the specification of the claims is intended to mean "non-exclusive or".

[0092] The specific implementation methods described above further illustrate the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only a specific implementation method of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. An intelligently controlled gas engine boosting system, characterized in that: It comprises a cylinder head (100), an engine intake pipe (200), an exhaust manifold (300), a supercharging module (400), an intercooler (500), an intelligent control module (600), and a pipeline (700), wherein: The engine intake pipe (200) is installed on one side of the cylinder head (100), and the exhaust manifold (300) is installed on the other side; the supercharging module (400) is arranged on the installation side of the exhaust manifold (300), and is connected to the exhaust manifold (300) through the pipeline (700); the intake side of the supercharging module (400) is connected to the intercooler (500) through the pipeline (700); the intercooler (500) is connected to the engine intake pipe (200) through the pipeline (700); the intelligent control module (600) is electrically signal-coupled to an intelligent control component (620) arranged on the pipeline (700) through a signal line (610).

2. The intelligently controlled gas engine boosting system according to claim 1 is characterized in that: The supercharging module (400) comprises a supercharger (410), a supercharger air inlet pipe (420), and a supercharger air outlet pipe (430); one end of the supercharger air inlet pipe (420) is connected to the air inlet end of the supercharger (410); one end of the supercharger air outlet pipe (430) is connected to the air outlet end of the supercharger (410); the supercharger air inlet pipe (420) is connected to the pipeline (700) connecting the supercharger (410) and the intercooler (500), and an anti-surge control valve (621) for preventing the supercharger (410) from surging is provided at the connection point; the anti-surge control valve (621) is electrically signal-coupled to the intelligent control module (600) via the signal line (610).

3. The intelligently controlled gas engine boosting system according to claim 2 is characterized in that: The supercharger outlet pipe (430) is connected to the pipeline (700) connecting the supercharger (410) and the exhaust manifold (300), and an exhaust gas bypass control valve (622) for reducing the load of the supercharger (410) is provided at the connection point; the exhaust gas bypass control valve (622) is electrically signal-coupled to the intelligent control module (600) via the signal line (610).

4. The intelligently controlled gas engine boosting system according to claim 3 is characterized in that: An intake throttle valve (623) for controlling the flow rate of mixed gas entering the engine is provided on the pipeline (700) between the intercooler (500) and the engine intake pipe (200); the intake throttle valve (623) is electrically signal-coupled to the intelligent control module (600) via the signal line (610).

5. The intelligently controlled gas engine boosting system according to claim 4 is characterized in that: An intake air temperature and pressure sensor (624) for measuring the intake air temperature and pressure of the engine is provided on the pipeline (700) between the intake throttle valve (623) and the engine intake pipe (200); the intake air temperature and pressure sensor (624) is electrically signal-coupled to the intelligent control module (600) via the signal line (610).

6. An intelligently controlled gas engine supercharging method using the intelligently controlled gas engine supercharging system of claim 5, characterized in that: The following steps are involved: S100. Control the high-temperature gas at the outlet of the supercharger (410) to flow into the engine intake pipe (200) through the intercooler (500); S200. The intake air temperature and pressure sensor (624) detects the intake air temperature and the intake air pressure, and then transmits the detected intake air temperature and the intake air pressure to the intelligent control module (600); S300. When the engine operates under different manually preset working conditions, the intelligent control module (600) controls the opening of the anti-surge control valve (621), the exhaust gas bypass control valve (622) and the intake throttle valve (623) in linkage according to the manually preset control logic, thereby controlling the intake efficiency of the engine.

7. The intelligent controlled gas engine boosting method according to claim 6, characterized in that: The different manually preset working conditions specifically include the following situations: When the engine load range is [0, 30%), it is in low load condition; When the engine load range is [30%, 50%], it is in medium load condition; When the engine load range is (50%, 100%], it is in high load condition.

8. The intelligently controlled gas engine supercharging method according to claim 7 is characterized in that: The control logic includes an intake throttle valve control logic, an anti-surge control valve control logic and an exhaust gas bypass control valve control logic, wherein: The intake throttle valve control logic determines the opening of the intake throttle valve (623) according to the detected intake air temperature and intake air pressure of the engine, wherein: When in the low-load condition, controlling the air intake throttle valve (623) to be fully opened; When in a medium load condition or a high load condition, adjusting the opening of the intake throttle valve (623) according to an intake throttle valve opening control algorithm; The intake throttle valve opening control algorithm is expressed as follows: D1=k1×T+k2×P+C1 Wherein: D1 is used to characterize the opening of the intake throttle valve (623); k1 is used to characterize the adjustment coefficient of the intake temperature; T is used to characterize the intake temperature; k2 is used to characterize the adjustment coefficient of the intake pressure; P is used to characterize the intake pressure; C1 is used to characterize the initial opening of the intake throttle valve (623).

9. The intelligent controlled gas engine boosting method according to claim 8, characterized in that: The anti-surge control valve control logic specifically includes the following contents: When in the low load condition, controlling the anti-surge control valve (621) to be completely closed; When in the medium load condition, controlling the anti-surge control valve (621) to be completely closed; When in the high load condition, controlling the anti-surge control valve (621) to open, and adjusting the opening of the anti-surge control valve (621) according to an anti-surge control valve opening control algorithm; The anti-surge control valve opening control algorithm is expressed as follows: D2=K×(D1+D3) Wherein: K is used to characterize the linkage coefficient; D1 is used to characterize the opening of the intake throttle valve (623); D2 is used to characterize the opening of the anti-surge control valve (621); and D3 is used to characterize the opening of the exhaust bypass control valve (622).

10. The intelligent controlled gas engine boosting method according to claim 9, characterized in that: The wastegate control valve control logic specifically includes the following contents: When in the low load condition, controlling the exhaust gas bypass control valve (622) to be fully opened; When in the medium load condition, controlling the exhaust gas bypass control valve (622) to be fully opened; When in the high load condition, adjusting the opening of the wastegate control valve (622) according to a wastegate control valve opening control algorithm; The exhaust gas bypass control valve opening control algorithm is expressed as follows: <h2 style=";text-align:left;direction:ltr">D3 = k3 × (LL<h2 style=";text-align:left;direction:ltr"> min <h2 style=";text-align:left;direction:ltr"> )+C3 Wherein: D3 is used to represent the opening of the exhaust gas bypass control valve (622); k3 is used to represent the adjustment coefficient of the exhaust gas bypass control valve; L is used to represent the current engine load; L min C3 is used to characterize the initial opening of the exhaust gas bypass control valve (622).

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