Timing system for improving fuel economy of engine

Abstract

The invention belongs to the technical field of internal combustion engine power systems, and provides a timing system for improving the fuel economy of an engine, which adopts a camshaft-free electro-hydraulic valve actuating mechanism to independently and accurately control each valve to move; the integrated energy recovery and auxiliary driving system realizes valve kinetic energy recovery and auxiliary driving; multiple combustion modes are switched in a self-adaptive mode through the multi-mode combustion cooperative controller according to working conditions; in-cylinder heat management and airflow organization optimization suite are matched, the in-cylinder airflow and heat state is optimized, and the fuel economy is comprehensively improved; through mechanical-electrical-hydraulic integrated camshaft-free independent driving, energy recycling and artificial intelligence global cooperative control, full-dimension precise adjustment, energy consumption self-balancing, multi-combustion-mode seamless switching and multi-scene adaptation of the air valve are achieved, and therefore multi-dimension balance of fuel economy, dynamic property and environmental protection property is achieved.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of internal combustion engine power systems, and in particular to a timing system for improving engine fuel economy. BACKGROUND

[0002] With the global energy shortage and the increasingly stringent environmental regulations, improving engine fuel economy and reducing pollutant emissions have become the core research and development direction in the field of internal combustion engine technology. The valve timing system directly determines the matching degree of valve action parameters and combustion process, and its performance plays a key role in fuel consumption rate.

[0003] However, the traditional timing system relies on camshaft mechanical transmission, and the opening time, closing time, lift and opening speed of the valve are limited by mechanical structure. Only fixed adjustment or segmented adjustment in a limited range can be achieved, which cannot adapt to the optimal combustion demand of engine idle, cruising, rapid acceleration and other full working conditions. The response speed is lagging, the valve and valve seat impact noise is significant, and there is no effective fault tolerance mechanism, which can easily lead to unstable engine operation due to single valve abnormality.

[0004] While some camshaft-free timing systems break through the constraints of mechanical structure, they use single motor or hydraulic drive, which has high driving energy consumption. Moreover, no energy recovery system is built, and the kinetic energy in the valve movement process is directly lost. At the same time, the recovery and utilization of exhaust heat are ignored, resulting in high net power consumption of the system, which offsets the fuel economy improvement effect brought by valve adjustment, and it is difficult to achieve energy self-balancing.

[0005] In addition, the existing timing system focuses on single parameter optimization (such as adjusting only the valve phase or lift), lacks coordinated control with in-cylinder thermal management and airflow organization, and the combustion mode switching is harsh and has poor adaptability, which cannot dynamically optimize the in-cylinder combustion environment according to real-time working conditions. At the same time, most systems are only suitable for single fuel and traditional fuel engines, do not support hybrid system cooperative work, have long cold start and warm-up time, and have poor control effect on pollutants such as nitrogen oxides, making it difficult to meet the multi-dimensional demand of fuel economy, power and environmental protection. SUMMARY

[0006] To solve the above technical problems, the present application provides a timing system for improving engine fuel economy to solve the problems of limited traditional camshaft adjustment, high energy consumption of camshaft-free system, and insufficient adaptation of timing, thermal management, airflow and hybrid.

[0007] The timing system for improving engine fuel economy comprises:

[0008] An electromechanical-hydraulic integrated camshaft-less valve actuation mechanism, which is independently provided for each valve, is used to directly drive the opening and closing of the valve, and control the opening time, closing time, maximum lift and opening speed of the valve;

[0009] An integrated energy recovery and assist drive system, which is connected with the electromechanical-hydraulic integrated camshaft-less valve actuation mechanism, is used to recover kinetic energy during the closing of the valve and convert it into electrical energy, and provide auxiliary power during the opening of the valve;

[0010] A multi-mode combustion cooperative controller, which communicates with the electromechanical-hydraulic integrated camshaft-less valve actuation mechanism and the integrated energy recovery and assist drive system, is used to select and execute multiple combustion modes according to engine operating conditions and external input information;

[0011] An in-cylinder thermal management and airflow organization optimization kit, which includes a variable geometry intake swirl channel and a variable cooling nozzle, is used to adjust the in-cylinder airflow and thermal management.

[0012] Preferably, the electromechanical-hydraulic integrated camshaft-less valve actuation mechanism includes a linear motor, a hydraulic servo unit and a position sensor; the linear motor is used to provide fast position control, the hydraulic servo unit is used to provide high force output, and the position sensor is used to monitor the valve position in real time and perform closed-loop control.

[0013] Preferably, the electromechanical-hydraulic integrated camshaft-less valve actuation mechanism further includes a valve soft landing control module, which is used to control the valve movement speed to slow down and perform soft landing to reduce impact and noise during the final stage of valve opening and closing.

[0014] Preferably, the integrated energy recovery and assist drive system includes a bidirectional electromechanical converter, a supercapacitor buffer unit and an energy management unit; the bidirectional electromechanical converter is used to switch between motor mode and generator mode, the supercapacitor buffer unit is used to temporarily store and release electrical energy, and the energy management unit is used to dynamically adjust the proportion of energy recovery and assistance according to engine operating conditions.

[0015] Preferably, the multi-mode combustion cooperative controller includes a multi-core processor, an artificial intelligence algorithm module and a communication interface;

[0016] The artificial intelligence algorithm module uses a deep learning model to dynamically and adaptively select a combustion mode according to historical driving data, real-time sensor information and cloud-based road condition prediction results; the combustion mode includes a super-expansion cycle mode, a simulated deactivation mode, an internal exhaust gas recirculation mode and a lean combustion mode.

[0017] Preferably, the multi-mode combustion cooperative controller also supports cooperative control with the hybrid system, all valves are closed in pure electric mode, and valve action is coordinated with motor output in hybrid mode.

[0018] Preferably, the variable-geometry intake port in the in-cylinder thermal management and airflow organization optimization suite is a multi-stage adjustable vane system, and the vane angle is controlled by a stepping motor to continuously adjust the swirl ratio.

[0019] The variable cooling nozzle includes a regional intelligent thermal management unit for independent cooling control of the cylinder head and the cylinder block.

[0020] Preferably, the in-cylinder thermal management and airflow organization optimization suite also integrates an exhaust heat recovery unit, and the exhaust heat recovery unit includes a thermoelectric generator arranged in the exhaust manifold to convert waste heat into electrical energy and supply the integrated energy recovery and auxiliary drive system.

[0021] Preferably, the system also includes a vibration and noise suppression module for reducing engine vibration and noise through phase optimization and active damping control of valve action.

[0022] Preferably, the system also supports valve anomaly diagnosis and fault-tolerant control, which triggers a predefined fault-tolerant control strategy to maintain engine operation when an anomaly is detected by monitoring valve action parameters in real time; the fault-tolerant control strategy includes adjusting valve parameters or entering a degraded operation mode.

[0023] Compared with the prior art, the present application has the following beneficial effects:

[0024] 1、The present application can precisely adjust the opening time, closing time, lift and opening speed of each valve by adopting an electromechanical-hydraulic integrated camshaft-independent drive, which solves the problem of limited adjustment of traditional camshafts, improves response speed, reduces fuel consumption rate, and reduces impact noise.

[0025] 2、The present application recovers valve motion kinetic energy by integrating bidirectional electromechanical conversion and supercapacitor buffering, supplemented by exhaust waste heat thermoelectric power generation, forming an energy closed loop; dynamically adjusts the recovery and auxiliary ratio to reduce valve drive energy consumption, realizes energy self-balancing, and significantly improves system net income.

[0026] 3、The present application predicts working conditions through a deep learning model, links valve control, in-cylinder thermal management and airflow optimization, seamlessly switches between multiple combustion modes, supports hybrid system cooperation and multi-fuel adaptation, shortens cold start warm-up time, reduces nitrogen oxide emissions, and realizes multi-dimensional balance of fuel economy, power and environmental protection. BRIEF DESCRIPTION OF DRAWINGS

[0027] Figure 1A timing system for improving engine fuel economy. DETAILED DESCRIPTION

[0028] Embodiments of the present application will be further described below with reference to the drawings and examples. The following examples are intended to illustrate the present application and should not be construed to limit the scope of the present application.

[0029] Embodiments: The present application provides a timing system for improving engine fuel economy, as shown in the accompanying drawings, including an electromechanical-hydraulic integrated camshaft-free valve actuation mechanism, an integrated energy recovery and auxiliary drive system, a multi-mode combustion coordination controller, an in-cylinder thermal management and airflow organization optimization suite, as well as a vibration and noise suppression module, a valve abnormality diagnosis and fault-tolerant control unit, each component realizes high-speed communication through CAN FD bus and Ethernet, forming a global closed-loop coordinated control. Figure 1

[0030] Specifically, the electromechanical-hydraulic integrated camshaft-free valve actuation mechanism is independently configured for each engine valve to achieve full-dimensional precise control of valve parameters, and the core includes a linear motor, a hydraulic servo unit, a position sensor, and a valve soft landing control module, each component forms a coordinated driving system through a mechanical coupling device.

[0031] Among them, the linear motor: selects a high-response permanent magnet synchronous linear motor, with a rated thrust of 300-500N and a maximum movement speed of 2m / s, responsible for the rapid position tracking and coarse adjustment of the valve, ensuring millisecond-level response, adapting to the valve action requirements under high-speed engine working conditions.

[0032] Hydraulic servo unit: two-stage hydraulic cylinder controlled by high-pressure piezoelectric servo valve, working pressure 5-15MPa, maximum output force up to 1000N, providing additional actuating force under high-speed high-load working conditions, overcoming valve spring force and aerodynamic force, ensuring the stability of valve action.

[0033] Position sensor: non-contact Hall displacement sensor, measurement range 0-20mm, accuracy ±0.1mm, sampling frequency 10kHz, real-time acquisition of valve position signal and feedback to the controller, forming a closed-loop control, ensuring that the valve parameter adjustment error is controlled within the allowable range.

[0034] Valve soft landing control module: built-in PID control algorithm, by real-time monitoring of valve speed and position data close to fully open or closed position (end of stroke 1mm), dynamically adjusting the linear motor drive current and hydraulic servo valve opening, so that the speed of the valve when contacting the valve seat is reduced to below 0.05m / s, significantly reducing impact noise and prolonging the service life of the valve and seat ring.

[0035] ​The working process of the valve actuator: after the multi-mode combustion cooperative controller issues the target valve lift curve instruction, the linear motor executes the target trajectory as the main driving element, the hydraulic servo unit supplements the output force according to the working condition requirement, the position sensor continuously feeds back the real-time position, and the soft landing control module automatically intervenes at the end of the stroke to realize the cooperative effect of rapid adjustment combined with smooth landing.

[0036] Specifically, the integrated energy recovery and auxiliary drive system is mechanically coupled with the mechatronic camshaft-free valve actuator to realize the recycling and auxiliary driving of valve motion energy, and the core includes a bidirectional electromechanical converter, a super capacitor buffer unit and an energy management unit.

[0037] Among them, the bidirectional electromechanical converter is designed based on the principle of permanent magnet synchronous motor, integrated in the power output end of the valve actuator, which can not only drive the valve to open as a motor, but also recover energy when the valve is closed as a generator, with an energy conversion efficiency of more than 90%, a rated power of 1kW and an adaptation to 48V vehicle electrical system.

[0038] The super capacitor buffer unit uses graphene-based super capacitor with a capacity of 100-500F, a rated voltage of 48V and a charge and discharge efficiency of ≥95%, which is used to store the kinetic energy recovered during the valve closing process, avoid the life attenuation caused by frequent charge and discharge of vehicle battery, and release the electric energy quickly within 10ms to meet the instantaneous power demand of valve opening.

[0039] The energy management unit is based on PI regulation algorithm and dynamically optimizes the proportion of energy recovery and assistance according to the real-time working condition (speed, load) of the engine: at low speed (≤1500rpm), the auxiliary driving is mainly used (auxiliary proportion ≥60%) to make up for the power shortage under low oil pressure; at high speed (≥4000rpm), the energy recovery is mainly used (recovery proportion ≥70%) to maximize the recovery of valve motion energy; the recovered electric energy is preferentially supplied to the valve actuator, and the redundant electric energy is fed back to the vehicle power supply through the DC / DC converter.

[0040] Specifically, the multi-mode combustion cooperative controller serves as the core control center of the system and is responsible for working condition decision, mode switching and instruction issuing, and the core includes a multi-core processor, an artificial intelligence algorithm module and a communication interface.

[0041] Among them, the multi-core processor adopts a heterogeneous architecture of ARM Cortex-A series and Cortex-M series real-time processors, and the A series processor is responsible for complex AI algorithm operation and data processing, and the M series processor is responsible for real-time control tasks.

[0042] Artificial intelligence algorithm module: adopts a deep reinforcement learning model, based on historical driving data accumulated for more than 100,000 kilometers, real-time sensor information of the engine (rotation speed, load, coolant temperature, knock signal, oxygen sensor signal, etc.), and cloud-based road condition prediction data for training, which can predict the driver's intention and road condition changes 100-500 ms in advance, and dynamically select the optimal combustion mode. Combustion modes include super-expansion cycle mode, simulated deactivation mode, internal exhaust gas recirculation mode, and lean combustion mode.

[0043] Among them, the combustion mode and switching logic are:

[0044] Super-expansion cycle mode: The intake valve is closed 50-70°CA before top dead center, and the expansion ratio is increased to 12:1, which is suitable for 30%-60% load cruising conditions, and reduces pump loss;

[0045] Simulated deactivation mode: When the load is less than 30% and the rotation speed is ≤2000 rpm, close all valves of 1 / 2 cylinders and stop fuel injection, and the deactivated cylinder works as an air spring to reduce invalid consumption;

[0046] Internal exhaust gas recirculation mode: By precisely controlling the valve overlap angle (5-30°CA) or the secondary opening of the intake valve, an internal EGR rate of 10%-30% is achieved, reducing nitrogen oxide emissions and fuel consumption;

[0047] Lean combustion mode: Cooperate with high-pressure direct injection system (fuel injection pressure ≥350bar), realize stable combustion of air-fuel ratio above 25:1 through strong tumble flow organization, suitable for 40%-70% load conditions.

[0048] Communication interface: Supports CAN FD and Ethernet communication at the same time, and can realize collaborative control with hybrid power system: ① Close all valves in pure electric mode to reduce engine resistance and improve pure electric endurance; ② In hybrid mode, according to the motor output torque signal, coordinate the valve action phase and lift to realize power matching and fuel consumption optimization.

[0049] Specifically, the in-cylinder thermal management and airflow organization optimization suite is used to dynamically adapt to the in-cylinder environment requirements of different combustion modes, and the core includes a variable geometry intake swirl channel, a variable cooling nozzle, and an exhaust heat recovery unit.

[0050] Wherein, the variable geometry intake swirl channel: adopt multi-stage adjustable blade system, blade material is titanium alloy, through the step motor (step pitch angle 1.8 °) control blade angle in 0-60 ° range continuously adjustable, realize the swirl ratio 0.5-2.5 accurate regulation, response time ≤5 ms;Small lift (2-5 mm) match 30-60 ° blade angle (strong rolling flow), adapt to lean combustion mode;Large lift (8-12 mm) match 0-15 ° blade angle (weak rolling flow), adapt to high load scavenging mode.

[0051] Variable geometry intake swirl channel is the core component of optimizing in-cylinder combustion, its specific working principle is: through mechanical structure adjustment the rotating intensity of airflow in intake channel (swirl ratio), dynamically adapt to the demand of different combustion mode to airflow organization, ultimately promote fuel atomization mixing, improve combustion efficiency, the core is: the logic closed loop of variable airway form → controllable airflow state → optimal combustion effect.

[0052] The variable geometry intake swirl channel is a multi-stage adjustable blade structure, the key components include:

[0053] ① Blade assembly: 3-4 pieces of titanium alloy material arc blade, thickness 2 mm, evenly distributed in the inner wall of intake channel (close to the cylinder head valve seat circle side), can rotate around its own shaft.

[0054] ② Step drive unit: adopt micro step motor with step pitch angle 1.8 °, through gear set and blade shaft mechanical connection, responsible for driving blade rotation.

[0055] ③ Position feedback sensor: non-contact angle sensor (accuracy ±0.5 °), installed at the end of blade shaft, real-time acquisition blade actual angle and feedback to the controller.

[0056] ④ Airway body: the whole intake channel is designed as a curved type, the airway cross section of blade installation area is gradually tapered, which provides basic flow field for airflow rotation.

[0057] Specific working principle:

[0058] ⅰ、instruction triggering: receive the working condition matching instruction of controller

[0059] Multi-mode combustion collaborative controller generates corresponding swirl ratio target value according to engine real-time working condition (speed, load) and selected combustion mode:

[0060] Lean combustion mode / internal EGR mode: need strong swirl (swirl ratio 1.8-2.5), instruction blade rotates to 30 °-60 °;

[0061] Superexpansion cycle mode / cruise condition: need medium swirl (swirl ratio 1.0-1.5), instruction blade rotates to 15 °-30 °;

[0062] High load scavenging mode / quick acceleration working condition: weak vortex (vortex ratio 0.5-1.0) is required, and the blade is instructed to rotate to 0°-15°.

[0063] ⅱ、Mechanical action: stepper motor drives blade angle adjustment

[0064] After receiving the PWM control signal from the controller, the stepper motor transmits the rotary motion to the blade shaft through a gear set;

[0065] The blade rotates synchronously around its own shaft, and the rotation angle is one-to-one corresponding to the controller instruction (step angle 1.8°, supporting continuous adjustment within the range of 0°-60°);

[0066] For example: when the instruction vortex ratio is 2.0 (strong vortex), the stepper motor drives the blade to rotate to 45°, and the blade protrudes towards the center of the air duct, reducing the effective flow cross section of the air duct while guiding the airflow to rotate.

[0067] ⅲ、Airflow change: blade angle determines vortex intensity

[0068] The blade angle directly affects the airflow state by changing the air duct flow shape, and the specific correspondence is as follows:

[0069] Blade angle 0° (minimum angle): the blade completely adheres to the inner wall of the air duct, the air duct flow cross section is the largest and the shape is smooth, the airflow enters the cylinder along the air duct in a straight line, the rotational kinetic energy is weak, forming a weak vortex (vortex ratio 0.5-1.0), suitable for high load working conditions (requiring a large amount of intake air to reduce airflow resistance);

[0070] Blade angle 30° (intermediate angle): the blade partially protrudes from the air duct, the air duct flow cross section is reduced, and the airflow is guided to rotate by the blade when passing through, forming a medium intensity vortex (vortex ratio 1.0-1.5), suitable for cruising working conditions (balancing intake air volume and mixing effect);

[0071] Blade angle 60° (maximum angle): the blade protrudes significantly from the center of the air duct, the air duct flow cross section is the smallest and presents a "spiral shape", and the airflow is forced to rotate at high speed along the arc surface of the blade, forming a strong vortex (vortex ratio 1.8-2.5), suitable for lean burn working conditions (strong vortex can promote uniform mixing of fuel and air, avoiding local hypoxia).

[0072] ⅳ、Feedback closed loop: position sensor ensures adjustment accuracy

[0073] The angle sensor collects the actual rotation angle of the blade in real time and feeds back the signal to the multi-mode combustion coordination controller;

[0074] The controller compares the target angle with the actual angle, and if there is a deviation, it sends a compensation instruction to the stepper motor to adjust the number of motor rotation steps, ensuring that the blade angle accurately matches the target vortex ratio;

[0075] The whole adjustment process response time is less than or equal to 5 ms, and the engine transient state condition change (such as quickly switching from strong swirl to weak swirl when rapid acceleration) can be tracked in real time.

[0076] The synergistic working logic is: ①Synergizes with the valve actuator: when the lift is small (2-5 mm), the valve opening area is small, the controller instructs the vane to have a large angle (30°-60°) to form strong swirl, which makes up for the decrease in mixing effect caused by insufficient intake air; when the lift is large (8-12 mm), the valve opening area is large, the vane is instructed to have a small angle (0°-15°) to form weak swirl, which reduces airflow resistance while ensuring intake air;

[0077] ②Synergizes with the combustion mode: when lean burn (air-fuel ratio is greater than or equal to 25:1), strong swirl can break fuel droplets into smaller particles and uniformly distribute them in the cylinder, avoiding local over-rich or over-lean mixture and ensuring stable combustion; when internal EGR mode, strong swirl can promote the uniform mixing of exhaust gas and fresh mixture, reducing nitrogen oxide emissions.

[0078] Variable cooling nozzle: integrated sub-area intelligent thermal management unit, cooperates with electronic thermostat and electronic water pump to independently control the cooling of cylinder head and cylinder block:

[0079] ①The target working temperature of the cylinder head is 90±5℃, and the target working temperature of the cylinder block is 85±5℃;

[0080] ②When cold starting, close part of the cooling liquid flow to shorten the warm-up time by more than 20%;

[0081] ③When high load, increase the cooling flow (maximum 100 ml / min) to prevent knocking;

[0082] ④When the cylinder is stopped, close the cooling nozzle of the corresponding cylinder to reduce heat loss.

[0083] Exhaust heat recovery unit: uses Bi2Te3-based thermoelectric power generation device, arranged on the surface of the exhaust manifold, working temperature range 200-600℃, energy conversion efficiency about 5%-8%, maximum output power 200W, converts waste heat into electrical energy and directly supplies to the integrated energy recovery and auxiliary drive system, further reduces the net power consumption of the system.

[0084] Specifically, the vibration and noise suppression module reduces engine vibration and noise through phase optimization of valve operation and double-path control of active damping;

[0085] Among them, the valve phase optimization: for a four-cylinder engine, the valve opening phase difference of cylinders 1 and 4 is 180°, and the valve opening phase difference of cylinders 2 and 3 is 180°, balancing the first-order inertia force;

[0086] Active damping control: integrate piezoelectric actuator (response frequency 1-10 kHz) in valve actuator, according to valve vibration sensor feedback (sampling frequency 5 kHz), real-time output reverse vibration signal, offset the high-frequency noise generated by valve movement, reduce engine operating noise by 5-8 dB(A).

[0087] Specifically, the valve abnormality diagnosis and fault-tolerant control unit improves system reliability through full-parameter monitoring and hierarchical fault-tolerant strategy.

[0088] Among them, the monitoring parameters: real-time acquisition of valve opening time, closing time, lift, opening speed and driving current, etc. Key parameters are compared with the preset normal working condition database in real time.

[0089] Fault-tolerant strategy: ① Mild abnormalities (such as lift deviation not exceeding 0.2mm), compensation is made by adjusting the driving current of the linear motor and the hydraulic pressure; ② Serious abnormalities (such as complete failure of a single valve), immediately turn off the fuel injection and ignition of the corresponding cylinder, optimize the valve parameters of the remaining cylinders (such as increase the lift of adjacent cylinders by 10%), maintain the basic power output of the engine, and avoid stalling or component damage.

[0090] Overall workflow:

[0091] ⅰ、Information collection stage: The multi-mode combustion cooperative controller receives multi-dimensional input information in real time through the communication interface, including real-time sensor data such as engine speed, load, coolant temperature, knock signal, oxygen sensor signal, nearly 100km of historical driving condition statistical data, road condition prediction information (such as congestion, red light) issued by the cloud, and hybrid power system working mode instructions (pure electric / hybrid switching);

[0092] ⅱ、Mode decision stage: The artificial intelligence algorithm module quickly matches the optimal combustion mode based on the collected information, generates corresponding valve parameter instructions (opening time, closing time, lift, opening speed), in-cylinder environment optimization instructions (turbulence passage blade angle, cooling nozzle flow), and energy management instructions (recovery / auxiliary ratio), and the decision delay is ≤10ms;

[0093] ⅲ、Execution control stage:

[0094] ① After receiving the instructions, the linear motor and hydraulic servo unit cooperatively drive the valve to act, and the position sensor feeds back the position information in real time. The soft landing control module ensures smooth landing at the end of the stroke.

[0095] ② The energy recovery and auxiliary drive system dynamically switches the working mode of the bidirectional electromechanical converter according to the valve action state, and the super capacitor completes the instantaneous storage and release of energy.

[0096] ③ Cylinder heat management and airflow organization optimization suite adjusts the swirl passage vane angle and cooling flow rate according to the combustion mode requirement, and the exhaust heat recovery unit continuously recovers the residual heat and converts it into electrical energy;

[0097] ④ Vibration and noise suppression module works synchronously to reduce vibration and noise through phase optimization and active damping control.

[0098] ⅳ, Diagnosis fault-tolerant stage: The valve abnormality diagnosis and fault-tolerant control unit monitors system operating parameters throughout the process. Once the threshold value is detected, an abnormal signal is sent to the controller, which starts the corresponding fault-tolerant strategy to ensure stable engine operation.

[0099] As can be seen from the above, after the engine is started, the multi-mode combustion cooperative controller collects sensor data and external information in real time, decides the current optimal combustion mode through artificial intelligence algorithm, issues control instructions to the mechatronic camshaft-free valve actuator, and coordinates the integrated energy recovery and auxiliary drive system. The mechatronic camshaft-free valve actuator accurately executes the target valve lift curve, the integrated energy recovery and auxiliary drive system optimizes energy flow in real time, and the cylinder heat management and airflow organization optimization suite creates an optimal combustion environment, thereby maximizing fuel economy throughout the engine operating range.

[0100] In addition, in order to provide a brief description of the exemplary embodiments, all the features of the actual embodiments (i.e. those unrelated to the best mode of carrying out the invention currently considered, or those unrelated to the implementation of the invention) can not be described.

[0101] It should be understood that, during the development of any actual implementation, numerous implementation decisions can be made. Such development efforts, which can be complex and time-consuming, would be a routine matter of design, manufacture and production for those of ordinary skill in the art having the benefit of this disclosure.

[0102] It should be noted that the above examples are only used to illustrate the technical solutions of the present application and not to limit it. Although the present application has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present application can be modified or replaced by equivalents without departing from the spirit and scope of the present application, and they should be covered in the scope of the claims of the present application.

Claims

1. A timing system for improving engine fuel economy, characterized in that, include: The electromechanical-hydraulic integrated camshaftless valve actuator is independently set for each valve, and is used to directly drive the opening and closing of the valve, and control the valve opening time, closing time, maximum lift and opening speed. An integrated energy recovery and auxiliary drive system, which is connected to the electromechanical-hydraulic camless valve actuator, is used to recover kinetic energy and convert it into electrical energy during valve closing, and to provide auxiliary power during valve opening. A multi-mode combustion co-controller communicates with the electromechanical-hydraulic integrated camless valve actuator and the integrated energy recovery and auxiliary drive system to select and execute multiple combustion modes based on engine operating conditions and external input information. The in-cylinder thermal management and airflow organization optimization kit includes variable geometry intake swirl channels and variable cooling nozzles for regulating in-cylinder airflow and thermal management.

2. The timing system for improving engine fuel economy as described in claim 1, characterized in that: The electromechanical-hydraulic integrated camless valve actuator includes a linear motor, a hydraulic servo unit, and a position sensor; the linear motor is used to provide rapid position control, the hydraulic servo unit is used to provide high force output, and the position sensor is used to monitor the valve position in real time and perform closed-loop control.

3. The timing system for improving engine fuel economy as described in claim 2, characterized in that: The electromechanical-hydraulic integrated camless valve actuator also includes a valve soft landing control module, which is used to control the valve movement speed to slow down at the end of the valve opening and closing phases, so as to achieve a soft landing and reduce impact and noise.

4. The timing system for improving engine fuel economy as described in claim 1, characterized in that: The integrated energy recovery and auxiliary drive system includes a bidirectional electromechanical converter, a supercapacitor buffer unit, and an energy management unit. The bidirectional electromechanical converter is used to switch between motor mode and generator mode, the supercapacitor buffer unit is used to store and release electrical energy instantaneously, and the energy management unit is used to dynamically adjust the ratio of energy recovery and auxiliary drive according to the engine operating conditions.

5. The timing system for improving engine fuel economy as described in claim 1, characterized in that: The multi-mode combustion co-controller includes a multi-core processor, an artificial intelligence algorithm module, and a communication interface; The artificial intelligence algorithm module employs a deep learning model to dynamically and adaptively select the combustion mode based on historical driving data, real-time sensor information, and cloud-based road condition predictions. The combustion modes include super-expansion cycle mode, simulated cylinder deactivation mode, internal exhaust recirculation mode, and lean combustion mode.

6. The timing system for improving engine fuel economy as described in claim 5, characterized in that: The multi-mode combustion co-controller also supports co-control with the hybrid power system, closing all valves in pure electric mode and coordinating valve action and motor output in hybrid mode.

7. The timing system for improving engine fuel economy as described in claim 1, characterized in that: The variable geometry intake vortex channel in the in-cylinder thermal management and airflow organization optimization kit is a multi-stage adjustable blade system. The blade angle is controlled by a stepper motor to continuously adjust the vortex ratio. The variable cooling nozzle includes a zoned intelligent thermal management unit for independent cooling control of the cylinder head and cylinder block.

8. The timing system for improving engine fuel economy as described in claim 7, characterized in that: The in-cylinder thermal management and airflow organization optimization kit also integrates an exhaust heat recovery unit, which includes a thermoelectric generator located in the exhaust manifold to convert exhaust heat into electrical energy and supply it to the integrated energy recovery and auxiliary drive system.

9. The timing system for improving engine fuel economy as described in claim 1, characterized in that, It also includes a vibration and noise suppression module, which reduces engine vibration and noise through phase optimization of valve action and active damping control.

10. The timing system for improving engine fuel economy as described in any one of claims 1 to 9, characterized in that, The system also supports valve anomaly diagnosis and fault-tolerant control. By monitoring valve action parameters in real time, when an anomaly is detected, a predefined fault-tolerant control strategy is triggered to maintain engine operation. The fault-tolerant control strategy includes adjusting valve parameters or entering a degraded operation mode.

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