Intake control system, method, and vehicle

Abstract

The application relates to an air intake control system, method and vehicle, and relates to the technical field of engine control. The air intake control system is connected with an engine, and comprises an exhaust gas recirculation pump, a first flowmeter, a second flowmeter, a throttle valve, an air intake controller and an air compressor. The air intake port of the exhaust gas recirculation pump is connected with the exhaust port of the engine, and the air outlet port of the exhaust gas recirculation pump is connected with the first end of the second flowmeter. The air outlet port of the air compressor is connected with the first end of the first flowmeter. The air intake port of the throttle valve is connected with the second end of the first flowmeter, and the air outlet ports of the throttle valve are respectively connected with the first end of the second flowmeter and the air outlet port of the exhaust gas recirculation pump. The air intake port of the engine is connected with the second end of the second flowmeter. The air intake controller is connected with the first flowmeter, the second flowmeter, the throttle valve and the exhaust gas recirculation pump. Fresh air and EGR are mixed according to a preset ratio.

Description

Technical Field

[0001] This application relates to the field of engine control technology, and more particularly to the field of vehicle control technology, specifically to an intake control system, method, and vehicle. Background Technology

[0002] Exhaust gas recirculation (EGR) systems introduce exhaust gas into the intake manifold, reducing the oxygen content in the intake air, thereby lowering the combustion temperature, reducing nitrogen oxide emissions, and improving engine fuel economy. Therefore, they are widely used in engines.

[0003] Currently, the flow rate of -EGR is controlled by setting an EGR control valve. Specifically, by partially closing the EGR control valve, the vacuum created by throttling generates a sufficient pressure differential to increase the EGR quantity.

[0004] However, since the pressure difference across the EGR control valve is related to the intake air flow rate, the fresh intake air and EGR flow rates have an inverse relationship of increase and decrease, making it impossible to guarantee that the fresh intake air and EGR flow rates are mixed in the preset ratio. Summary of the Invention

[0005] This application provides an intake control system, method, and vehicle to ensure that the flow rates of fresh intake air and EGR are mixed in a preset ratio. The technical solution of this application is as follows:

[0006] According to a first aspect of this application, an intake control system is provided, connected to an engine. The intake control system includes an exhaust gas recirculation (EGR) pump, a first flow meter, a second flow meter, a throttle valve, an intake controller, and an air compressor. The inlet of the EGR pump is connected to the exhaust port of the engine, and the outlet of the EGR pump is connected to the first end of the second flow meter. The outlet of the air compressor is connected to the first end of the first flow meter. The inlet of the throttle valve is connected to the second end of the first flow meter, and the outlet of the throttle valve is connected to both the first end of the second flow meter and the outlet of the EGR pump. The engine's intake port is connected to the second end of the second flow meter. The intake controller is connected to the first flow meter, the second flow meter, the throttle valve, and the EGR pump.

[0007] Based on the aforementioned technical means, the intake controller can control the volume of fresh air and exhaust gas through the exhaust gas recirculation pump, the first flow meter, the second flow meter, and the throttle valve, ensuring that the flow rates of fresh intake air and EGR are mixed in a preset ratio. Furthermore, by controlling the exhaust gas output from the exhaust gas recirculation pump and the fresh air output from the throttle valve, and by monitoring the fresh air and exhaust gas volumes through the first and second flow meters, the mixing ratio of fresh intake air and EGR is guaranteed, enhancing the stability of the intake system. Additionally, the flexible control of fresh air and exhaust gas volumes through the exhaust gas recirculation pump, the first flow meter, the second flow meter, and the throttle valve increases the flexibility of the intake system.

[0008] In one possible implementation, the intake control system is also connected to a power source; the intake control system also includes a motor. The motor is connected to the air compressor, the intake controller, and the power source respectively; the motor is used to control the operation of the air compressor.

[0009] Based on the aforementioned technical methods, the air compressor is driven by a power supply and a motor. This decouples the air compressor from the engine, eliminating the need for engine-driven operation and allowing independent control of the intake pressure ratio, thus increasing system flexibility. Furthermore, driving the air compressor with a high-power motor enables the achievement of a larger intake pressure ratio, meeting diverse needs.

[0010] In one possible implementation, the intake control system further includes a first sensor and a second sensor. The intake controller is connected to both the first and second sensors. The first sensor is connected to a motor; the first sensor is used to send the motor's rotational speed and torque to the intake controller. The second sensor is connected to a second end of a second flow meter; the second sensor is used to acquire the engine's intake pressure value and send the intake pressure value to the intake controller.

[0011] According to the above technical means, the motor torque and speed can be obtained through the first sensor, and the intake pressure ratio can be obtained through the second sensor. When the intake pressure ratio is different from the target intake pressure ratio, the motor speed is adjusted so that the intake pressure ratio detected by the second sensor is the target intake pressure ratio, thereby accurately controlling the engine intake pressure value.

[0012] In one possible implementation, the intake control system further includes a pressure regulator. The pressure regulator's inlet is connected to the engine's exhaust port, and its outlet is connected to the exhaust gas recirculation pump's inlet.

[0013] Based on the above technical means, by setting up a pressure stabilizing tank, the exhaust gas supplied to the exhaust gas recirculation pump can be continuously and stably supplied, thus ensuring the stability of the engine operation.

[0014] In one possible implementation, the intake control system further includes a pressure relief valve and an intercooler. The inlet of the intercooler is connected to the outlet of the air compressor, and the outlet of the intercooler is connected to both the first end of the first flow meter and the inlet of the pressure relief valve. The outlet of the pressure relief valve is connected to the inlet of the air compressor. The pressure relief valve is connected to the intake controller.

[0015] Using the aforementioned technical methods, the cooled fresh air is returned to the air compressor through a pressure relief valve, thus recovering the compressed gas. This allows the air compressor to compress fresh air with less work, thereby reducing motor power consumption.

[0016] In one possible implementation, the intake control system further includes an air filter. The air filter is connected to the air intake of the air compressor and is used to filter the air.

[0017] Based on the above-mentioned technical means, by installing an air filter, particulate impurities in the air entering the engine can be removed, thereby improving the engine's lifespan.

[0018] According to a second aspect of this application, an intake control method is provided, applied to the intake control system described above. The method includes: an intake controller acquiring the exhaust gas recirculation rate and the total intake air volume of the engine. Based on the exhaust gas recirculation rate and the total intake air volume, the intake controller determines a first flow rate, a second flow rate, and a third flow rate, and controls the throttle opening based on the first flow rate and controls the exhaust gas recirculation pump output based on the third flow rate. The first flow rate is the intake air volume passing through a first flow meter, the second flow rate is the intake air volume passing through a second flow meter, the third flow rate is the exhaust gas recirculation pump output, the difference between the fourth flow rate and the second flow rate is within a first preset range, the fourth flow rate is the sum of the first flow rate and the third flow rate, the flow ratio is within a second preset range relative to the exhaust gas recirculation rate, and the flow ratio is the ratio of the third flow rate to the second flow rate.

[0019] In one possible implementation, the intake control method further includes: an intake controller acquiring a target intake pressure ratio and a current pressure value; the current pressure value is measured by a second sensor. Based on the target intake pressure ratio and the current pressure value, the intake controller determines the torque and speed of the motor, such that the difference between the pressure value measured by the second sensor and the pressure value corresponding to the target intake pressure ratio is within a third preset range.

[0020] In one possible implementation, the intake control method further includes: if the pressure value corresponding to the target intake pressure ratio is less than the current pressure value, the intake controller controls the pressure relief valve to open so that the pressure relief valve can release the pressure of the compressed gas and discharge the gas into the air compressor.

[0021] According to a third aspect of this application, a vehicle is provided, including an engine and a power source, and an intake control system as described in the first aspect; the intake control system is connected to both the engine and the power source; the motor of the intake control system is used to obtain electrical energy from the power source, and the intake control system is used to control the intake air volume of the engine.

[0022] The intake control system provided in this application offers the following advantages: The intake controller can control the volume of fresh air and exhaust gas through the exhaust gas recirculation pump, a first flow meter, a second flow meter, and a throttle valve, ensuring that the flow rates of fresh intake air and EGR are mixed in a preset ratio. Furthermore, by controlling the exhaust gas output from the exhaust gas recirculation pump and the fresh air output from the throttle valve, and by monitoring the fresh air and exhaust gas volumes through the first and second flow meters, the mixing of fresh intake air and EGR flow rates in the preset ratio is guaranteed, enhancing the stability of the intake system. Additionally, the flexible control of fresh air and exhaust gas volumes through the exhaust gas recirculation pump, the first flow meter, the second flow meter, and the throttle valve increases the flexibility of the intake system.

[0023] It should be noted that the technical effects of any of the implementation methods in the second to third aspects can be found in the technical effects of the corresponding implementation methods in the first aspect, and will not be repeated here.

[0024] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0025] Figure 1 This is one of the structural schematic diagrams of an intake control system provided in an embodiment of this application;

[0026] Figure 2 This is a second schematic diagram of an intake control system provided in an embodiment of this application;

[0027] Figure 3 This is the third schematic diagram of an intake control system provided in an embodiment of this application;

[0028] Figure 4 This is the fourth schematic diagram of an intake control system provided in the embodiments of this application;

[0029] Figure 5 Fifth schematic diagram of an intake control system provided in this application embodiment;

[0030] Figure 6 This is one of the flowcharts for the intake control method provided in the embodiments of this application;

[0031] Figure 7 This is the sixth schematic diagram of an intake control system provided in the embodiments of this application;

[0032] Figure 8 A second flowchart of the intake control method provided in the embodiments of this application;

[0033] Figure 9 The third flowchart of the intake control method provided in the embodiments of this application;

[0034] Figure 10 This is a schematic diagram of the vehicle structure provided in an embodiment of this application. Detailed Implementation

[0035] To enable those skilled in the art to better understand the technical solutions of this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0036] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0037] Terminology Explanation

[0038] Exhaust gas recirculation (EGR) is a technology in internal combustion engines that separates a portion of the exhaust gases after combustion and introduces them into the intake side for re-combustion. This reduces nitrogen oxides (NOx) in the exhaust gases and improves fuel efficiency when sharing some of the load.

[0039] Proportional-integral-derivative control (PID control) is one of the earliest developed control strategies. Due to its simple algorithm, good robustness and high reliability, it is widely used in industrial process control, and about 90% of control loops still have a PID structure.

[0040] A brief introduction to the application scenarios involved in this application.

[0041] Exhaust gas recirculation (EGR) systems introduce exhaust gas into the intake manifold, reducing the oxygen content in the intake air, thereby lowering the combustion temperature, reducing nitrogen oxide emissions, and improving engine fuel economy. Therefore, they are widely used in engines.

[0042] Currently, the flow rates of fresh intake air and EGR are controlled by setting an EGR control valve. Specifically, by partially closing the EGR control valve, the vacuum created by throttling generates a sufficient pressure differential to increase the EGR quantity.

[0043] However, since the pressure difference across the EGR control valve is related to the intake air flow rate, and the fresh intake air and EGR flow rates have an inverse relationship of increase and decrease, it is impossible to guarantee that the fresh intake air and EGR flow rates will be mixed in the preset ratio under every operating condition.

[0044] Furthermore, under the overall goal of carbon neutrality, continuously exploring and pushing the limits of engine thermal efficiency is an important technological direction for energy conservation and emission reduction in automobiles. The engine's intake state directly affects its in-cylinder combustion process, thus influencing the engine's thermodynamic performance, noise and vibration harshness (NVH) performance, emissions, etc. Adjustable parameters of the engine's intake state mainly include intake air mass, intake air temperature, intake air pressure, and EGR rate. In the early stages of engine development, to explore the engine's performance limits and improve testing and development efficiency, it is necessary to achieve ultra-high intake pressure (e.g., pressure ratio > 2) and a high EGR rate (e.g., EGR rate > 30%).

[0045] Current intake control systems primarily utilize the engine's integrated exhaust gas turbocharging technology to control intake pressure and flow, achieving EGR based on the pressure difference between the intake and exhaust pipes. This approach presents two main problems: 1. The achievable intake pressure ratio is typically <2, with a maximum EGR rate <25%, and the adjustable range is limited by engine operating conditions, thus hindering engine performance optimization and performance limits. 2. Optimizing the intake boundary requires re-matching the turbocharging and EGR systems. The long prototyping cycle and high cost of key components like the turbocharger increase the initial development costs and testing / verification time.

[0046] In response to the above problems, such as Figure 1As shown, this application provides an intake control system 100, which is connected to an engine 200. The intake control system 100 includes an exhaust gas recirculation pump 101, a first flow meter 102, a second flow meter 103, a throttle valve 104, an intake controller 105, and an air compressor 106. The intake port of the exhaust gas recirculation pump 101 is connected to the exhaust port of the engine 200, and the outlet port of the exhaust gas recirculation pump 101 is connected to the first end of the second flow meter 103. The intake port of the throttle valve 104 is connected to the second end of the first flow meter 102, and the outlet port of the throttle valve 104 is connected to both the first end of the second flow meter 103 and the outlet port of the exhaust gas recirculation pump 101. The outlet port of the air compressor 106 is connected to the first end of the first flow meter 102. The intake port of the engine 200 is connected to the second end of the second flow meter 103. The intake controller 105 is connected to the first flow meter 102, the throttle valve 104, the second flow meter 103, and the exhaust gas recirculation pump 101.

[0047] In this way, the intake controller 105 can control the amount of fresh air and exhaust gas through the exhaust gas recirculation pump 101, the first flow meter 102, the second flow meter 103, and the throttle valve 104, so that the flow rates of fresh intake air and EGR are mixed in a preset ratio. Furthermore, based on the intake controller 105 controlling the amount of exhaust gas output by the exhaust gas recirculation pump 101 and the amount of fresh air output by the throttle valve 104, the stability and flexibility of the intake are enhanced.

[0048] In addition, during the test, the intake controller 105 can adjust the EGR rate without replacing the EGR system, which reduces the cost of testing and verification.

[0049] In some embodiments, the intake controller 105 stores different EGR rates, different intake pressure ratios, and different total intake air volumes of the engine under different operating conditions.

[0050] In other embodiments, the intake controller 105 acquires the EGR rate, intake pressure ratio, and / or total intake air volume of the engine sent by the vehicle controller.

[0051] In some embodiments, the intake controller 105 may non-transitory store control algorithms that are computer-readable and configurable to control the throttle valve 104 and the exhaust gas recirculation pump 101.

[0052] In some embodiments, the intake controller 105, upon determining the required EGR rate, acquires measurements from the first flow meter 102 and the second flow meter 103 to determine the fresh air flow rate and the total intake air volume of the engine. Further, based on the required EGR rate and the measurements from the first flow meter 102, the intake controller 105 determines the amount of exhaust gas output by the exhaust gas recirculation pump 101. Subsequently, based on the amount of exhaust gas output by the exhaust gas recirculation pump 101, the intake controller 105 sends a control signal to the exhaust gas recirculation pump 101 to control the opening degree of the exhaust gas recirculation pump 101.

[0053] For example, the intake controller 105 determines, based on the current operating state, that the required EGR rate is 30%. The intake controller 105 determines that the measured value of the first flow meter 102 is 0.7 m³ / s. 3 / h (cubic meters per hour), and determined that the exhaust gas output of the exhaust gas recirculation pump 101 is 0.3m³. 3 / h. Subsequently, the intake controller 105 sends a control signal to the exhaust gas recirculation pump 101 to cause the exhaust gas recirculation pump 101 to operate at 0.3m... 3 / h outputs exhaust gas.

[0054] In some embodiments, the intake controller 105 determines the exhaust gas recirculation pump 101 and the throttle valve 104 opening, based on the EGR rate requirement and the total intake air volume of the engine, such that the measured value of the second flow meter 103 meets the total intake air volume of the engine, and the ratio of the difference between the measured value of the second flow meter 103 and the measured value of the first flow meter 102 to the measured value of the second flow meter 103 is the EGR rate.

[0055] In one design, the intake pressure ratio is controlled independently. For example... Figure 2 As shown, the intake control system 100 is also connected to the power supply 300. The intake control system 100 provided in this embodiment of the application also includes a motor 107.

[0056] The motor 107 is connected to the air compressor 106, the air intake controller 105, and the power supply 300. The motor is used to control the operation of the air compressor.

[0057] In some embodiments, motor 107 includes a motor and a motor system.

[0058] In some embodiments, the motor 107 is connected to the air compressor 106 via a drive shaft. When the power supply 300 is turned on, the motor 107 drives the air compressor 106 via the drive shaft to pressurize fresh air.

[0059] For example, the voltage of the power supply 300 can be 220V, 110V, or 48V. This application does not specifically limit the voltage.

[0060] It should be noted that in order to obtain a large intake pressure ratio, the power of motor 107 needs to be increased.

[0061] It is understandable that the air compressor 106 is driven by the power supply 300 and the motor 107. In this way, the air compressor is decoupled from the engine; the air compressor's drive does not require engine support, allowing independent control of the intake pressure ratio and increasing system flexibility. Furthermore, driving the air compressor 106 with a high-power motor enables the achievement of a larger intake pressure ratio to meet diverse needs.

[0062] In one design, to accurately control the engine's intake pressure value. For example... Figure 3 As shown, the intake control system 100 provided in this application embodiment also includes a first sensor 108 and a second sensor 109.

[0063] The intake controller 105 is connected to the first sensor 108 and the second sensor 109 respectively.

[0064] The first sensor 108 is used to send the speed and torque of the motor 107 to the intake controller 105.

[0065] For example, the first sensor 108 is a torque-speed sensor.

[0066] In some implementations, the first sensor 108 sends the motor speed and torque to the intake controller 105 in real time or periodically. Accordingly, the intake controller 105 determines the power consumption of the air compressor 106 based on the speed and torque of the motor 106.

[0067] For example, the power consumption is shown in Formula 1 below.

[0068]

[0069] Among them, P b T represents the power consumption of the air compressor 106, T represents the torque of the motor 107, and n represents the speed of the motor 106.

[0070] The second sensor 109 is connected to the second end of the second flow meter 103.

[0071] The second sensor 109 is used to acquire the intake pressure value and send the pressure value to the intake controller 105.

[0072] For example, the second sensor 109 is a temperature and pressure sensor.

[0073] In some embodiments, when the target intake pressure ratio is determined, the intake controller 105 acquires the pressure value detected by the second sensor, and when the pressure value corresponding to the target intake pressure ratio is greater than the pressure value detected by the second sensor, sends a control command to the motor 107 to instruct the motor 107 to pressurize the fresh air.

[0074] Understandably, the first sensor 108 can obtain the torque and speed of the motor 107, and the second sensor 109 can obtain the intake pressure ratio. When the intake pressure ratio is different from the target intake pressure ratio, the speed of the motor 107 is adjusted so that the intake pressure ratio detected by the second sensor 109 is the target intake pressure ratio, thereby accurately controlling the intake pressure value of the engine.

[0075] In one design, to ensure the stability of engine 200, such as... Figure 4 As shown, the intake control system 100 provided in this application embodiment also includes a pressure stabilizing tank 110.

[0076] The air inlet of the pressure stabilizing tank 110 is connected to the exhaust port of the engine 200, and the air outlet of the pressure stabilizing tank 110 is connected to the air inlet of the exhaust gas recirculation pump 101.

[0077] In some embodiments, different capacities of pressure stabilizing tanks are configured for different vehicles. The capacity of the pressure stabilizing tank 110 needs to take into account the stability of the exhaust system pressure and flow requirements. In some instances, the pressure stabilizing tank volume can be calculated according to Formula 2 below.

[0078]

[0079] Where V is the capacity of the pressure stabilizing tank 110, t is the time required to provide the required amount of exhaust gas, Q1 is the maximum exhaust gas flow rate, Q2 is the exhaust gas flow rate that the engine can provide, and Δp is the difference between the maximum pressure and the minimum pressure in the pressure stabilizing tank 110.

[0080] It should be noted that the pressure stabilizing tank 110 also includes an exhaust port. The exhaust gas from the engine 200 passes through the pressure stabilizing tank 110. The pressure stabilizing tank 110 collects the exhaust gas from the engine 200 and ensures stable pressure. After the pressure stabilizing tank 110 is full, a portion of the exhaust gas flows to the exhaust gas recirculation pump 101 as needed. Subsequently, the exhaust gas recirculation pump 101 injects the pressure-stabilized exhaust gas into the intake manifold according to the EGR flow requirement, mixes it with fresh air, and then enters the engine. The remaining exhaust gas is discharged from the pressure stabilizing tank 110.

[0081] Understandably, by setting up the pressure stabilizing tank 110, the exhaust gas supplied to the exhaust gas recirculation pump 101 can be continuously and stably supplied, thus ensuring the stability of the engine 200.

[0082] In one design, to reduce motor power consumption, such as... Figure 5 As shown, the intake control system 100 provided in this application embodiment also includes a pressure relief valve 111 and a first intercooler 112.

[0083] The air inlet of the first intercooler 112 is connected to the air outlet of the air compressor 106, and the air outlet of the first intercooler 112 is connected to the first end of the first flow meter and the air inlet of the pressure relief valve 111.

[0084] For example, pressure relief valve 111 is a magnetic pressure relief valve.

[0085] The outlet of the pressure relief valve 111 is connected to the inlet of the air compressor 106.

[0086] The pressure relief valve 111 is connected to the intake controller 105.

[0087] In some embodiments, when the intake controller 105 obtains that the air pressure value detected by the second sensor is greater than the pressure value corresponding to the target intake pressure ratio, it sends an opening command to the pressure relief valve 111 to instruct the pressure relief valve 111 to open the valve, release the pressure of the fresh air cooled by the first intercooler 112, and transmit the cooled fresh air to the outlet of the air compressor 106.

[0088] Understandably, the cooled fresh air is returned to the air compressor 106 through the pressure relief valve 111, thus recovering the compressed gas. In this way, the air compressor 106 can compress fresh air with less work, thereby reducing the power consumption of the motor.

[0089] In a design, such as Figure 5 As shown, the intake control system 100 provided in this application embodiment also includes an air filter 113 and a second intercooler 114.

[0090] Air filter 113 is connected to the air inlet of air compressor 106. Air filter 113 is used to filter air.

[0091] The air inlet of the second intercooler 114 is connected to the air outlet of the pressure stabilizing tank 110, and the air outlet of the second intercooler 114 is connected to the air inlet of the exhaust gas recirculation pump 101.

[0092] In a design, such as Figure 5 As shown, engine 200 is connected to engine controller 400.

[0093] In some embodiments, the intake controller 105 interacts with the engine controller 400. The intake controller 105 receives signals and control commands from the engine controller 400, and sends information and control commands to the engine controller 400.

[0094] Furthermore, the intake control system provided in this application embodiment can flexibly adjust the total intake air volume, exhaust gas recirculation rate, and / or intake pressure ratio of the engine 200. This allows for further exploration of the engine's thermal efficiency limits using a single intake control system, improves bench testing capabilities and verification efficiency, and reduces testing costs.

[0095] Based on this, an intake control method provided in this application embodiment is applied to the above-mentioned intake control system 100, such as... Figure 6 The intake control method includes: S601-S603.

[0096] S601 and intake controller 105 respectively obtain the exhaust gas recirculation rate and the total intake air volume of engine 200.

[0097] In some embodiments, the intake controller 105, upon determining the current operating condition, acquires the exhaust gas recirculation rate and the total intake volume of the engine 200 based on the previous operating condition.

[0098] In other embodiments, the intake controller 105 receives the exhaust gas recirculation rate and the total intake air volume of the engine 200 from the vehicle controller, thereby obtaining the exhaust gas recirculation rate and the total intake air volume of the engine 200.

[0099] S602, the intake controller 105 determines the first flow rate, the second flow rate, and the third flow rate based on the exhaust gas recirculation rate and the total intake volume.

[0100] Wherein, the first flow rate is the intake air volume through the first flow meter 102, the second flow rate is the intake air volume through the second flow meter 103, and the third flow rate is the output air volume of the exhaust gas recirculation pump 101. The difference between the fourth flow rate and the second flow rate is within a first preset range, and the fourth flow rate is the sum of the first flow rate and the third flow rate. The flow ratio and the exhaust gas recirculation rate are within a second preset range, and the flow ratio is the ratio of the third flow rate to the second flow rate.

[0101] In some embodiments, the intake controller 105, upon acquiring the exhaust gas recirculation rate and the total intake air volume of the engine 200, determines a second flow rate based on the total intake air volume of the engine 200. Further, the intake controller 105 determines a first flow rate and a third flow rate based on the second flow rate and the exhaust gas recirculation rate.

[0102] For example, with an exhaust gas recirculation rate of 25% and an intake volume of 1m³ for engine 200. 3 Taking / h as an example, the intake controller 105 determines the second flow rate to be 1m³ / h. 3 / h, the first flow rate is 0.75m 3 / h and the third flow rate is 0.25m 3 / h.

[0103] S603, the intake controller 105 controls the opening of the throttle valve 104 based on the first flow rate and controls the output of the exhaust gas recirculation pump 101 based on the third flow rate.

[0104] In some embodiments, when the intake controller 105 determines a first flow rate, it generates a first opening command based on the first flow rate and sends the first opening command to the throttle valve 104 to control the opening of the throttle valve 104. Further, when the intake controller 105 determines a third flow rate, it generates a second opening command based on the third flow rate and sends the second opening command to the exhaust gas recirculation pump 101 to control the flow rate of the exhaust gas recirculation pump 101.

[0105] For example, with a first flow rate of 0.75m... 3 / h and the third flow rate is 0.25m 3 Taking / h as an example, the intake controller 105 sends a first opening command to the throttle valve 104 to control the flow rate through the throttle valve 104 to be 0.75m³ / h. 3 / h. The intake controller 105 sends a second opening command to the exhaust gas recirculation pump 101 to control the flow rate through the exhaust gas recirculation pump 101 to be 0.25m³ / h. 3 / h.

[0106] It should be noted that, in order to avoid continuous adjustments during the adjustment process, the intake controller 105 will no longer make adjustments when the second flow rate is close to the total intake air volume of the engine 200 and the flow rate ratio is close to the exhaust gas recirculation rate.

[0107] For example, the total intake air volume of engine 200 is 1m³. 3 Taking a flow rate of 0.99 m³ / h and an exhaust gas recirculation rate of 25% as an example, if the first flow rate is 0.99 m³ / h... 3 If the flow rate is 0.249% per hour, the intake controller 105 will not adjust the opening of the valve 104 or the output volume of the exhaust gas recirculation pump 101.

[0108] In some embodiments, the intake controller 105 adjusts the air flow rate of the air compressor 106 by adjusting the speed of the motor 107, and determines that the air flow rate of the air compressor 106 is greater than the total intake air volume of the engine 200.

[0109] It is understood that the intake control method provided in this application embodiment can flexibly adjust the exhaust gas recirculation rate and ensure the stability of the exhaust gas recirculation rate and the total intake air volume of the engine 200 by monitoring the first flow meter 102 and the second flow meter 103.

[0110] In some embodiments, the intake control method provided in this application further includes: S604-S605.

[0111] S604, the intake controller 105 obtains the target intake pressure ratio and the current pressure value.

[0112] The current pressure value is measured by the second sensor 109.

[0113] In some embodiments, the intake controller 105 determines the target intake pressure ratio based on the current operating conditions of the vehicle and receives a detection signal sent by the second sensor 109 to determine the current intake pressure value of the engine 200.

[0114] In some embodiments, the intake pressure ratio is controlled within a preset adjustment range by the air compressor 106.

[0115] For example, the preset adjustment range is 1-2.2.

[0116] S605, the intake controller 105 determines the torque and speed of the motor 107 based on the target intake pressure ratio and the current pressure value, so that the difference between the pressure value measured by the second sensor 109 and the pressure value corresponding to the target intake pressure ratio is within a third preset range.

[0117] In some embodiments, the intake controller 105 determines the pressure value corresponding to the target intake pressure ratio based on the target intake pressure ratio, and determines whether the pressure value corresponding to the target intake pressure ratio is greater than the current pressure value. If the pressure value corresponding to the target intake pressure ratio is greater than the current pressure value, a first control command is generated based on the difference between the pressure value corresponding to the target intake pressure ratio and the current pressure value. Further, the intake controller 105 sends the first control command to the motor 107 to instruct the motor 107 to increase its rotational speed and / or torque, thereby ensuring that the difference between the air pressure value passing through the second sensor 109 and the pressure value corresponding to the target intake pressure ratio is within a third preset range.

[0118] If the pressure value corresponding to the target intake pressure ratio is less than the current pressure value, a second control command is generated based on the difference between the current pressure value and the pressure value corresponding to the target intake pressure ratio. Further, the intake controller 105 sends the second control command to the pressure relief valve 111, causing the pressure relief valve 111 to increase its opening to release pressure, thereby ensuring that the difference between the air pressure value passing through the second sensor 109 and the pressure value corresponding to the target intake pressure ratio is within a third preset range.

[0119] It is understood that the intake control method provided in this application embodiment controls the flow rate of fresh air through the throttle valve 104 and adjusts the pressure of fresh air through the air compressor 106, thereby achieving independent control of the intake volume and intake pressure ratio to meet the different intake requirements of the engine 200 under different operating conditions.

[0120] To illustrate the intake control system provided in the embodiments of this application, as follows: Figure 7 The diagram shows a schematic representation of an intake control system 100. The intake controller 105 is connected to the exhaust gas recirculation pump 101, a first flow meter 102, a second flow meter 103, a throttle body 104, a first sensor 108, a second sensor 109, a pressure relief valve 111, a motor 107, and an engine controller 400. The intake controller 105 receives detection signals from the first flow meter 102, the second flow meter 103, the first sensor 108, and the second sensor 109. The intake controller 105 sends control commands to the pressure relief valve 111, the motor 107, the throttle body 104, and the exhaust gas recirculation pump 101. The intake controller 105 interacts with the engine controller 400 via message exchange.

[0121] To better illustrate the intake control system provided in the embodiments of this application, as follows: Figure 8 The diagram shows the flow chart of the intake control method of the intake control system, including: S801-S804.

[0122] S801, the intake control system 100 is in standby mode.

[0123] Specifically, when the intake control system 100 enters standby mode, the motor 107 and air compressor 106 enter idle mode, and the exhaust gas recirculation pump 101 enters standby mode.

[0124] Understandably, if motor 107 were to operate directly, its speed would increase from 0 to its maximum speed of 18,000-20,000 rpm, potentially causing overcurrent or excessive mechanical friction. To avoid this, when motor 107 enters standby mode, it drives air compressor 106 to maintain an idle speed of 3,000-4,000 rpm, while pressure relief valve 111 remains fully open, and exhaust gas recirculation pump 101 enters standby preparation mode.

[0125] S802, intake controller 105 obtains the intake requirements of engine 200.

[0126] Among them, the intake air requirement includes at least one of the intake air pressure ratio, total intake air volume, and exhaust gas recirculation rate.

[0127] S803, the intake controller 105 generates target control commands based on the intake requirements of the engine 200.

[0128] S804, The intake control system 100 controls the intake control system 100 to enter the target working state according to the target control command.

[0129] In some embodiments, the intake control system 100 controls the motor 107, the exhaust gas recirculation pump 101, and the pressure relief valve 111 to enter a high-efficiency working state.

[0130] In some embodiments, the intake control system 100 controls the motor 107, the exhaust gas recirculation pump 101, and the pressure relief valve 111 to maintain an idling state.

[0131] To better illustrate the intake control system provided in the embodiments of this application, as follows: Figure 9 As shown, when the intake control system 100 enters the working state, the intake control system 100 controls the throttle valve 104, the motor 107, the exhaust gas recirculation pump 101 and the pressure relief valve 111 to enter the working state according to the intake demand of the engine. The flow chart of another intake control method of the intake control system is shown, including: S901-S906.

[0132] S901. Determine the target intake pressure ratio based on the target intake pressure value of engine 200 and the preset atmospheric intake pressure value.

[0133] In some embodiments, when the intake controller 105 acquires the target intake pressure value of the engine 200, it determines the target intake pressure ratio based on the target intake pressure value and a preset atmospheric intake pressure value.

[0134] The formula for determining the target intake pressure ratio is shown in Formula 3 below:

[0135] Where H is the target intake pressure ratio, PT is the target intake pressure value, and pE is the preset atmospheric intake pressure value.

[0136] For example, the preset atmospheric intake pressure is 101.325 kPa.

[0137] S902. The rotational speed of the air compressor 106 is obtained based on the target pressure ratio and the total intake air volume of the engine 200.

[0138] S903: The throttle opening is obtained based on the target intake pressure value and the total intake air volume of engine 200.

[0139] S904 performs proportional-integral-derivative control based on the intake pressure difference and the intake volume difference of the engine 200 to obtain the target speed of the motor 107 and the target opening of the throttle valve 104.

[0140] In some embodiments, the intake controller 105 determines the intake pressure difference based on the intake pressure value detected by the second sensor 109 and the target intake pressure value, and determines the intake volume difference of the engine 200 based on the intake flow rate detected by the second flow meter 103 and the total intake volume of the engine 200. Further, based on the intake pressure difference, PID control is performed to obtain the motor PID-adjusted speed, and the estimated motor speed is revised based on the motor PID-adjusted speed to obtain the target speed.

[0141] The throttle valve PID adjustment opening is obtained by PID control based on the intake air volume difference of engine 200, and the estimated throttle valve opening is revised based on the throttle valve PID adjustment opening to obtain the target opening.

[0142] S905. Based on the flow rate of the exhaust gas recirculation pump, obtain the current flow rate of the exhaust gas recirculation pump 101.

[0143] S906. Proportional-integral-derivative control is performed based on the gas mass difference between the first flow meter 102 and the second flow meter 103 to obtain the target flow rate of the waste gas recirculation pump 101.

[0144] In some embodiments, the flow rate of the exhaust gas recirculation pump 101 is determined based on the total intake air volume of the engine 200 and the exhaust gas recirculation rate. Further, proportional-integral-derivative control is performed based on the gas mass difference between the first flow meter 102 and the second flow meter 103 to obtain the target flow rate of the exhaust gas recirculation pump 101.

[0145] like Figure 10 As shown, this embodiment of the invention provides a vehicle, an engine, a power source, and an intake control system 100 as described in the above embodiment. The intake control system 100 is connected to the engine 200 and the power source 300, respectively. The motor 107 of the intake control system 100 is used to obtain electrical energy from the power source 300, and the intake control system 100 is used to control the intake volume of the engine 200.

Claims

1. An air intake control system characterized by, The intake control system is connected with the engine, and comprises an exhaust gas recirculation pump, a first flow meter, a second flow meter, a throttle valve, an intake controller and an air compressor; the intake control system is also connected with a power supply; the intake control system further comprises a motor; the intake control system further comprises a first sensor and a second sensor; An air inlet of the exhaust gas recirculation pump is connected with an air outlet of the engine, and an air outlet of the exhaust gas recirculation pump is connected with a first end of the second flow meter; An air outlet of the air compressor is connected with a first end of the first flow meter; An air inlet of the throttle valve is connected with a second end of the first flow meter, and air outlets of the throttle valve are respectively connected with the first end of the second flow meter and the air outlet of the exhaust gas recirculation pump; An air inlet of the engine is connected with a second end of the second flow meter; The intake controller is connected with the first flow meter, the second flow meter, the throttle valve and the exhaust gas recirculation pump respectively; The motor is connected with the air compressor, the intake controller and the power supply respectively, and is used for controlling operation of the air compressor; The intake controller is connected with the first sensor and the second sensor respectively; the first sensor is connected with the motor; the first sensor is used for sending a rotating speed and a torque of the motor to the intake controller; the second sensor is connected with a second end of the second flow meter; the second sensor is used for obtaining an intake pressure value of the engine and sending the intake pressure value to the intake controller; The intake controller is used for obtaining an exhaust gas recirculation rate and a total intake amount of the engine respectively; based on the exhaust gas recirculation rate and the total intake amount, a first flow, a second flow and a third flow are determined, and an opening degree of the throttle valve is controlled based on the first flow and an exhaust gas amount of the exhaust gas recirculation pump is controlled based on the third flow; The first flow is an intake amount passing through the first flow meter, the second flow is an intake amount passing through the second flow meter, the third flow is an exhaust gas amount of the exhaust gas recirculation pump, a fourth flow is within a first preset range with respect to a difference value of the second flow, the fourth flow is a sum of the first flow and the third flow, a flow ratio is within a second preset range with respect to the exhaust gas recirculation rate, and the flow ratio is a ratio of the third flow to the second flow; The intake controller is further used for obtaining a target intake pressure ratio and a current pressure value; the current pressure value is measured by the second sensor; based on the target intake pressure ratio and the current pressure value, a torque and a rotating speed of the motor are determined, so that a difference value between a pressure value measured by the second sensor and a pressure value corresponding to the target intake pressure ratio is within a third preset range.

2. The intake control system according to claim 1, characterized by, The intake control system further comprises a pressure stabilizing tank; An air inlet of the pressure stabilizing tank is connected with an air outlet of the engine, and an air outlet of the pressure stabilizing tank is connected with an air inlet of the exhaust gas recirculation pump.

3. The intake control system of claim 1, wherein The intake control system further comprises a pressure relief valve and an intercooler; The air inlet of the intercooler is connected with the air outlet of the air compressor, and the air outlet of the intercooler is connected with the first end of the first flowmeter and the air inlet of the pressure relief valve respectively; The air outlet of the pressure relief valve is connected with the air inlet of the air compressor; The pressure relief valve is connected with the air inlet controller.

4. The intake control system of claim 1, wherein The air inlet control system further comprises an air filter; The air filter is connected with the air inlet of the air compressor, and the air filter is used for filtering air.

5. An air intake control method characterized by, The method is applied to the air inlet control system as claimed in any one of claims 1-4, and the method comprises: The air inlet controller acquires an exhaust gas recirculation rate and a total air intake of the engine respectively; The air inlet controller determines a first flow, a second flow and a third flow based on the exhaust gas recirculation rate and the total air intake, and controls the opening degree of the throttle valve based on the first flow and controls the air outlet amount of the exhaust gas recirculation pump based on the third flow; the first flow is the air intake amount through the first flowmeter, the second flow is the air intake amount through the second flowmeter, the third flow is the air outlet amount of the exhaust gas recirculation pump, the fourth flow is within a first preset range from the difference between the second flow, the fourth flow is the sum of the first flow and the third flow, and a flow ratio is within a second preset range from the exhaust gas recirculation rate, the flow ratio is the ratio of the third flow to the second flow; The air inlet controller acquires a target air intake pressure ratio and a current pressure value; the current pressure value is measured by the second sensor; The air inlet controller determines the torque and the rotating speed of the motor based on the target air intake pressure ratio and the current pressure value, so that the difference between the pressure value measured by the second sensor and the pressure value corresponding to the target air intake pressure ratio is within a third preset range.

6. The intake control method according to claim 5, characterized by, The method is applied to the air inlet control system as claimed in claim 3, and the method further comprises: If the pressure value corresponding to the target air intake pressure ratio is less than the current pressure value, the air inlet controller controls the pressure relief valve to open, so that the pressure relief valve releases the compressed gas and discharges the gas into the air compressor.

7. A vehicle characterized by comprising: The air inlet control system is connected with the engine and the power supply respectively; the motor of the air inlet control system is used for acquiring electric energy from the power supply, and the air inlet control system is used for controlling the air intake amount of the engine. The air inlet control system is connected with the engine and the power supply respectively; the motor of the air inlet control system is used for acquiring electric energy from the power supply, and the air inlet control system is used for controlling the air intake amount of the engine.

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