Engine, engine control system, and vehicle

Abstract

This invention relates to an engine, an engine control system, and a vehicle. The engine includes: a hydraulic drive assembly with an inlet and an outlet, the inlet receiving a drive medium from the engine's main oil passage, the hydraulic drive assembly compressing the drive medium, and the outlet outputting the compressed drive medium; and a valve drive assembly with an inlet connected to the outlet to receive the compressed drive medium, the valve drive assembly driving the valve assembly to move under the action of the compressed drive medium. The engine provided in this application controls valve lift by controlling the pressure of the drive medium, achieving flexible and controllable valve movement, resulting in higher braking efficiency and braking power.

Description

Technical Field

[0001] This invention relates to the field of engine technology, and in particular to engines, engine control systems, and vehicles. Background Technology

[0002] With the automotive industry placing greater emphasis on vehicle safety and the requirements of national laws and regulations, the adoption of auxiliary braking devices in commercial vehicles has become an inevitable trend. Auxiliary braking devices apply braking force to the drive axle wheels in a non-contact manner, reducing the usage time and frequency of service brakes, decreasing safety accidents caused by brake fade, effectively improving vehicle braking safety, and enabling vehicles to achieve higher controllable downhill speeds, thereby improving vehicle operating efficiency. Based on the location of the braking force application, they can be divided into two categories: one where the braking force acts on the engine, with the power supply device acting as an air compressor for vehicle braking; and another where the braking force acts on the vehicle's transmission system, mainly consisting of electric eddy current retarders and hydraulic retarders.

[0003] Existing vehicle auxiliary braking methods place high demands on drivers and are difficult to operate. They rely entirely on the driver to control the vehicle's braking and auxiliary braking in combination based on the vehicle's operating conditions, making it difficult to achieve the ideal vehicle speed and deceleration effect and failing to leverage auxiliary braking to reduce reliance on the service brake. Summary of the Invention

[0004] Therefore, it is necessary to provide an engine, an engine control system, and a vehicle to address the aforementioned technical problems and improve vehicle braking power.

[0005] This application provides an engine, the engine comprising:

[0006] A hydraulic drive assembly includes an inlet and an outlet. The inlet is used to receive the drive medium from the main oil passage of the engine. The hydraulic drive assembly is used to compress the drive medium. The outlet is used to output the compressed drive medium.

[0007] A valve drive assembly includes a liquid inlet connected to a liquid outlet to receive the compressed drive medium. The valve drive assembly is used to drive the valve assembly to move under the action of the compressed drive medium.

[0008] In one embodiment, the valve actuation assembly includes an intake valve actuation assembly and an exhaust valve actuation assembly; wherein,

[0009] The intake valve drive assembly includes a first liquid inlet, which is connected to the liquid outlet to receive the compressed drive medium. The intake valve drive assembly is used to drive the intake valve of the valve assembly to move under the action of the compressed drive medium.

[0010] The exhaust valve drive assembly includes a second liquid inlet, which is connected to the liquid outlet to receive the compressed drive medium. The exhaust valve drive assembly is used to drive the exhaust valve of the valve assembly to move under the action of the compressed drive medium.

[0011] In one embodiment, the engine further includes a valve assembly comprising an intake valve and an exhaust valve; wherein,

[0012] The intake valve is connected to the intake valve drive assembly, and the intake valve is used to move under the drive of the intake valve drive assembly to change the opening degree of the intake valve.

[0013] The exhaust valve is connected to the exhaust valve drive assembly, and the exhaust valve is used to move under the drive of the exhaust valve drive assembly to change the opening degree of the exhaust valve.

[0014] In one embodiment, within a crankshaft rotation angle of 360 degrees, the engine sequentially includes an intake stroke phase and an exhaust stroke phase; during the intake stroke phase, the intake valve is opened by the intake valve drive assembly; and during the later part of the intake stroke phase and the exhaust stroke phase, the exhaust valve is opened by the exhaust valve drive assembly.

[0015] In one embodiment, the valve drive assembly further includes a solenoid valve and a hydraulic piston; wherein the solenoid valve is used to control the opening and closing between the inlet and outlet, and the hydraulic piston is used to move under the action of the compressed drive medium to drive the valve assembly.

[0016] In one embodiment, the engine further includes a drive pipe connected to the liquid outlet and the liquid inlet, respectively, and located on the engine cylinder head. The drive pipe is used to store the compressed drive medium.

[0017] This application also provides an engine control system, the engine control system comprising:

[0018] The engine described in any of the above embodiments;

[0019] A pressure detection module is connected to the engine's drive pipe and is used to obtain pressure measurement values ​​within the drive pipe.

[0020] The accumulator module is connected to the liquid outlet of the engine and the drive pipe respectively, and is used to store the compressed drive medium;

[0021] The control module is connected to the pressure detection module and the accumulator module respectively, and is used to control the on / off state between the accumulator module, the liquid outlet, and the drive pipeline according to the pressure measurement value, so as to control the pressure in the drive pipeline through the accumulator module.

[0022] In one embodiment, the engine control system further includes:

[0023] A metering module, connected to the hydraulic drive assembly, is used to obtain the capacity value of the drive medium within the hydraulic drive assembly.

[0024] The control module is also connected to the metering module, and the control module is also used to control the volume of the driving medium entering the hydraulic drive assembly from the main oil passage of the engine according to the capacity value.

[0025] In one embodiment, the engine control system further includes a hydraulic supply module for compressing liquid fuel to drive the liquid fuel into the engine's common rail fuel system; wherein the liquid fuel is different from the driving medium.

[0026] In one embodiment, the control module is further configured to acquire vehicle information when the vehicle is in an assisted braking state, calculate the braking power required for the vehicle to reach the target speed based on the vehicle information, and control the engine to output the braking power based on the braking power.

[0027] This application also provides a vehicle that includes the engine or engine control system described in any of the above embodiments.

[0028] The aforementioned engine, engine control system, and vehicle include an engine comprising a hydraulic drive assembly and a valve drive assembly. The hydraulic drive assembly compresses a drive medium and uses the compressed drive medium to drive the valve drive assembly to move, thereby controlling the valve lift. This ensures that the engine cylinder pressure braking output provides equivalent braking power, achieving effective control of the vehicle's braking power and consequently controlling the vehicle's operating speed. Compared to related technologies that use a cam structure for engine-assisted braking, the hydraulic drive assembly and valve drive assembly provided in this application constitute a camless valve train. By controlling the pressure of the drive medium to control the valve lift, flexible and controllable valve operation is achieved, resulting in higher braking efficiency and braking power. Attached Figure Description

[0029] Figure 1 A schematic diagram of the engine structure provided in one embodiment;

[0030] Figure 2 A schematic cross-sectional view of an exhaust valve drive assembly provided in one embodiment;

[0031] Figure 3 A cross-sectional structural schematic diagram of a valve assembly provided in one embodiment;

[0032] Figure 4 A schematic diagram of the engine brake valve profile provided in one embodiment;

[0033] Figure 5 A schematic diagram illustrating the relationship between braking power and exhaust valve opening phase in one embodiment;

[0034] Figure 6 A schematic diagram illustrating the relationship between braking power and intake valve opening phase, provided for one embodiment;

[0035] Figure 7 A structural block diagram of an engine control system provided in one embodiment.

[0036] Explanation of reference numerals in the attached figures:

[0037] 1-Oil inlet, 2-High-pressure oil pipe, 3-Oil metering module, 4-High-pressure pump, 5-Pressure sensor, 6-Oil pump, 7-Accumulator, 8-High-pressure oil pipe, 9-Oil rail, 10-High-pressure oil pipe, 11-Exhaust valve drive assembly, 12-Intake valve drive assembly, 13-High-pressure oil pipe, 14-Pressure relief valve, 15-Valve assembly, 701-Brake switch, 702-VCU, 703-Vehicle speed sensor, 704-Slope sensor, 705-Transmission, 706-ECU, 707-Engine speed sensor, 708-Intake and exhaust valves. Detailed Implementation

[0038] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0039] Auxiliary braking includes engine braking, electric eddy current retarders, and hydraulic retarders. Among them, engine braking mainly includes exhaust braking, bleed-out braking, and compression-release braking. Exhaust braking and bleed-out braking were early braking methods, with low braking torque and good performance at low vehicle speeds and high engine speeds. However, their braking torque was poor at medium and high vehicle speeds and low engine speeds, and they were gradually phased out. The current mainstream engine braking technology is four-stroke compression-release braking, which has a significant advantage in power compared to exhaust and bleed-out braking. However, the braking power is still greatly affected by engine speed. Upgraded two-stroke and 1.5-stroke in-cylinder compression braking have greatly enhanced power, comparable to hydraulic retarders, but they are complex in structure and expensive, and there are no cases of mass application yet.

[0040] Eddy current retarders utilize electromagnetic principles, where a magnetic field generates resistance on the rotor, thus providing braking torque that is transmitted to the wheels via the transmission system to limit the vehicle's speed. Eddy current retarders have linearly adjustable torque with a wide braking torque range and short response time. However, they are heavy and, during prolonged operation, the braking heat cannot be dissipated in time, leading to temperature increases, significant demagnetization of the excitation coil, and a substantial reduction in braking torque.

[0041] Hydraulic retarders rely on the impact of fluid to generate resistance torque, which is transmitted to the wheels through the transmission system to slow the vehicle down. The heat of the fluid is dissipated by the engine's water cooling system. Hydraulic retarders can operate for extended periods without heat fade, provide high braking power, and enable cruise control on downhill slopes in constant speed mode. However, they are relatively bulky, have noticeable delays in response and disengagement, and lack sufficient braking torque at low speeds, placing higher demands on the vehicle's overall cooling system.

[0042] All of the above-mentioned auxiliary braking methods have drawbacks. In view of this, this application provides an engine, an engine control system, and a vehicle to reduce the use of service brakes, simplify braking operations, and achieve high-power braking of the vehicle.

[0043] In one embodiment, such as Figure 1 As shown, an engine is provided, which includes a hydraulic drive assembly and a valve drive assembly.

[0044] The hydraulic drive assembly includes an inlet and an outlet. The inlet receives the drive medium from the engine's main oil passage, and the hydraulic drive assembly compresses the drive medium. The outlet outputs the compressed drive medium. The hydraulic drive assembly can be any device capable of conveying or pressurizing fluid; this application does not limit its capabilities. For example, the hydraulic drive assembly can be a high-pressure pump. The drive medium can be any suitable medium; this application does not limit its capabilities. For example, the drive medium can be engine oil, and correspondingly, the hydraulic drive assembly can be an oil pump. For better understanding, in this embodiment, an oil pump 6 is used as an example of the hydraulic drive assembly. The oil pump 6... Figure 1 As shown.

[0045] The valve drive assembly includes a liquid inlet, which is connected to the liquid outlet of the hydraulic drive assembly to receive compressed drive medium. The valve drive assembly is used to drive the valve assembly to move under the action of the compressed drive medium. The valve assembly's function is to input air into the engine and exhaust combustion gases. Optionally, the valve drive assembly may include an exhaust valve drive assembly 11 and an intake valve drive assembly 12, wherein the exhaust valve drive assembly 11 is used to expel combustion gases from the engine cylinder, and the intake valve drive assembly 12 is used to input air into the engine cylinder.

[0046] The engine provided in the above embodiments uses a hydraulic drive assembly to compress the drive medium and drive the valve drive assembly to move, thereby controlling the valve lift and enabling the engine cylinder pressure braking output to output equivalent braking power. This achieves effective control of the vehicle's braking power and, consequently, the vehicle's operating speed. Compared to the cam structure used in related technologies for engine-assisted braking, the hydraulic drive assembly and valve drive assembly provided in this application constitute a camless valve train. By controlling the pressure of the drive medium to control the valve lift, the valve becomes flexible and controllable, resulting in higher braking efficiency and braking power.

[0047] Please continue reading. Figure 1 In one embodiment, the valve actuation assembly includes an intake valve actuation assembly 12 and an exhaust valve actuation assembly 11 (see also...). Figure 2 ).

[0048] The intake valve drive assembly 12 includes a first liquid inlet, which is connected to the liquid outlet of the hydraulic drive assembly to receive the compressed drive medium. The intake valve drive assembly is used to drive the intake valve of the valve assembly to move under the action of the compressed drive medium.

[0049] The exhaust valve drive assembly 11 includes a second liquid inlet, which is connected to the liquid outlet of the hydraulic drive assembly to receive the compressed drive medium. The exhaust valve drive assembly is used to drive the exhaust valve of the valve assembly to move under the action of the compressed drive medium.

[0050] The engine provided in the above embodiments includes an intake valve drive assembly and an exhaust valve drive assembly, which independently drive the intake valve and the exhaust valve, respectively, thereby realizing independent control of the engine's intake valve and exhaust valve, further improving the effective control of valve lift to meet the engine's auxiliary braking power requirements.

[0051] See Figure 1 and Figure 3 In one embodiment, the engine further includes a valve assembly 15. The valve assembly 15 may include an intake valve and an exhaust valve.

[0052] The intake valve is connected to the intake valve drive assembly 12. The intake valve moves under the drive of the intake valve drive assembly 12 to change the opening degree of the intake valve, or in other words, to change the lift of the intake valve. The function of the intake valve is to draw air into the engine and mix it with fuel for combustion.

[0053] The exhaust valve is connected to the exhaust valve drive assembly 11. The exhaust valve moves under the drive of the exhaust valve drive assembly 11 to change the opening degree of the exhaust valve, or in other words, to change the lift of the exhaust valve. The function of the exhaust valve is to discharge the exhaust gas after combustion and dissipate heat.

[0054] The engine provided in the above embodiments includes a hydraulic drive assembly, a valve drive assembly, and a valve assembly. The hydraulic drive assembly compresses the drive medium and uses the compressed drive medium to drive the intake valve drive assembly and the exhaust valve drive assembly, thereby driving the intake valve and the exhaust valve to move respectively, controlling the valve timing. By controlling the pressure of the drive medium, the valve lift is controlled, thereby achieving effective control of the engine braking power to assist vehicle braking, reduce the use of the vehicle service brake, and improve vehicle braking efficiency and braking power.

[0055] Please continue reading. Figure 1 In one embodiment, within a crankshaft rotation angle of 360 degrees, the engine sequentially includes an intake stroke, a compression stroke, a power stroke, and an exhaust stroke.

[0056] During the intake stroke, the intake valve opens under the drive of the intake valve drive assembly 12. Specifically, during the intake stroke, the hydraulic drive assembly compresses the drive medium from the main oil passage, and the intake valve drive assembly 12 moves under the action of the compressed drive medium to open the intake valve. Taking the oil pump 6 as an example, during the intake stroke, the oil pump 6 compresses and pressurizes the oil from the main oil passage, and the intake valve drive assembly 12 moves under the action of the high-pressure oil to open the intake valve.

[0057] During the later stages of the intake stroke and the exhaust stroke, the exhaust valve opens under the drive of the exhaust valve drive assembly. Specifically, during the later stages of the intake stroke and the exhaust stroke, the hydraulic drive assembly compresses the drive medium from the main oil passage, and the exhaust valve drive assembly moves under the action of the compressed drive medium to open the exhaust valve. Taking the oil pump 6 as an example, during the later stages of the intake stroke and the exhaust stroke, the oil pump 6 compresses and pressurizes the oil from the main oil passage, and the exhaust valve drive assembly 11 moves under the action of the high-pressure oil to open the exhaust valve.

[0058] In other words, within one engine cycle, i.e., a crankshaft rotation angle of 720 degrees, the intake valve opens and closes twice, and the exhaust valve opens and closes four times. Compared to related technologies such as 4-stroke braking (intake and exhaust valves open once within 720 degrees) and 2-stroke braking (intake and exhaust valves open twice within 720 degrees), this solution opens the exhaust valve in the later stage of the intake stroke, which can increase the intake volume and improve braking efficiency and braking power.

[0059] See Figure 4 , Figure 4A schematic diagram of the engine brake valve profile is provided. (For example...) Figure 4 As shown, the variable valve engine provided in this application can achieve multi-stroke braking. The engine provided in this application is not limited to... Figure 4 The described braking method ensures that the opening and closing times, valve lift, and valve opening duration of each cylinder's intake and exhaust valves are independently and continuously controllable. Figure 4 In the diagram, the dashed lines represent the intake and exhaust valve profiles, solid line one represents the pressure difference between the exhaust throat and the engine cylinder pressure (i.e., differential pressure), and solid line two represents the cylinder pressure (i.e., cylinder pressure). As shown in the diagram, within one engine cycle (720 degrees crankshaft rotation), the solution provided in this application can achieve two intake valve openings and four exhaust valve openings. Compared to the 4-stroke and 2-stroke braking methods in related technologies, braking efficiency and power are significantly improved. Furthermore, the pressure difference between the exhaust throat and the cylinder pressure is lower than in related technologies, which is beneficial for controlling the exhaust valve opening time. The peak cylinder pressure is lower than in related technologies. Because this application achieves higher braking power through lower cylinder pressure, its peak cylinder temperature is also lower than that of the 2-stroke scheme where the exhaust valve opens after top dead center, effectively improving the reliability of the fuel injector head during engine braking.

[0060] In one embodiment, the valve actuation assembly further includes a solenoid valve and a hydraulic piston. The solenoid valve controls the connection between the inlet of the valve actuation assembly and the outlet of the hydraulic actuation assembly. The hydraulic piston moves under the action of the compressed driving medium to actuate the valve assembly.

[0061] Optionally, the valve actuation assembly includes an intake valve actuation assembly and an exhaust valve actuation assembly. The intake valve actuation assembly includes a first solenoid valve and a first hydraulic piston. The first solenoid valve controls the connection between the first inlet of the intake valve actuation assembly and the outlet of the hydraulic actuation assembly. The first hydraulic piston moves under the action of the compressed driving medium to actuate the intake valve.

[0062] The exhaust valve drive assembly includes a second solenoid valve and a second hydraulic piston. The second solenoid valve controls the connection between the second inlet of the exhaust valve drive assembly and the outlet of the hydraulic drive assembly. The second hydraulic piston moves under the action of the compressed drive medium to actuate the exhaust valve.

[0063] The engine provided in the above embodiment controls the flow of the driving medium through a solenoid valve, pushes the valve assembly to move through a hydraulic piston, controls the valve timing, controls the valve lift by controlling the pressure of the driving medium, thereby controlling the amount of air in the cylinder to control the output of different braking power, realize engine-assisted braking, and improve the vehicle's braking power and braking efficiency.

[0064] Please continue reading. Figure 1 In one embodiment, the engine further includes a drive pipe connected to the outlet of the hydraulic drive assembly and the inlet of the valve drive assembly. The drive pipe is located on the engine cylinder head and is used to store the compressed drive medium. Compared to the cam structure used in related technologies for engine braking, this application installs a drive pipe at the position of the safety valve camshaft on the cylinder head surface, further enabling control of the drive medium pressure and achieving flexible control of valve lift. Figure 1 As shown, the driving medium is engine oil, and the driving pipeline can be the oil rail 9. There are no restrictions on the type of driving pipeline.

[0065] Optionally, in addition to intake and exhaust valves, the valve assembly can also be matched with suitable valve springs, valve bridges, and other components according to the characteristics of hydraulic system dynamics and kinematics. The valve assembly, valve bridge, and valve-driven piston move as a whole, and the valve profile can be matched according to the engine's functional requirements.

[0066] Optionally, the engine may also include components such as the engine cylinder head and cylinder block, which, while ensuring basic functions, can be adapted to the camless structure for arrangement and installation, and can be modified accordingly.

[0067] Based on the engine provided in the above embodiments, this application also provides an engine control system. Please continue reading. Figure 1 The engine control system includes the engine, pressure detection module, pressure accumulator module, and control module provided in any of the above embodiments. The specific structure of the engine can be found in the relevant content of the above embodiments, and will not be repeated here.

[0068] The pressure detection module is connected to the engine's drive pipe and is used to acquire pressure measurements within the drive pipe. The pressure detection module can be any device with pressure detection functionality; no limitations are imposed here. For example, the pressure detection module can be a pressure sensor 5, such as... Figure 1 As shown.

[0069] The accumulator module is connected to the outlet of the engine's hydraulic drive assembly and the engine's drive pipes, respectively. The accumulator module stores the compressed drive medium. The accumulator module can be any device capable of storing the drive medium; no limitation is made here. For example, the accumulator module can be an accumulator 7, such as... Figure 1 As shown.

[0070] The control module is connected to the pressure detection module and the accumulator module respectively. The control module is used to control the on / off state between the accumulator module and the outlet of the hydraulic drive component and the drive pipeline based on the pressure measurement value obtained by the pressure detection module, so as to control the pressure in the drive pipeline through the accumulator module. Figure 1 The control module is not shown.

[0071] Optionally, the control module can also compare the pressure measurement value with a preset threshold. If the pressure measurement value is greater than a first preset threshold, the connection between the accumulator module and the drive pipe can be disconnected, stopping the supply of compressed drive medium to the drive pipe to reduce the pressure within the drive pipe. If the pressure measurement value is less than a second preset threshold, the connection between the accumulator module and the drive pipe can be opened, allowing the accumulator module to supply compressed drive medium to the drive pipe to increase the pressure within the drive pipe. The first preset threshold is greater than the second preset threshold. During this process, the connection between the accumulator module and the outlet of the hydraulic drive component can remain open. When the accumulator module stops supplying drive medium to the drive pipe, it can store the drive medium. In practical applications, appropriate settings can be made according to specific application scenarios, without any limitations. Optionally, the control module may include a vehicle control unit, an electronic control unit, etc., without any limitations.

[0072] The engine control system provided in the above embodiments includes an engine, a pressure detection module, a pressure accumulator module, and a control module. The pressure detection module detects the pressure in the engine's drive pipe in real time, and the pressure accumulator module and the control module control the pressure in the drive pipe to achieve closed-loop control of the pressure in the pipe. This enables flexible and controllable valve operation, allowing for accurate control of engine braking power, assisting vehicle braking, and improving vehicle braking efficiency.

[0073] Please continue reading. Figure 1 In one embodiment, the engine control system may further include a metering module 3 connected to the hydraulic drive assembly. The metering module 3 is used to acquire the volume value of the drive medium within the hydraulic drive assembly. A control module is also connected to the metering module 3 and is used to control the volume of the drive medium entering the hydraulic drive assembly from the engine's main oil passage based on the volume value. This control module controls the amount of drive medium entering the hydraulic drive assembly, thereby controlling the pressure within the drive pipe to control valve lift and ultimately the engine's output braking power, improving the accuracy and reliability of engine auxiliary braking.

[0074] In one embodiment, the engine control system may further include a hydraulic supply module for compressing liquid fuel to drive it into the engine's common rail fuel system. The liquid fuel is different from the driving medium. For example, the liquid fuel is diesel fuel, the driving medium is engine oil, and the hydraulic supply module can be a diesel pump.

[0075] Optionally, the engine control system may include two hydraulic supply modules, two hydraulic drive components, or three hydraulic drive components. Optionally, each hydraulic supply module and each hydraulic drive component can be integrated into a single hydraulic component, achieving module integration and saving space. For example, the engine control system includes a high-pressure pump comprising a 2-cylinder oil pump and a 2-cylinder diesel pump. The oil pump compresses oil and drives the intake and exhaust valve drive components with the compressed oil; the diesel pump supplies high-pressure diesel fuel to the engine's common rail fuel system.

[0076] In one embodiment, the control module is further configured to acquire vehicle information when the vehicle is in an assisted braking state, calculate the braking power required for the vehicle to reach the target speed based on the vehicle information, and control the engine to output braking power based on the braking power.

[0077] Vehicle information refers to all information related to the vehicle, including but not limited to vehicle type and vehicle status information. Vehicle type information refers to information related to the vehicle model, such as passenger car, commercial vehicle, train, etc. Vehicle status information refers to information related to the vehicle's status, including but not limited to vehicle speed, gradient, transmission information, and engine speed information, without any restrictions. The target vehicle speed can be determined based on the vehicle speed information, specifically obtained from the braking scenario, without any restrictions.

[0078] Optionally, the control module can output braking power by controlling the engine cylinder pressure. Specifically, the control module can also be connected to the hydraulic drive assembly and valve drive assembly. The control module coordinates the control of the engine cylinder pressure through various structures such as the hydraulic drive assembly, the intake valve drive assembly, the exhaust valve drive assembly, the accumulator module, and the metering module. By outputting equivalent braking power through engine cylinder pressure, the vehicle's operating speed can be controlled. Based on this, the vehicle can maintain a constant speed during braking, especially in braking scenarios on long downhill slopes. No driver pedal operation is required; engine-assisted braking can meet the braking needs, thereby reducing the use of the service brake, simplifying driving operations, alleviating driver workload, and further ensuring vehicle safety.

[0079] Furthermore, when the vehicle speed exceeds the target speed, engine cylinder pressure output braking can be increased to increase the engine's braking power, thereby reducing the vehicle speed. When the vehicle speed is below the target speed, engine cylinder pressure output braking can be reduced to decrease the engine's braking power, thereby increasing the vehicle speed. In practical applications, the engine's braking power can be adjusted in real time according to braking requirements to regulate vehicle speed and achieve comfortable driving.

[0080] Based on the engines and engine control systems provided in the above embodiments, this application also provides a vehicle that may include the engine or engine control system provided in any of the above embodiments. Specific descriptions of the engines and engine control systems can be found in the relevant above content and will not be repeated here.

[0081] To better understand, the engine and engine control system provided in this application will be described using the hydraulic drive component, specifically the oil pump, as an example.

[0082] like Figure 1 As shown, this mechanism uses engine lubricating oil as the hydraulic working medium. The high-pressure pump oil inlet 1 is located on the engine side end face and connected to the main oil passage. When the engine is working normally, the engine oil in the main oil passage passes through the oil inlet 1 and enters the high-pressure pump 4 through the high-pressure oil pipe 2. The high-pressure pump 4 is a dual-medium carrier, including a two-cylinder diesel pump and a two-cylinder oil pump 6. The engine features a two-cylinder diesel pump supplying high-pressure diesel fuel to the common rail fuel system. A two-cylinder oil pump 6 pressurizes the oil from the main oil passage. This high-pressure oil enters the accumulator 7 and flows through the high-pressure oil pipe 8 into the oil rail 9 on the top surface of the cylinder head. An oil metering module 3, in conjunction with an oil pressure sensor 5 and a control unit, implements closed-loop control of the rail pressure. The metering module 3 controls the amount of oil entering the oil pump and thus the pressure in the oil rail 9. High-pressure oil then flows through the high-pressure oil pipe 10 into the exhaust valve drive assembly 11, which drives the piston to push the valve assembly 15 for controllable movement. High-pressure oil also flows through the high-pressure oil pipe 13 into the intake valve drive assembly 12, where the hydraulic piston pushes the valve assembly. The on / off state of the high-pressure oil is controlled by a solenoid valve, controlling the valve timing. By controlling the oil pressure, the valve lift is controlled, achieving flexible and controllable valve movement. The engine also includes a pressure relief valve 14, which controls the pressure within the engine cylinders.

[0083] See Figure 5 and Figure 6 , Figure 5 and Figure 6 It provides the relationship between braking power and the opening of the exhaust valve and the intake valve at a certain speed. The bar graph represents braking power, and the line graph represents the maximum pressure.

[0084] Figure 5 The relationship between braking power and exhaust valve opening phase is shown. Figure 5 It can be seen that the braking power is greatly affected by the opening phase of the exhaust valve. When the opening phase is far from the top dead center, the braking power is lower. When the exhaust valve opens near the top dead center, the braking is the greatest.

[0085] Figure 6 The relationship between braking power and the intake valve opening phase is shown. Figure 6As can be seen, the braking power gradually increases as the intake valve opening is delayed, but there will be an inflection point. The delay in the intake valve opening has little impact on the braking power. The figure shows that at the same engine speed, different braking power can be output by controlling the opening time of the intake and exhaust valves, so that the braking power at different engine speeds can be adjusted.

[0086] See Figure 7 , Figure 7 A structural block diagram of an engine control system is provided. For example... Figure 7 As shown, the driver can determine whether to activate the auxiliary braking based on road conditions. For example, if the driver determines that the vehicle is on a long downhill section and needs to activate engine braking, the driver first downshifts to reduce speed and uses the vehicle's service brakes to control the vehicle to a low speed. For example, by activating the brake switch button 701 and releasing the accelerator, the vehicle control unit (VCU) 702 receives the braking demand signal and collects vehicle information, the vehicle speed signal from the speed sensor 703, the slope signal from the slope sensor 704, and the transmission shift signal from the gearbox 705. Based on the current vehicle speed and current vehicle information, it calculates the braking torque required by the tires. The electronic control unit (ECU) 706 of the engine control system receives the braking signal and braking torque, and the engine stops fuel injection and enters braking mode. The ECU 706 of the engine control system queries the valve timing parameters based on the speed signal obtained from the engine speed sensor 707 and the braking power demand, and controls the intake manifold absolute pressure sensor (MAP). The ECU 706 then issues commands to control the engine intake and exhaust valves 708 to operate according to the target parameters.

[0087] The engine, engine control system, and vehicle provided in this application can ensure that the vehicle operates at a constant speed in the low-speed range when going downhill, and perform closed-loop control based on the vehicle's operating speed. If the driver believes that the current speed is too fast, the driver can use the service brake to further reduce the speed. Then, the engine intake and exhaust valve control parameters are recalculated according to the above process, so that the vehicle can operate at the current speed controlled by the driver.

[0088] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0089] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0090] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

Claims

1. An engine, characterized in that, include: A hydraulic drive assembly includes an inlet and an outlet. The inlet is used to receive the drive medium from the main oil passage of the engine. The hydraulic drive assembly is used to compress the drive medium. The outlet is used to output the compressed drive medium. A valve drive assembly includes a liquid inlet connected to a liquid outlet to receive the compressed drive medium. The valve drive assembly is used to drive the valve assembly to move under the action of the compressed drive medium. A drive pipe, connected to the liquid outlet and the liquid inlet respectively, is located on the engine cylinder head and is used to store the compressed drive medium. A valve assembly, including an intake valve and an exhaust valve; the intake valve is connected to an intake valve drive assembly, and the intake valve is used to move under the drive of the intake valve drive assembly to change the opening degree of the intake valve; the exhaust valve is connected to an exhaust valve drive assembly, and the exhaust valve is used to move under the drive of the exhaust valve drive assembly to change the opening degree of the exhaust valve. The hydraulic drive assembly and the valve drive assembly constitute a camless valve train mechanism. The engine controls the valve lift of the valve assembly by controlling the pressure of the driving medium, so that the valve flexibility is controllable and the engine cylinder pressure braking output provides equivalent braking power. Within a crankshaft rotation angle of 360 degrees, the engine sequentially includes an intake stroke stage and an exhaust stroke stage. During the intake stroke, the intake valve opens under the drive of the intake valve drive assembly; During the later stage of the intake stroke and the exhaust stroke, the exhaust valve opens under the drive of the exhaust valve drive assembly to improve the braking power and braking efficiency; within the crankshaft rotation angle of 720 degrees of the engine, the intake valve opens and closes twice and the exhaust valve opens and closes four times.

2. The engine according to claim 1, characterized in that, The valve actuation assembly includes an intake valve actuation assembly and an exhaust valve actuation assembly; wherein... The intake valve drive assembly includes a first liquid inlet, which is connected to the liquid outlet to receive the compressed drive medium. The intake valve drive assembly is used to drive the intake valve of the valve assembly to move under the action of the compressed drive medium. The exhaust valve drive assembly includes a second liquid inlet, which is connected to the liquid outlet to receive the compressed drive medium. The exhaust valve drive assembly is used to drive the exhaust valve of the valve assembly to move under the action of the compressed drive medium.

3. The engine according to claim 1, characterized in that, The valve drive assembly further includes a solenoid valve and a hydraulic piston; wherein, the solenoid valve is used to control the opening and closing between the liquid inlet and the liquid outlet, and the hydraulic piston is used to move under the action of the compressed drive medium to drive the valve assembly.

4. An engine control system, characterized in that, The engine control system includes: The engine as described in any one of claims 1-3; A pressure detection module is connected to the engine's drive pipe and is used to obtain pressure measurement values ​​within the drive pipe. The accumulator module is connected to the liquid outlet of the engine and the drive pipe respectively, and is used to store the compressed drive medium; The control module is connected to the pressure detection module and the accumulator module respectively, and is used to control the on / off state between the accumulator module, the liquid outlet, and the drive pipeline according to the pressure measurement value, so as to control the pressure in the drive pipeline through the accumulator module.

5. The engine control system according to claim 4, characterized in that, The engine control system also includes: A metering module, connected to the hydraulic drive assembly, is used to obtain the capacity value of the drive medium within the hydraulic drive assembly. The control module is also connected to the metering module, and the control module is also used to control the volume of the driving medium entering the hydraulic drive assembly from the main oil passage of the engine according to the capacity value.

6. The engine control system according to claim 4, characterized in that, The engine control system further includes a hydraulic supply module for compressing liquid fuel to drive it into the engine's common rail fuel system; wherein the liquid fuel is different from the driving medium.

7. The engine control system according to claim 4, characterized in that, The control module is also used to acquire vehicle information when the vehicle is in auxiliary braking state, calculate the braking power required for the vehicle to reach the target speed based on the vehicle information, and control the engine to output the braking power based on the braking power.

8. A vehicle, characterized in that, This includes the engine as described in any one of claims 1-3 or the engine control system as described in any one of claims 4-7.

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