Engine air supply system control method, device and system
By controlling the opening of the air supply line and the dual waste gas bypass valves, the problem of deteriorated intake conditions in asymmetric turbocharging systems under high EGR rates was solved, achieving efficient EGR rate control and low fuel consumption performance of the engine under different operating conditions.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- WEICHAI POWER CO LTD
- Filing Date
- 2023-08-04
- Publication Date
- 2026-07-10
AI Technical Summary
In existing technologies, asymmetric turbocharging systems lead to deterioration of internal combustion engine intake conditions and increased fuel consumption at high EGR rates, making it difficult to achieve synergistic optimization of high EGR rate and low fuel consumption.
By controlling the air supply volume of the air supply line and the opening of the dual exhaust bypass valves, the intake air volume of the engine is adjusted to control the EGR rate and ensure engine performance. The electronic control unit obtains the EGR rate under the current operating conditions and adjusts the air supply volume and bypass valve opening as needed.
It achieves effective control of EGR rate under different operating conditions, ensuring engine performance and fuel economy, and reducing fuel consumption.
Smart Images
Figure CN116857059B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of engine control technology, and in particular to an engine air supply system control method, device and system. Background Technology
[0002] With increasingly stringent requirements for higher power density, lower fuel consumption, and emissions regulations for internal combustion engines, exhaust gas recirculation (EGR) technology has become widely used as a primary measure to reduce nitrogen oxides. However, due to limitations imposed by turbocharger matching and operating conditions, achieving a high EGR rate is difficult under certain engine operating conditions.
[0003] Existing technologies typically use asymmetric turbocharging to balance the relationship between high EGR rate and high fuel consumption.
[0004] However, traditional asymmetric turbocharging systems use a single wastegate valve, which is connected to the large passage of the volute. When the EGR valve is partially open, it will cause excessive pressure in the small passage of the asymmetric turbocharger volute, which will deteriorate the intake conditions of the internal combustion engine and lead to an increase in fuel consumption. Summary of the Invention
[0005] This application provides an engine air supply system control method, device, and system, which solves the problem that high EGR rate and high fuel consumption of engines cannot be solved in a coordinated manner by controlling and adjusting the air supply of the engine turbocharger system.
[0006] In a first aspect, embodiments of this application provide a method for controlling an engine air supply system.
[0007] The engine air supply system includes an electronic control unit, a turbocharger, an air supply pipeline, and a dual exhaust gas bypass valve; the turbocharger is connected to the engine's intake pipeline through the air supply pipeline; the turbocharger's exhaust pipeline is connected to the dual exhaust gas bypass valve.
[0008] Under normal operating conditions, the electronic control unit controls the supercharger to adjust the compressed air supply, and controls the supercharger to send compressed air into the engine's intake manifold through the supply line, and controls the opening of the dual exhaust bypass valve; the method is applied to the electronic control unit, including:
[0009] Obtain the exhaust gas recirculation (EGR) rate under the current operating conditions;
[0010] If the EGR rate under the current operating condition does not meet the preset EGR rate, the air supply volume of the air supply pipeline and the opening degree of the dual exhaust bypass valve are controlled to adjust the intake air volume of the engine.
[0011] In one possible design, the supercharging device includes an asymmetric flow turbine, the turbine's vortex end comprising a small flow channel and a large flow channel; the engine air supply system includes: a first EGR cooler, a first EGR valve, a first one-way valve, a second EGR cooler, a second EGR valve, a second one-way valve, and an intercooler; wherein the inlet of the first EGR cooler is connected to the engine's outlet pipe, and the outlet of the first EGR cooler is connected to the engine's inlet via the first EGR valve and the first one-way valve; the inlet of the second EGR cooler is connected to... The engine's exhaust pipe connects to the engine's intake pipe via the second EGR cooler's outlet port, which is connected to the engine's intake pipe through the second EGR valve and the second check valve. The intercooler's inlet connects to the turbocharger's outlet port and is also connected to the engine's intake pipe. The first EGR valve's inlet connects to the inlet port of the small flow channel, and the second EGR valve's inlet connects to the inlet port of the large flow channel. The first EGR cooler, the first EGR valve, and the first check valve form a first air supply line. The second EGR cooler, the second EGR valve, and the second check valve form a second air supply line. The engine air supply system includes: a third air supply line consisting of an intercooler; a first bleed valve and a second bleed valve; wherein the inlet of the first bleed valve is connected to the outlet line of the small flow channel of the asymmetric flow turbine, and the inlet of the second bleed valve is connected to the outlet line of the large flow channel of the asymmetric flow turbine; the first bleed valve and the second bleed valve form a dual exhaust gas bypass valve; controlling the air supply volume of the air supply line and the opening of the dual exhaust gas bypass valve to adjust the intake volume of the engine includes: acquiring the engine speed, the turbine inlet pressure of the large flow channel of the turbocharger, and the intake air of the engine. Pressure; control the opening of the first EGR valve to adjust the air supply volume of the first air supply line; if the engine speed is lower than the preset speed, control the closing of the second EGR valve; if the engine speed is higher than the preset speed, determine whether the pressure before the large flow channel of the supercharger is higher than the intake pressure of the engine; if the pressure before the large flow channel is higher than the intake pressure of the engine, control the opening of the second EGR valve to adjust the air supply volume of the second air supply line, and simultaneously control the opening of the first and second bleed valves to adjust the increased pressure of the supercharger, thereby adjusting the intake volume of the engine.
[0012] In one possible design, controlling the opening degree of the first vent valve and the second vent valve includes:
[0013] The exhaust gas flow rate entering the asymmetric flow channel turbine is obtained; if the exhaust gas flow rate decreases, the opening degree of the first vent valve and the second vent valve is controlled to decrease; if the exhaust gas flow rate increases, the opening degree of the first vent valve and the second vent valve is controlled to increase.
[0014] In one possible design, prior to obtaining the EGR rate of the current operating condition, the process includes: obtaining the output power and torque of the transmitter; and determining the current operating condition of the transmitter based on the output power and torque.
[0015] Secondly, embodiments of this application provide an engine air supply system control device, the engine air supply system including an electronic control unit, a turbocharger, an air supply pipeline and a dual exhaust gas bypass valve; the turbocharger is connected to the engine intake pipeline through the air supply pipeline; the exhaust pipeline of the turbocharger is connected to the dual exhaust gas bypass valve;
[0016] Under normal operating conditions, the electronic control unit controls the supercharger to adjust the compressed air supply, and controls the supercharger to send compressed air into the engine's intake manifold through the supply line, and controls the opening of the dual exhaust bypass valves; the device is applied to the electronic control unit and includes:
[0017] The acquisition module is used to obtain the exhaust gas recirculation (EGR) rate under the current operating conditions.
[0018] The control module is used to control the air supply volume of the air supply pipeline and the opening degree of the dual exhaust bypass valves if the EGR rate of the current operating condition does not meet the preset EGR rate, so as to adjust the intake air volume of the engine.
[0019] Thirdly, embodiments of this application provide an electronic control unit, including: at least one processor and a memory;
[0020] The memory stores computer-executed instructions;
[0021] The at least one processor executes computer execution instructions stored in the memory, causing the at least one processor to perform the engine air supply system control method as described in the first aspect and various possible designs of the first aspect.
[0022] Fourthly, embodiments of this application provide an engine air supply system, including: an electronic control unit, a booster, an air supply pipeline, and a dual exhaust gas bypass valve; the booster is connected to the engine's intake pipeline via the air supply pipeline; the booster's outlet pipeline is connected to the dual exhaust gas bypass valve; under normal operating conditions, the electronic control unit controls the booster to adjust the compressed air supply volume, and controls the booster to send compressed air into the engine's intake pipeline via the air supply pipeline, and controls the opening degree of the dual exhaust gas bypass valve; the electronic control unit is used to execute the engine air supply system control method described in the first aspect and various possible designs of the first aspect.
[0023] Fifthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the engine air supply system control method described in the first aspect and various possible designs of the first aspect.
[0024] In a sixth aspect, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the engine air supply system control method described in the first aspect and various possible designs of the first aspect.
[0025] The engine air supply system control method, device and system provided in this application embodiment. The method obtains the exhaust gas recirculation (EGR) rate under the current operating condition. If the EGR rate under the current operating condition does not meet the preset EGR rate, it controls the air supply volume of the air supply pipeline and the opening degree of the dual exhaust gas bypass valve to adjust the intake volume of the engine, so as to achieve the purpose of controlling the EGR rate while ensuring the performance of the engine. Attached Figure Description
[0026] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0027] Figure 1 This is a schematic diagram of the system architecture of an engine air supply system provided in one embodiment of this application;
[0028] Figure 2 A schematic diagram of the system architecture of an engine air supply system provided in another embodiment of this application;
[0029] Figure 3 This is a schematic flowchart of an engine air supply system control method provided in one embodiment of this application;
[0030] Figure 4 A comparison diagram of the inlet pressure and intake pressure of a certain engine in the prior art, provided for the embodiments of this application;
[0031] Figure 5 A flowchart illustrating an engine air supply system control method provided in another embodiment of this application;
[0032] Figure 6 This is a schematic diagram of the structure of an engine air supply system control device provided in one embodiment of this application;
[0033] Figure 7This is a schematic diagram of the hardware structure of an electronic control unit provided in one embodiment of this application. Detailed Implementation
[0034] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.
[0035] With increasingly stringent requirements for higher power density, lower fuel consumption, and emissions regulations in internal combustion engines, EGR technology has become a widely adopted primary measure for reducing nitrogen oxides. However, due to limitations imposed by turbocharger matching and operating conditions, achieving a high EGR rate is difficult under certain engine operating conditions. Current technologies typically use asymmetric turbocharging to balance high EGR rates and high fuel consumption. However, traditional asymmetric turbocharging systems employ a single wastegate valve connected to the large passage of the turbine housing. When the EGR valve is partially open, excessive pressure in the small passage of the asymmetric turbine housing deteriorates the engine's intake conditions, leading to increased fuel consumption. Figure 4 The comparison diagram of the small flow channel / large flow channel turbine inlet pressure and intake pressure of a certain engine in the prior art provided for the embodiments of this application shows that when the engine speed is higher than 1700 r / min, the turbine inlet pressure of the large flow channel is higher than the intake pressure, resulting in large pumping losses and deterioration of fuel consumption.
[0036] To address the aforementioned technical problems, this application provides the following technical solution: by controlling the air supply volume of the air supply pipeline and the opening degree of the dual exhaust gas bypass valve, the intake volume of the engine can be adjusted to achieve the goal of controlling the EGR rate while ensuring engine performance.
[0037] Figure 1 This is a schematic diagram of the system architecture of an engine air supply system provided in one embodiment of this application. Figure 1 As shown, the engine air supply system provided in this embodiment includes: an electronic control unit 10, a turbocharger 20, a main air supply line 30, and a dual exhaust gas bypass valve 40. The turbocharger 20 is connected to the intake line 501 of the engine 50 through the air supply line 30. The exhaust line of the turbocharger 20 is connected to the dual exhaust gas bypass valve 40.
[0038] The electronic control unit 10 can be any type of controller, such as a microcontroller or a single-chip microcomputer.
[0039] Under normal operating conditions, the electronic control unit 10 controls the supercharger 20 to adjust the compressed air supply, and controls the supercharger 20 to send compressed air into the intake manifold 501 of the engine 50 through the air supply line 30, and controls the opening of the dual exhaust gas bypass valve 40. Here, the electronic control unit 10 can adjust the engine's intake air volume by controlling the valve opening of the supercharger 20 and the opening of the dual exhaust gas bypass valve 40 according to the collected EGR rate of the current operating conditions.
[0040] Among them, the booster device 20 can be an asymmetric flow channel booster. Figure 1 Taking an asymmetric flow turbine as an example: the asymmetric flow turbine 20 includes an asymmetric flow turbine 201 and a compressor 202.
[0041] The intake port of the asymmetric flow turbine 201 is connected to the exhaust pipes 502 and 503 of the engine 50, and the exhaust port of the asymmetric flow turbine 201 is connected to the aftertreatment system. The asymmetric flow turbine 201 is driven by the exhaust gas discharged from the exhaust pipes 502 and 503 of the engine 50, which drives the compressor 202 to compress air and delivers the compressed air into the intake pipe 501 of the engine 50 through the main air supply pipe 30.
[0042] The working principle of an asymmetric flow turbine is as follows: the turbocharger turbine end has one large and one small flow channel. The small flow channel is used to drive the EGR, while the large flow channel ensures the turbocharger efficiency and provides the engine with a sufficient air-fuel ratio.
[0043] Figure 2 This is a schematic diagram of the system architecture of an engine air supply system provided for another embodiment of this application. (See diagram below.) Figure 2 As shown, in Figure 1Based on the embodiment, the supercharging device includes an asymmetric flow turbine 201 and a compressor 202, and the turbine end of the asymmetric flow turbine 201 includes a small flow channel and a large flow channel; the engine air supply system provided in this embodiment includes: a first EGR cooler 304, a first EGR valve 305, a first one-way valve 306, a second EGR cooler 307, a second EGR valve 308, a second one-way valve 309, and an intercooler 310; wherein the air inlet of the first EGR cooler 304 is connected to the engine's air outlet pipe 50. 3. The outlet of the first EGR cooler 304 is connected to the engine intake port 501 through the first EGR valve 305 and the first check valve 306; the inlet of the second EGR cooler 307 is connected to the engine exhaust pipe 502, and the outlet of the second EGR cooler 307 is connected to the engine intake pipe 501 through the second EGR valve 308 and the second check valve 309; the inlet of the intercooler 310 is connected to the outlet of the supercharger 20, and the outlet of the intercooler 310 is connected to the engine intake pipe 501. The inlet of the first EGR valve 305 is connected to the inlet of the small flow channel; the inlet of the second EGR valve 308 is connected to the inlet of the large flow channel; the first EGR cooler 304, the first EGR valve 305, and the first check valve 306 form the first air supply line 301; the second EGR cooler 307, the second EGR valve 308, and the second check valve 309 form the second air supply line 302; the intercooler 310 forms the third air supply line 303;
[0044] The engine air supply system also includes: a first bleed valve 401 and a second bleed valve 402; wherein the inlet of the first bleed valve 401 is connected to the outlet pipe of the small flow channel of the asymmetric flow turbine 201, and the inlet of the second bleed valve 402 is connected to the outlet pipe of the large flow channel of the asymmetric flow turbine 201; the first bleed valve 401 and the second bleed valve 402 form a dual exhaust bypass valve 40.
[0045] Figure 3 This is a flowchart illustrating an engine air supply system control method according to an embodiment of this application. The execution entity in this embodiment can be... Figure 1 or Figure 2 The electronic control unit (ECU) in the illustrated embodiment. Under normal operating conditions, the ECU controls the supercharger to adjust the compressed air supply, and controls the supercharger to deliver compressed air into the engine's intake manifold through the supply line, and controls the opening degree of the dual exhaust bypass valves. In this embodiment, the method includes:
[0046] S201: Obtain the EGR rate for the current operating condition.
[0047] In this embodiment, before obtaining the EGR rate of the current operating condition, the following steps are included:
[0048] Obtain the output power and torque of the transmitter, and determine the current operating condition of the transmitter based on the output power and torque.
[0049] Specifically, the output power and torque of an engine at different speeds can reflect its performance, and therefore the current operating condition of the engine can be determined based on the output power and torque.
[0050] In this embodiment, EGR refers to the process of reintroducing exhaust gas from the engine into the intake manifold to mix with fresh air before entering the combustion chamber for combustion. This effectively reduces NOx emissions from the engine. The EGR rate is defined as the ratio of the amount of recirculated exhaust gas to the total amount of intake air drawn into the cylinder. Proper control of the EGR rate is crucial for the purification effect of nitrogen oxides and overall engine emissions. Quantifying the EGR rate allows for the assessment of the impact of exhaust gas recirculation on engine performance. In this embodiment, the EGR rate of the engine under the current operating conditions is obtained, given that the engine's current operating conditions are determined.
[0051] S202: Determine whether the EGR rate of the current operating condition meets the preset EGR rate. If not, proceed to step S203.
[0052] In this embodiment, the preset EGR rate can be set according to the actual situation, and this embodiment does not impose any specific limitations.
[0053] S203: Controls the air supply volume of the air supply line and the opening degree of the dual exhaust bypass valve to adjust the intake air volume of the engine.
[0054] In this embodiment, the gas supply pipeline includes a first gas supply pipeline 301, a second gas supply pipeline 302 and a third gas supply pipeline 303, and the dual waste gas bypass valve includes a first vent valve 401 and a second vent valve 402.
[0055] Specifically, the gas supply volume of the gas supply pipeline is controlled by controlling the gas supply volume of the first gas supply pipeline 301, the second gas supply pipeline 302 and the third gas supply pipeline 303, and the opening degree of the dual waste gas bypass valve is controlled by controlling the opening degree of the first vent valve 401 and the second vent valve 402.
[0056] In summary, this embodiment obtains the exhaust gas recirculation (EGR) rate under the current operating conditions. If the EGR rate under the current operating conditions does not meet the preset EGR rate, the air supply volume of the air supply pipeline and the opening degree of the dual exhaust gas bypass valves are controlled to adjust the intake air volume of the engine, thereby achieving the goal of controlling the EGR rate while ensuring engine performance.
[0057] refer to Figure 5 , Figure 5 This is a flowchart illustrating an engine air supply system control method according to another embodiment of this application. The execution entity in this embodiment can be... Figure 1 or Figure 2The electronic control unit in the illustrated embodiment. The booster device includes an asymmetric flow turbine, the turbine's vortex end comprising a small flow channel and a large flow channel. An engine air supply system includes: a first EGR cooler, a first EGR valve, a first check valve, a second EGR cooler, a second EGR valve, a second check valve, and an intercooler; wherein the inlet of the first EGR cooler is connected to the engine's outlet pipe, and the outlet of the first EGR cooler is connected to the engine's inlet via the first EGR valve and the first check valve; the inlet of the second EGR cooler is connected to the engine's outlet pipe, and the outlet of the second EGR cooler is connected to the engine's inlet pipe via the second EGR valve and the second check valve; the inlet of the intercooler is connected to the outlet of the turbocharger, and the outlet of the intercooler is connected to the engine's inlet pipe; the inlet of the first EGR valve is connected to the inlet of a small flow channel; the inlet of the second EGR valve is connected to the inlet of a large flow channel; the first EGR cooler, the first EGR valve, and the first check valve constitute a first air supply line; the second EGR cooler, the second EGR valve, and the second check valve constitute a second air supply line; and the intercooler constitutes a third air supply line. The engine air supply system also includes: a first bleed valve and a second bleed valve; wherein the inlet of the first bleed valve is connected to the outlet pipe of the small flow channel of the asymmetric flow turbine, and the inlet of the second bleed valve is connected to the outlet pipe of the large flow channel of the asymmetric flow turbine; the first bleed valve and the second bleed valve form a dual exhaust bypass valve.
[0058] like Figure 5 As shown, the method includes:
[0059] S401: Obtain the generator speed, the inlet pressure of the large flow channel of the booster, and the generator intake pressure.
[0060] S402: Control the opening of the first EGR valve to adjust the gas supply of the first gas supply line.
[0061] S403: Determine whether the engine speed is lower than the preset speed. If yes, proceed to step S404; otherwise, proceed to step S405.
[0062] In this embodiment, the preset rotation speed can be set according to the actual situation, and no specific limitation is made in this embodiment.
[0063] S404: Controls the second EGR valve to close.
[0064] S405: Determine whether the pressure at the front of the large flow channel of the booster is higher than the intake pressure of the generator. If so, proceed to step S406.
[0065] S406: Controls the opening of the second EGR valve to adjust the air supply volume of the second air supply line, and simultaneously controls the opening of the first and second bleed valves to adjust the increased pressure of the supercharger, thereby adjusting the intake air volume of the engine.
[0066] In this embodiment, controlling the opening degree of the first vent valve and the second vent valve includes:
[0067] Obtain the exhaust gas flow rate entering the asymmetric flow turbine; if the exhaust gas flow rate decreases, control the opening degree of the first vent valve and the second vent valve to decrease; if the exhaust gas flow rate increases, control the opening degree of the first vent valve and the second vent valve to increase.
[0068] Specifically, a decrease in the exhaust gas flow rate into the asymmetric flow turbine leads to a decrease in the intake pressure of the turbocharger. In this case, the opening degrees of the first and second wastegate valves are reduced, decreasing the waste gas volume from the asymmetric flow turbine. Conversely, an increase in the exhaust gas flow rate into the asymmetric flow turbine leads to an increase in the intake pressure of the turbocharger. In this case, the opening degrees of the first and second wastegate valves are increased, increasing the waste gas volume from the asymmetric flow turbine. Through the coordinated control of the dual EGR valves and dual wastegate valves, good fuel economy can be maintained across the entire engine operating range while meeting the EGR rate requirements.
[0069] In summary, this embodiment regulates the engine's intake air volume by coordinating the adjustment of four valves: the first EGR valve, the first bleed valve, and the second bleed valve, thereby achieving the goal of controlling the EGR rate while ensuring the engine's low fuel consumption performance.
[0070] Figure 6 This is a schematic diagram of the structure of an engine air supply system control device according to an embodiment of this application. The engine air supply system includes an electronic control unit, a turbocharger, an air supply pipeline, and a dual exhaust gas bypass valve; the turbocharger is connected to the engine's intake pipeline through the air supply pipeline; the turbocharger's exhaust pipeline is connected to the dual exhaust gas bypass valve.
[0071] Under normal operating conditions, the electronic control unit (ECU) controls the supercharger to adjust the compressed air supply, and controls the supercharger to deliver compressed air to the engine's intake manifold through the supply line, and controls the opening of the dual exhaust bypass valves; the device is applied to the ECU, such as... Figure 6 As shown, the engine air supply system control device 70 includes:
[0072] The acquisition module 701 is used to acquire the exhaust gas recirculation (EGR) rate under the current operating conditions.
[0073] The control module 702 is used to control the air supply volume of the air supply pipeline and the opening degree of the dual exhaust bypass valves if the EGR rate of the current operating condition does not meet the preset EGR rate, so as to adjust the intake air volume of the engine.
[0074] The apparatus provided in this embodiment can be used to execute the technical solutions of the above method embodiments. Its implementation principle and technical effects are similar, and will not be described again here.
[0075] In one possible design, the engine air supply system includes: a first EGR cooler, a first EGR valve, a first check valve, a second EGR cooler, a second EGR valve, a second check valve, and an intercooler; wherein the inlet of the first EGR cooler is connected to the engine's outlet pipe, and the outlet of the first EGR cooler is connected to the engine's inlet via the first EGR valve and the first check valve; the inlet of the second EGR cooler is connected to the engine's outlet pipe, and the outlet of the second EGR cooler is connected to the engine's inlet pipe via the second EGR valve and the second check valve; the inlet of the intercooler is connected to the outlet of the turbocharger, and the outlet of the intercooler is connected to the engine's inlet pipe; the inlet of the first EGR valve is connected to a small... The engine air supply system includes: an air inlet for the flow channel; an air inlet for the second EGR valve connected to the air inlet for the large flow channel; a first EGR cooler, a first EGR valve, and a first check valve forming a first air supply line; a second EGR cooler, a second EGR valve, and a second check valve forming a second air supply line; an intercooler forming a third air supply line; and an engine air supply system further including: a first bleed valve and a second bleed valve; wherein the air inlet of the first bleed valve is connected to the air outlet line of the small flow channel of the asymmetric flow channel turbine, and the air inlet of the second bleed valve is connected to the air outlet line of the large flow channel of the asymmetric flow channel turbine; the first bleed valve and the second bleed valve forming a dual waste gas bypass valve; and a turbocharger including an asymmetric flow channel turbine, wherein the turbine's vortex end includes a small flow channel and a large flow channel.
[0076] The control module 702 is specifically used to: acquire the engine speed, the turbocharger's large flow channel inlet pressure, and the engine's intake pressure; control the opening of the first EGR valve to adjust the air supply volume of the first air supply line; if the engine speed is lower than the preset speed, control the closing of the second EGR valve; if the engine speed is higher than the preset speed, determine whether the turbocharger's large flow channel inlet pressure is higher than the engine's intake pressure; if the large flow channel inlet pressure is higher than the engine's intake pressure, control the opening of the second EGR valve to adjust the air supply volume of the second air supply line, and simultaneously control the opening of the first and second bleed valves to adjust the increased pressure of the turbocharger, thereby adjusting the engine's intake volume.
[0077] In one possible design, the control module 702 is specifically used to control the opening degree of the first vent valve and the second vent valve, including: acquiring the exhaust gas flow rate entering the asymmetric flow turbine; if the exhaust flow rate decreases, controlling the opening degree of the first vent valve and the second vent valve to decrease; if the exhaust flow rate increases, controlling the opening degree of the first vent valve and the second vent valve to increase.
[0078] In one possible design, the engine air supply system control device also includes a determination module 703, specifically used to acquire the output power and torque of the transmitter; and to determine the current operating condition of the transmitter based on the output power and torque.
[0079] The apparatus provided in this embodiment can be used to execute the technical solutions of the above method embodiments. Its implementation principle and technical effects are similar, and will not be described again here.
[0080] Figure 7 This is a schematic diagram of the hardware structure of an electronic control unit provided in one embodiment of this application. Figure 7 As shown, the electronic control unit 60 of this embodiment includes: at least one processor 601 and a memory 602; wherein
[0081] Memory 602 is used to store instructions executed by the computer;
[0082] The processor 601 is used to execute computer execution instructions stored in the memory to implement the various steps performed by the electronic control unit in the above embodiments. For details, please refer to the relevant descriptions in the foregoing method embodiments.
[0083] Alternatively, the memory 602 can be either standalone or integrated with the processor 601.
[0084] When the memory 602 is set up independently, the electronic control unit also includes a bus 603 for connecting the memory 602 and the processor 601.
[0085] This application also provides a computer-readable storage medium storing computer-executable instructions. When a processor executes the computer-executable instructions, the above-described engine air supply system control method is implemented.
[0086] The electronic control unit can be any type of controller, such as an electronic control unit (ECU).
[0087] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described engine air supply system control method.
[0088] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative; for instance, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or modules, and may be electrical, mechanical, or other forms.
[0089] The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to implement the solution of this embodiment according to actual needs.
[0090] Furthermore, the functional modules in the various embodiments of this application can be integrated into one processing unit, or each module can exist physically separately, or two or more modules can be integrated into one unit. The unit composed of the above modules can be implemented in hardware or in the form of hardware plus software functional units.
[0091] The integrated modules described above, implemented as software functional modules, can be stored in a computer-readable storage medium. These software functional modules, stored in a storage medium, include several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute some steps of the methods of the various embodiments of this application.
[0092] It should be understood that the aforementioned processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. A general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly manifested as execution by a hardware processor, or execution by a combination of hardware and software modules within the processor.
[0093] The memory may include high-speed RAM, and may also include non-volatile storage (NVM), such as at least one disk storage device, and may also be a USB flash drive, external hard drive, read-only memory, disk or optical disc, etc.
[0094] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.
[0095] The aforementioned storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The storage medium can be any available medium that can be accessed by a general-purpose or special-purpose computer.
[0096] An exemplary storage medium is coupled to a processor, enabling the processor to read information from and write information to the storage medium. Alternatively, the storage medium can be an integral part of the processor. The processor and storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and storage medium can exist as discrete components in an electronic control unit or main control device.
[0097] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.
[0098] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.
Claims
1. A control method for an engine air supply system, characterized in that, The engine air supply system includes an electronic control unit, a turbocharger, an air supply line, a first EGR valve, a second EGR valve, and a dual exhaust gas bypass valve. The turbocharger is connected to the engine's intake line through the air supply line. The turbocharger's exhaust line is connected to the dual exhaust gas bypass valve. The dual exhaust gas bypass valve consists of a first bleed valve and a second bleed valve, wherein the inlet of the first bleed valve is connected to the exhaust line of the small flow channel of the asymmetric flow turbine, and the inlet of the second bleed valve is connected to the exhaust line of the large flow channel of the asymmetric flow turbine. Under normal operating conditions, the electronic control unit controls the supercharger to adjust the compressed air supply, and controls the supercharger to send compressed air into the engine's intake pipe through the air supply line, and controls the opening of the dual exhaust bypass valve. The method is applied to an electronic control unit, including: Obtain the exhaust gas recirculation (EGR) rate under the current operating conditions; If the EGR rate under the current operating condition does not meet the preset EGR rate, the air supply volume of the air supply pipeline and the opening of the dual exhaust bypass valve are controlled to adjust the intake volume of the engine. The control of the air supply volume of the air supply pipeline and the opening degree of the dual exhaust bypass valves to adjust the intake air volume of the engine includes: The generator speed, the pressure at the front of the large flow channel of the booster device, and the intake pressure of the generator are obtained. Control the opening of the first EGR valve to adjust the gas supply of the first gas supply line; If the transmitter speed is lower than the preset speed, the second EGR valve is controlled to close. If the generator speed is higher than the preset speed, then determine whether the pressure in front of the large flow channel of the booster is higher than the intake pressure of the generator; If the pressure at the front of the large flow channel is higher than the intake pressure of the engine, the second EGR valve is opened to adjust the air supply of the second air supply line. At the same time, the opening of the first and second bleed valves is controlled to adjust the pressure increase of the supercharging equipment, thereby adjusting the intake air volume of the engine.
2. The method according to claim 1, characterized in that, The supercharging device includes an asymmetric flow turbine, the turbine's vortex end comprising a small flow channel and a large flow channel; the engine air supply system includes: a first EGR cooler, a first one-way valve, a second EGR cooler, a second one-way valve, and an intercooler; wherein the inlet of the first EGR cooler is connected to the engine's outlet pipe, and the outlet of the first EGR cooler is connected to the engine's inlet via the first EGR valve and the first one-way valve; the inlet of the second EGR cooler is connected to the engine's outlet pipe, and the second EGR cooler... The exhaust port is connected to the engine's intake pipe via the second EGR valve and the second check valve; the intercooler's intake port is connected to the turbocharger's exhaust port, and the intercooler's exhaust port is connected to the engine's intake pipe; the first EGR valve's intake port is connected to the intake port of the small flow channel; the second EGR valve's intake port is connected to the intake port of the large flow channel; the first EGR cooler, the first EGR valve, and the first check valve form a first air supply line; the second EGR cooler, the second EGR valve, and the second check valve form a second air supply line; the intercooler forms a third air supply line. The inlet of the first vent valve is connected to the outlet pipe of the small flow channel of the asymmetric flow channel turbine, and the inlet of the second vent valve is connected to the outlet pipe of the large flow channel of the asymmetric flow channel turbine.
3. The method according to claim 2, characterized in that, The control of the opening degree of the first vent valve and the second vent valve includes: Obtain the exhaust gas flow rate entering the asymmetric flow channel turbine; If the waste flow rate decreases, the opening degree of the first vent valve and the second vent valve is reduced. If the waste flow rate increases, the opening degree of the first vent valve and the second vent valve will be increased.
4. The method according to any one of claims 1 to 3, characterized in that, Before obtaining the EGR rate for the current operating condition, the following steps are included: Obtain the output power and torque of the transmitter; The current operating condition of the transmitter is determined based on the output power and torque.
5. A control device for an engine air supply system, characterized in that, The engine air supply system includes an electronic control unit, a turbocharger, an air supply line, a first EGR valve, a second EGR valve, and a dual exhaust gas bypass valve. The turbocharger is connected to the engine's intake line through the air supply line. The turbocharger's exhaust line is connected to the dual exhaust gas bypass valve. The dual exhaust gas bypass valve consists of a first bleed valve and a second bleed valve, wherein the inlet of the first bleed valve is connected to the exhaust line of the small flow channel of the asymmetric flow turbine, and the inlet of the second bleed valve is connected to the exhaust line of the large flow channel of the asymmetric flow turbine. Under normal operating conditions, the electronic control unit controls the supercharger to adjust the compressed air supply, and controls the supercharger to send compressed air into the engine's intake pipe through the air supply line, and controls the opening of the dual exhaust bypass valve. The device is applied to an electronic control unit and includes: The acquisition module is used to obtain the exhaust gas recirculation (EGR) rate under the current operating conditions. The control module is used to control the air supply volume of the air supply pipeline and the opening degree of the dual exhaust bypass valves if the EGR rate of the current operating condition does not meet the preset EGR rate, so as to adjust the intake air volume of the engine. The control module is specifically used to acquire the engine speed, the turbocharger's large flow channel inlet pressure, and the engine's intake pressure; control the opening of the first EGR valve to adjust the air supply volume of the first air supply line; if the engine speed is lower than a preset speed, control the closing of the second EGR valve; if the engine speed is higher than the preset speed, determine whether the turbocharger's large flow channel inlet pressure is higher than the engine's intake pressure; if the large flow channel inlet pressure is higher than the engine's intake pressure, control the opening of the second EGR valve to adjust the air supply volume of the second air supply line, and simultaneously control the opening of the first and second bleed valves to adjust the increased pressure of the turbocharger, thereby adjusting the engine's intake volume.
6. An electronic control unit, characterized in that, include: At least one processor and memory; The memory stores computer-executed instructions; The at least one processor executes computer execution instructions stored in the memory, causing the at least one processor to perform the engine air supply system control method as described in any one of claims 1 to 4.
7. An engine air supply system, characterized in that, include: The system comprises an electronic control unit (ECU), a supercharger, an air supply line, a first EGR valve, a second EGR valve, and a dual exhaust gas bypass valve. The supercharger is connected to the engine's intake line via the air supply line. The supercharger's exhaust line is connected to the dual exhaust gas bypass valve. The dual exhaust gas bypass valve consists of a first vent valve and a second vent valve, wherein the inlet of the first vent valve is connected to the exhaust line of the small flow channel of the asymmetric flow turbine, and the inlet of the second vent valve is connected to the exhaust line of the large flow channel of the asymmetric flow turbine. Under normal operating conditions, the ECU controls the supercharger to adjust the compressed air supply volume and controls the supercharger to send compressed air into the engine's intake line via the air supply line, and controls the opening degree of the dual exhaust gas bypass valve. The ECU is used to execute the engine air supply system control method as described in any one of claims 1 to 4.
8. The engine air supply system according to claim 7, characterized in that, The supercharging device includes an asymmetric flow turbine, the turbine's vortex end comprising a small flow channel and a large flow channel; the engine air supply system includes: a first EGR cooler, a first one-way valve, a second EGR cooler, a second one-way valve, and an intercooler; wherein the inlet of the first EGR cooler is connected to the engine's outlet pipe, and the outlet of the first EGR cooler is connected to the engine's inlet via the first EGR valve and the first one-way valve; the inlet of the second EGR cooler is connected to the engine's outlet pipe, and the second EGR cooler... The exhaust port is connected to the engine's intake pipe via the second EGR valve and the second check valve; the intercooler's intake port is connected to the turbocharger's exhaust port, and the intercooler's exhaust port is connected to the engine's intake pipe; the first EGR valve's intake port is connected to the intake port of the small flow channel; the second EGR valve's intake port is connected to the intake port of the large flow channel; the first EGR cooler, the first EGR valve, and the first check valve form a first air supply line; the second EGR cooler, the second EGR valve, and the second check valve form a second air supply line; and the intercooler forms a third air supply line.
9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, implement the engine air supply system control method as described in any one of claims 1 to 4.
10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the engine air supply system control method according to any one of claims 1 to 4.