Auxiliary supercharging system, auxiliary supercharging method and commercial vehicle

Abstract

The present invention discloses an auxiliary supercharging system, auxiliary supercharging method, and commercial vehicle. The auxiliary supercharging system includes a turbocharger, an air storage unit, a compensating pipe, and a compensating valve. The turbocharger's air outlet is connected to the engine's intake manifold, and the air intake is connected to the engine's exhaust. The air storage unit includes an air compressor, an air pipeline, a storage tank, and an air valve. The air compressor's air outlet, air pipeline, storage tank, and intake manifold are sequentially connected, and the air valve is located in the connecting pipeline between the storage tank and the intake manifold. The compensating pipe connects the air pipeline and the intake manifold. The compensating valve is located between the compensating pipe and the air pipeline. The compensating valve has a first state for controlling the opening and closing of the air pipeline and shutting off the compensating pipe, and a second state for diverting the fluid in the air pipeline to the compensating pipe. This solution can improve the problems of turbocharger startup lag and insufficient low-speed air intake, thereby improving engine performance and enhancing the overall vehicle economy.

Description

Technical Field

[0001] The present invention relates to the field of engine intake technology, and in particular to an auxiliary supercharging system, an auxiliary supercharging method and a commercial vehicle. Background Art

[0002] The engine boosting system usually adopts exhaust gas turbocharging technology, which uses the exhaust gas generated by the engine operation to drive the compressor. The purpose of boosting is to increase the engine intake volume without increasing the engine displacement, increase the engine equivalent compression ratio, and thus increase the engine power density and torque density.

[0003] For example, patent CN207728435U discloses a turbocharger and an engine, in which at least two flow channels of the turbocharger are asymmetrically formed inside the turbine housing and are connected to the cavity fluid for receiving the cylinder exhaust of the engine; at least one valve is configured to selectively close, partially open or fully open at least one of the at least two flow channels leading to the cavity, which has the advantages of compact structure, easy manufacturing, economical and durable, and moderate cost, and can simultaneously meet the driving EGR and engine performance requirements, thereby effectively reducing engine pollutant emissions.

[0004] However, general turbocharged engines have insufficient exhaust gas capacity at low speeds, resulting in insufficient boost pressure, which limits the increase in fuel injection and causes poor low-speed torque performance, which is detrimental to the vehicle's power performance. At the same time, the turbocharger has a startup lag phenomenon, resulting in insufficient intake volume under dynamic engine conditions and slow dynamic engine response. Summary of the Invention

[0005] The purpose of the present invention is to overcome the above-mentioned technical deficiencies and propose an auxiliary boost system to solve the technical problems in the prior art that the turbocharged engine has insufficient exhaust gas capacity at low speeds, resulting in insufficient boost pressure, limiting the increase in fuel injection amount, resulting in poor low-speed torque performance, which is detrimental to the power performance of the vehicle. At the same time, the turbocharger has a starting lag phenomenon, resulting in insufficient intake volume in the dynamic working conditions of the engine and slow dynamic response of the engine.

[0006] In order to achieve the above technical objectives, the present invention adopts the following technical solutions:

[0007] In a first aspect, the present invention provides an auxiliary boost system, comprising:

[0008] A turbocharger, wherein the air outlet of the turbocharger is connected to the intake manifold of the engine, and the air inlet of the turbocharger is connected to the exhaust port of the engine;

[0009] An air storage unit, comprising an air compressor, an air delivery pipe, a storage tank, and an air delivery valve, wherein the air outlet of the air compressor, the air delivery pipe, the storage tank, and the intake manifold are sequentially connected, and the air delivery valve is arranged in the connecting pipeline between the storage tank and the intake manifold;

[0010] a compensating pipe connecting the air delivery pipe and the intake manifold; and

[0011] The compensating valve is provided between the compensating pipe and the gas pipe. The compensating valve has a first state for controlling the on-off of the gas pipe and cutting off the compensating pipe, and a second state for cutting off the fluid in the gas pipe to flow to the compensating pipe.

[0012] In some embodiments, the compensation valve is a compensation three-way valve, and the compensation three-way valve is provided between the gas transmission pipe and the compensation pipe; or,

[0013] The compensation valve includes two opening valves, one of which is provided on the gas transmission pipe and located between the compensation pipe and the storage tank, and the other is provided on the compensation pipe.

[0014] In some embodiments, the auxiliary boosting system further includes a dryer having a gas drying circuit. The gas drying circuit is provided in the gas transmission pipe and is located between the compensation valve and the storage tank.

[0015] In some embodiments, the air compressor has a feedback pipe, and when the fluid pressure received by the feedback pipe reaches a preset value, the air compressor is controlled to enter an internal unloading or disengaging state;

[0016] The dryer also has a regeneration gas circuit and a feedback pressure circuit. The inlet ends of the regeneration gas circuit and the feedback pressure circuit are respectively connected to one end of the gas pipeline close to the storage tank, and the outlet end of the feedback pressure circuit is connected to the feedback pipe.

[0017] In some embodiments, the auxiliary boost system further includes a feedback three-way valve, which is provided in the feedback pipe and has a first channel for controlling the on-off of the feedback pipe and a second channel for controlling the on-off of the feedback pipe and the external environment.

[0018] In some embodiments, the auxiliary boost system also includes a regulating pipe and a regulating three-way valve, one end of the regulating pipe is connected to the storage tank, and the other end is connected to the feedback pipe, and is located between the feedback three-way valve and the dryer, and the regulating three-way valve is arranged between the regulating pipe and the feedback pipe.

[0019] In some embodiments, the gas storage unit further includes a multi-circuit protection valve, which is provided on the gas pipeline and located between the dryer and the storage tank.

[0020] In some embodiments, the gas storage unit further includes a pressure sensor, which is disposed in the storage tank and is used to monitor the gas pressure in the storage tank.

[0021] In addition, the present invention further provides an auxiliary supercharging method for use in any one of the auxiliary supercharging systems described above, the auxiliary supercharging method comprising the steps of:

[0022] Obtaining the actual operating condition of the engine, and determining whether the actual operating condition of the engine is within a preset operating condition;

[0023] When the actual operating condition of the engine is in the preset operating condition, controlling the gas delivery valve to open, and controlling the compensation valve to switch to the second state;

[0024] obtaining the amount of air delivered from the storage tank to the intake manifold;

[0025] When the air provided to the intake manifold via the storage tank meets the demand of the engine, the air delivery valve is controlled to close, and when the actual operating condition of the engine deviates from the preset operating condition, the compensation valve is controlled to switch to the first state.

[0026] In addition, the present invention also provides a commercial vehicle, which includes the auxiliary boosting system as described in any one of the above items.

[0027] Compared with the prior art, the auxiliary supercharging system provided by the present invention provides additional air flow to the intake manifold through high- and low-pressure air pipelines and is sprayed into the engine, wherein the high-pressure air is provided by a storage tank and the low-pressure air is directly compressed by an air compressor. The high-pressure air from the storage tank has high injection time accuracy and flow accuracy, and can accurately provide the required additional air in the first time according to the engine demand. However, due to the high pressure of the storage tank, the power consumption of the air compressor is also relatively high. The low-pressure injection directly provided by the air compressor is not as timely and accurate as the high-pressure injection, but because the back pressure of the air compressor is much lower than that of the storage tank, the power consumption of the air compressor is lower. Therefore, timely and accurate injection compensation and lower air compressor power consumption can be achieved through the coordinated injection of high and low pressures, thereby achieving the purpose of optimizing the use of compressed air for the entire vehicle.

[0028] In this way, the air storage unit, compensation pipe and turbocharger can work together to improve the problems of turbocharger start-up lag and insufficient low-speed air intake, thereby improving engine performance; and in the auxiliary injection process, the medium and high pressure air of the vehicle's air storage system and the relatively low pressure air directly generated by the air compressor are used in a coordinated manner to further improve the economy of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 is a schematic diagram of an auxiliary boosting system provided by an embodiment of the present invention;

[0030] Figure 2 yes Figure 1 Schematic diagram of the auxiliary unit, compensation pipe and compensation valve;

[0031] Figure 3 is a schematic diagram of an auxiliary boosting system provided by another embodiment of the present invention;

[0032] Figure 4 yes Figure 3 Schematic diagram of the auxiliary unit, compensation pipe and compensation valve.

[0033] Description of reference numerals:

[0034] 1. Turbocharger; 2. Engine; 21. Intake manifold; 3. Air storage unit; 31. Air compressor; 32. Air pipe; 33. Storage tank; 331. High-pressure nozzle; 34. Air valve; 35. Dryer; 36. Feedback pipe; 37. Feedback three-way valve; 38. Control pipe; 39. Control three-way valve; 4. Compensating pipe; 41. Low-pressure nozzle; 5. Compensating valve; 51. Compensating three-way valve; 52. Opening valve; 6. Multi-circuit protection valve; 7. Pressure sensor; 8. Controller. DETAILED DESCRIPTION

[0035] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0036] In order to solve the technical problems in the prior art that the turbocharged engine has insufficient exhaust gas capacity at low speed, resulting in insufficient boost pressure, limiting the increase in fuel injection volume, and causing poor low-speed torque performance, which is detrimental to the power performance of the vehicle, and at the same time, the turbocharger has a starting lag phenomenon, resulting in insufficient engine dynamic operating air intake and slow engine dynamic response, the present invention provides an auxiliary boosting system, which can adopt an air storage unit, a compensation pipe and a turbocharger to work together to improve the problems of turbocharger starting lag and insufficient low-speed air intake, thereby improving engine performance; and in the auxiliary injection process, the medium and high pressure air of the vehicle's air storage system and the relatively low pressure air directly generated by the air compressor are used in a coordinated manner to further improve the economy of the vehicle.

[0037] It should be noted that the auxiliary boost system described in the present invention is used for but not limited to commercial vehicles, etc. For the sake of convenience, in the present invention, only the auxiliary boost system applied to a commercial vehicle is used as an example for explanation. The principles of applying the auxiliary boost system to other types of equipment are essentially the same as those applied to commercial vehicles, and will not be described in detail here.

[0038] See also Figure 1 and Figure 2 , Figure 1 and Figure 2 This is a structural schematic diagram of an auxiliary supercharging system in an embodiment of the present invention, wherein the auxiliary supercharging system includes a turbocharger 1, an air storage unit 3, a compensating pipe 4 and a compensating valve 5; the air outlet of the turbocharger 1 is used to connect to the intake manifold 21 of the engine 2, and the air intake is connected to the exhaust port of the engine 2; the air storage unit 3 includes an air compressor 31, an air supply pipe 32, a storage tank 33 and an air supply valve 34, the air outlet of the air compressor 31, the air supply pipe 32, the storage tank 33 and the intake manifold 21 are connected in sequence, and the air supply valve 34 is arranged in the connecting pipe between the storage tank 33 and the intake manifold 21; the compensating pipe 4 connects the air supply pipe 32 and the intake manifold 21; the compensating valve 5 is arranged between the compensating pipe 4 and the air supply pipe 32, and has a first state for controlling the on-off of the air supply pipe 32 and cutting off the compensating pipe 4, and has a second state for cutting off the fluid in the air supply pipe 32 to the compensating pipe 4.

[0039] In the auxiliary supercharging system provided by the present invention, additional air flow is provided to the intake manifold 21 through high- and low-pressure air pipelines and sprayed into the engine 2, wherein the high-pressure air is provided by the storage tank 33, and the low-pressure air is directly compressed by the air compressor 31. The high-pressure air from the storage tank 33 has high injection time accuracy and flow rate precision, and can accurately provide the required additional air in the first time according to the needs of the engine 2. However, due to the high pressure of the storage tank 33, the power consumption of the air compressor 31 is also relatively high. The low-pressure injection directly provided by the air compressor 31 is not as timely and accurate as the high-pressure injection, but because the back pressure of the air compressor 31 is much lower than that of the storage tank 33, the power consumption of the air compressor 31 is lower. Therefore, through the coordinated injection of high and low pressure, timely and accurate injection compensation and low power consumption of the air compressor 31 can be achieved, thereby achieving the purpose of optimizing the use of compressed air for the entire vehicle.

[0040] In this way, the air storage unit 3, the compensation pipe 4 and the turbocharger 1 can work together to improve the problems of start-up lag and insufficient low-speed air intake of the turbocharger 1, thereby improving the performance of the engine 2; and in the auxiliary injection process, the medium and high pressure air of the vehicle's air storage system and the relatively low pressure air directly generated by the air compressor 31 are used in a coordinated manner to further improve the economy of the vehicle.

[0041] It should be noted that when the engine 2 is in a low-speed, high-load operating condition or a medium-to-low-load transient operating condition, the engine 2 has insufficient intake air due to the delayed response of the turbocharger 1. At this time, additional air is added to the intake pipe of the engine 2 through the high-pressure pipe and the low-pressure pipe to increase the intake air of the engine 2, optimize the combustion process of the engine 2, and ultimately improve the economy of the engine 2.

[0042] In one embodiment, see Figure 1 and Figure 2The compensation valve 5 is a compensation three-way valve 51 , which is arranged between the gas transmission pipe 32 and the compensation pipe 4 .

[0043] In this embodiment, the compensation valve 5 is set to the form of a three-way valve. The compensation three-way valve 51 is in the first state in the default state, and connects the air compressor 31 and the storage tank 33; and when switched to the second state, one end of the air supply pipe 32 connected to the storage tank 33 is cut off, and the compressed air generated by the air compressor 31 is supplied to the compensation pipe 4.

[0044] In another embodiment, see Figure 3 and Figure 4 The compensation valve 5 includes two opening valves 52 , one of the two opening valves 52 is provided in the gas transmission pipe 32 and is located between the compensation pipe 4 and the storage tank 33 , and the other is provided in the compensation pipe 4 .

[0045] In this embodiment, the compensation valve 5 is configured as two independently controlled opening valves 52 . In a default state, the opening valve 52 on the compensation pipe 4 is in a closed state, while the opening valve 52 on the gas pipe 32 is in an open state.

[0046] In addition, it should be noted that, in one embodiment, a high-pressure nozzle 331 is provided at one end of the storage tank 33 connected to the intake manifold 21 . Similarly, a low-pressure nozzle 41 is provided at one end of the compensation pipe 4 connected to the intake manifold 21 .

[0047] In one embodiment, the auxiliary boost system further includes a dryer 35 . The dryer 35 has a gas drying circuit. The gas drying circuit is provided in the gas pipeline 32 and is located between the compensation valve 5 and the storage tank 33 .

[0048] In this embodiment, a dryer 35 is installed between the air compressor 31 and the storage tank 33. The gas drying circuit of the dryer 35 is located on the gas pipe 32. This allows the gas delivered from the air compressor 31 to be dried in the gas drying circuit before being delivered to the storage tank 33. This ensures that the compressed air stored in the storage tank 33 is dry, further improving the operating performance of the engine 2. It should be noted that the specific structure and principle of the dryer 35 are prior art and will not be described in detail here.

[0049] In one embodiment, the air compressor 31 has a feedback pipe 36, which controls the air compressor 31 to enter an internal unloading or disengagement state when the fluid pressure it receives reaches a preset value; the dryer 35 also has a regeneration gas circuit and a feedback pressure circuit, and the inlet ends of the regeneration gas circuit and the feedback pressure circuit are respectively connected to one end of the gas supply pipe 32 close to the storage tank 33, and the outlet end of the feedback pressure circuit is connected to the feedback pipe 36.

[0050] In this embodiment, a feedback mechanism is provided between the dryer 35 and the air compressor 31. Specifically, during normal vehicle driving conditions, when the pressure in the storage tank 33 falls below the set inflation pressure, the feedback pressure from the dryer 35 becomes the ambient atmospheric pressure, activating the air compressor 31 to begin pumping air, and compressed air enters the storage tank 33 after passing through the dryer 35. When the pressure in the storage tank 33 exceeds the set tank pressure, the feedback pressure from the dryer 35 becomes the pressure inside the tank, activating the air compressor 31 to enter an internal unloading or disengaged state, and stopping inflation.

[0051] It should be noted that when the desiccant layer in dryer 35 is regenerated, a portion of the gas flowing through dryer 35, known as the regeneration gas, is depressurized and expanded. This pressure change causes the expanded gas to become drier, which is then allowed to flow through the desiccant layer to be regenerated (i.e., the desiccant layer that has absorbed a certain amount of moisture). The dry regeneration gas draws out moisture from the desiccant and carries it out of dryer 35, thereby achieving the purpose of dehumidification. This is a prior art technique and will not be elaborated on here.

[0052] In one embodiment, the auxiliary boost system further includes a feedback three-way valve 37 , which is disposed on the feedback pipe 36 and has a first channel for controlling the on / off of the feedback pipe 36 and a second channel for controlling the on / off of the feedback pipe 36 and the external environment.

[0053] In this embodiment, a feedback three-way valve 37 is provided on the feedback pipe 36 as described above. Based on this, the process of combined injection when the air compressor 31 is in an unloaded or disengaged state is as follows: When the air compressor 31 is in an internal unloaded or disengaged state and the vehicle and engine 2 operating conditions require compressed air injection compensation, the controller 8 opens the air supply valve 34, and the high-pressure air in the storage tank 33 is injected at high pressure through the high-pressure nozzle 331. The feedback three-way valve 37 is controlled to switch to the second channel, and the feedback pipe 36 of the air compressor 31 is connected to the atmosphere, activating the air compressor 31 to begin pumping. The compensation three-way valve 51 is controlled to connect the air outlet of the air compressor 31 to the low-pressure nozzle 41, so that the compressed gas generated by the air compressor is injected at low pressure through the low-pressure nozzle 41.

[0054] After accurately and promptly providing the required air to engine 2 during the initial injection phase, the high-pressure jet exits, closing air delivery valve 34. The required air is then supplied by the low-pressure jet until the injection phase ends. The feedback three-way valve 37 returns to its default state, switching to the first channel and connecting the original feedback air path between the air compressor 31 and the dryer 35. The compensation three-way valve 51 returns to its default state, connecting the outlet of the air compressor 31 with the inlet of the dryer 35. The pressure within the storage tank 33 at the end of the injection phase automatically determines whether the air compressor 31 will re-enter the internal unloading or disengagement state, or begin to inflate the air storage tank.

[0055] In one embodiment, the auxiliary boost system also includes a regulating pipe 38 and a regulating three-way valve 39. One end of the regulating pipe 38 is connected to the storage tank 33, and the other end is connected to the feedback pipe 36. It is located between the feedback three-way valve 37 and the dryer 35. The regulating three-way valve 39 is arranged between the regulating pipe 38 and the feedback pipe 36.

[0056] In this embodiment, a regulating three-way valve 39 is further provided as described above to control the air compressor 31 to actively stop and pump air, and to adjust the regeneration ratio of the dryer 35 . In the prior art, each time the storage tank 33 reaches the maximum pressure, the dryer 35 is activated for regeneration, which causes a certain degree of waste of high-pressure air in the vehicle storage tank 33. In the present invention, the frequency of regeneration of the dryer 35 can be controlled by adjusting the state of each valve to achieve the purpose of saving air. The process is as follows: the controller 8 monitors the air flow rate supplied by the air compressor 31 to the dryer 35. When the passing air flow rate is lower than the regeneration limit of the dryer 35, during the air compressor 31 pumping process, when the storage tank 33 is almost full but the pressure has not reached the maximum pressure set by the air tank, the controller 8 switches the feedback three-way valve 37 and the regulating three-way valve 39 to connect the feedback pipe 36 of the air compressor 31 to the storage tank 33 and maintain it. The air compressor 31 enters the internal unloading or disengagement state under the high pressure stimulation of the feedback pipe 36; until the air compressor 31 pumps air into the air tank again and the air flow rate passing through the dryer 35 reaches the regeneration limit, the dryer 35 is activated for regeneration.

[0057] In one embodiment, the gas storage unit 3 further includes a multi-circuit protection valve 6 , which is provided on the gas transmission pipe 32 and located between the dryer 35 and the storage tank 33 .

[0058] In this embodiment, a multi-circuit protection valve 6 is further provided between the dryer 35 and the storage tank 33 to improve the stability of the gas flow between the circuits. It should be noted that the specific structure and principle of the multi-circuit protection valve 6 are prior art and will not be elaborated here.

[0059] In one embodiment, the gas storage unit 3 further includes a pressure sensor 7 , which is disposed in the storage tank 33 and is used to monitor the gas pressure in the storage tank 33 .

[0060] In this embodiment, a pressure sensor 7 is provided on the storage tank 33 to monitor the pressure in the storage tank 33 in real time, so as to ensure that a fixed amount of compressed air is stored in the storage tank 33 .

[0061] In addition, the present invention also provides an auxiliary supercharging method for the auxiliary supercharging system described above, the auxiliary supercharging method comprising the steps of:

[0062] Obtaining the actual operating condition of the engine 2 and determining whether the actual operating condition of the engine 2 is within the preset operating condition;

[0063] When the actual working condition of the engine 2 is in the preset working condition, the gas delivery valve 34 is controlled to open, and the compensation valve 5 is controlled to switch to the second state;

[0064] Obtaining the amount of air delivered from the storage tank 33 to the intake manifold 21;

[0065] When the air supplied to the intake manifold 21 via the storage tank 33 meets the demand of the engine 2 , the air supply valve 34 is controlled to close, and when the actual operating condition of the engine 2 deviates from the preset operating condition, the compensation valve 5 is controlled to switch to the first state.

[0066] In this embodiment, coordinated high- and low-pressure injection can achieve timely and accurate jet compensation and lower power consumption for the air compressor 31, thereby optimizing the use of compressed air for the entire vehicle. In this way, the air storage unit 3, compensation tube 4, and turbocharger 1 can work together to improve the turbocharger 1's startup lag and insufficient low-speed air intake, thereby improving the performance of the engine 2. Furthermore, during the auxiliary injection process, the medium- and high-pressure air from the vehicle's air storage system and the relatively low-pressure air generated directly by the air compressor 31 are used in a coordinated manner to further enhance the vehicle's economic efficiency. It should be noted that the aforementioned preset operating conditions are for when the vehicle is in a low-speed, high-load operating condition or a medium- and low-load transient operating condition.

[0067] The present invention also provides a commercial vehicle, comprising any one of the auxiliary supercharging systems described above. It should be noted that the detailed structure of the auxiliary supercharging system for the commercial vehicle can be referenced to the aforementioned embodiments of the auxiliary supercharging system, and will not be further described herein. Since the aforementioned auxiliary supercharging system is employed in the commercial vehicle of the present invention, the embodiments of the commercial vehicle of the present invention include all technical solutions of all the aforementioned embodiments of the auxiliary supercharging system, and the technical effects achieved are identical, and will not be further described herein.

[0068] In order to better understand the present invention, the following Figures 1 to 4 The technical solution of the present invention is described in detail:

[0069] Based on all the above-mentioned embodiments of the auxiliary boost system, when the engine 2 is in a low-speed and high-load operating condition or a medium-to-low load transient operating condition, the engine 2 has insufficient intake air due to the responsiveness lag of the turbocharger 1. At this time, additional air is added to the intake pipe of the engine 2 through the high-pressure nozzle 331 and the low-pressure nozzle 41 to increase the intake air volume of the engine 2, optimize the combustion process of the engine 2, and ultimately improve the economy of the engine 2.

[0070] Specifically, when each control valve is in the default position, the normal inflation process of the vehicle storage tank 33 is as follows:

[0071] It should be noted that, in one embodiment, the compensation three-way valve 51 is connected to the outlet of the air compressor 31 and the inlet of the dryer 35 in the default state; the regulating three-way valve 39 is connected to the outlet end of the feedback pressure circuit of the air compressor 31 and the dryer 35 in the default state; the feedback three-way valve 37 is connected to the feedback air path formed between the air compressor 31 and the dryer 35 in the default state; the air supply valve 34 is closed in the default state.

[0072] When the vehicle is in normal driving conditions, when the pressure of the vehicle storage tank 33 is lower than the set pressure for inflation, the feedback pressure of the dryer 35 becomes the ambient atmospheric pressure, the air compressor 31 is activated to start air supply, and the compressed air enters the storage tank 33 after passing through the dryer 35. When the pressure of the storage tank 33 is higher than the set pressure of the gas tank, the feedback pressure of the dryer 35 becomes the pressure inside the gas tank, the air compressor 31 is activated to enter the internal unloading or disengagement state, and inflation stops.

[0073] The process of combined injection when the air compressor 31 is in an unloaded or disconnected state is as follows:

[0074] The air compressor 31 is in an internal unloading or disengaged state. When the working conditions of the entire vehicle and the engine 2 require compressed air injection compensation, the air supply valve 34 is opened by the controller 8, and the high-pressure air in the storage tank 33 is injected at high pressure through the high-pressure nozzle 331; the feedback three-way valve 37 is controlled to connect the feedback pressure of the air compressor 31 to the atmosphere, and the air compressor 31 is activated to start pumping; the compensation three-way valve 51 is controlled to connect the air outlet of the air compressor 31 to the low-pressure nozzle 41, so that the compressed gas generated by the air compressor 31 is injected at low pressure through the low-pressure nozzle 41, and the three-way valve is adjusted to the default position.

[0075] After accurately and promptly providing the required air to engine 2 during the initial injection phase, the high-pressure jet exits, and air delivery valve 34 closes. The required air is then supplied by the low-pressure jet until the injection phase ends. Feedback three-way valve 37 returns to its default state, connecting the feedback air path between compressor 31 and dryer 35. Compensation three-way valve 51 returns to its default state, connecting the outlet of compressor 31 to the inlet of dryer 35. The pressure within tank 33 at the end of injection automatically determines whether compressor 31 re-enters the internal unloading or disengagement state, or begins to inflate the tank.

[0076] The process of combined injection during the process of the air compressor 31 pumping air into the storage tank 33 is as follows:

[0077] The air compressor 31 is in the state of inflating the storage tank 33 and the inflation process has not yet ended. When the working conditions of the entire vehicle and the engine 2 require compressed air injection compensation, the air supply valve 34 is opened by the controller 8, and the high-pressure air in the storage tank 33 is injected at high pressure through the high-pressure nozzle 331; the compensation three-way valve 51 is controlled to connect the air outlet of the air compressor 31 with the low-pressure nozzle 41, so that the compressed gas generated by the air compressor 31 is injected at low pressure through the low-pressure nozzle 41, and the feedback three-way valve 37 and the control three-way valve 39 remain unchanged.

[0078] After accurately and promptly providing the air required by engine 2 during the initial injection phase, the high-pressure jet exits, closing air delivery valve 34. The low-pressure jet continues to provide the required air until the injection phase ends. The compensating three-way valve 51 returns to its default state, connecting the outlet of compressor 31 to the inlet of dryer 35. Compressor 31 continues pumping air from tank 33.

[0079] The process of controlling the air compressor 31 to automatically stop and pump air and adjusting the regeneration ratio of the dryer 35 is as follows:

[0080] The controller 8 monitors the air flow of the air compressor 31 through the dryer 35. When the air flow is lower than the regeneration limit of the dryer 35, during the inflation process of the air compressor 31, when the storage tank 33 is nearly full but the pressure has not yet reached the maximum pressure set for the tank, the controller 8 switches the feedback three-way valve 37 and the regulating three-way valve 39 to connect and maintain the feedback pipe 36 of the air compressor 31 to the storage tank 33. The air compressor 31 enters an internal unloading or disengagement state under the high-pressure excitation of the feedback pipe 36; the regeneration of the dryer 35 is not activated until the air compressor 31 inflates the storage tank 33 again and the air flow through the dryer 35 reaches the regeneration limit.

[0081] Thus, the present invention provides additional air flow to engine 2 via high- and low-pressure air nozzles, which are injected into engine 2's intake manifold 21. The high-pressure air nozzle's air is supplied by the vehicle's air tank, while the low-pressure air nozzle's air is directly compressed by the air compressor 31. This improves the air supply to engine 2, effectively increasing the low-speed torque range and enhancing the efficiency and responsiveness of engine 2. Furthermore, a three-way control valve 39, connected to the ambient atmosphere and the air tank 33, is added to the air compressor 31's feedback air path. This valve can actively control the start or stop of the air compressor 31 based on the engine 2's low-pressure air supply needs, the vehicle's air tank status, and the dryer 35's regeneration needs.

[0082] The specific embodiments of the present invention described above do not limit the scope of protection of the present invention. Any other corresponding changes and modifications made based on the technical concept of the present invention should be included in the scope of protection of the claims of the present invention.

Claims

1. An auxiliary boost system, characterized in that: include: A turbocharger, wherein the air outlet of the turbocharger is connected to the intake manifold of the engine, and the air inlet of the turbocharger is connected to the exhaust port of the engine; An air storage unit, comprising an air compressor, an air delivery pipe, a storage tank, and an air delivery valve, wherein the air outlet of the air compressor, the air delivery pipe, the storage tank, and the intake manifold are sequentially connected, and the air delivery valve is arranged in the connecting pipeline between the storage tank and the intake manifold; a compensating pipe connecting the air delivery pipe and the intake manifold; and a compensating valve, provided between the compensating pipe and the gas pipe, which has a first state for controlling the on / off of the gas pipe and cutting off the compensating pipe, and a second state for cutting off the fluid in the gas pipe to flow to the compensating pipe; Wherein, the auxiliary boosting system further includes a dryer, which is provided in the gas transmission pipe and located between the compensation valve and the storage tank; The air compressor has a feedback pipe, and when the fluid pressure received by the feedback pipe reaches a preset value, the air compressor is controlled to enter an internal unloading or disengaging state; The auxiliary boost system further includes a feedback three-way valve, which is provided on the feedback pipe and has a first channel for controlling the opening and closing of the feedback pipe and a second channel for controlling the opening and closing of the feedback pipe and the external environment; The auxiliary boost system also includes a regulating pipe and a regulating three-way valve. One end of the regulating pipe is connected to the storage tank, and the other end is connected to the feedback pipe, and is located between the feedback three-way valve and the dryer. The regulating three-way valve is arranged between the regulating pipe and the feedback pipe.

2. The auxiliary boost system according to claim 1, characterized in that: The compensation valve is a three-way compensation valve, and the three-way compensation valve is arranged between the gas transmission pipe and the compensation pipe; or, The compensation valve includes two opening valves, one of which is provided on the gas transmission pipe and located between the compensation pipe and the storage tank, and the other is provided on the compensation pipe.

3. The auxiliary boost system according to claim 1, characterized in that: The gas storage unit further includes a multi-circuit protection valve, which is provided on the gas transmission pipe and located between the dryer and the storage tank.

4. The auxiliary boost system according to claim 1, characterized in that: The gas storage unit further includes a pressure sensor, which is disposed in the storage tank and is used to monitor the gas pressure in the storage tank.

5. An auxiliary supercharging method, used in the auxiliary supercharging system according to any one of claims 1 to 4, characterized in that: The auxiliary boosting method comprises the steps of: Obtaining the actual operating condition of the engine, and determining whether the actual operating condition of the engine is within a preset operating condition; When the actual operating condition of the engine is in the preset operating condition, controlling the gas delivery valve to open, and controlling the compensation valve to switch to the second state; obtaining the amount of air delivered from the storage tank to the intake manifold; When the air provided to the intake manifold via the storage tank meets the demand of the engine, the air delivery valve is controlled to close, and when the actual operating condition of the engine deviates from the preset operating condition, the compensation valve is controlled to switch to the first state.

6. A commercial vehicle, characterized in that: The auxiliary boosting system comprises the auxiliary boosting system according to any one of claims 1 to 4.

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