Engine waste heat utilization system, engine waste heat utilization method and vehicle

Abstract

The invention discloses an engine waste heat utilization system, an engine waste heat utilization method and a vehicle, and belongs to the technical field of vehicles. The engine waste heat utilization system comprises an engine and an exhaust pipe assembly. The engine comprises an air cylinder and an oil pan, the oil pan is located below the air cylinder, the oil pan comprises an oil cavity part and an air cavity part which are separated and adjacent, the oil cavity part is used for containing engine oil, the air cavity part comprises an air inlet and an air outlet, and the air outlet is communicated with the outside of the engine. The exhaust pipe assembly comprises a first exhaust pipe, the air inlet end of the first exhaust pipe communicates with the air cylinder, and the air outlet end of the first exhaust pipe communicates with the air inlet. By the adoption of the technical scheme, engine oil in the oil pan can be heated through waste heat of the engine, and oil consumption of the engine can be reduced.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to an engine waste heat utilization system, an engine waste heat utilization method and a vehicle. Background Art

[0002] In recent years, with the development of science and technology, the efficiency of internal combustion engines has become a trend, and turbocharged direct injection engines have gradually become popular. However, in low temperature environments, engines are prone to oil emulsification. The principle of its generation is mainly due to the high-temperature water vapor generated after the combustion of gasoline. Under the action of the explosion pressure, some gases enter the crankcase through the gap between the piston ring and the cylinder hole. In a cold environment, these water vapors condense into liquid water after encountering low temperatures, and flow along the cylinder body, oil channels, etc. to the oil pan, mix with the engine oil, and form an emulsification phenomenon. The effect of engine oil emulsification on the engine is significant. Emulsification directly changes the viscosity of the engine oil, resulting in a weakened lubrication effect, aggravated wear of the engine by impurities, and shortened engine life. Therefore, it is necessary to heat the emulsified oil in the oil pan in time to reduce engine losses.

[0003] In the related art, a separate heating system is generally provided for the oil pan, and the heating system includes a water tank located at the bottom of the oil pan and a heating device for heating the water in the water tank. The water in the water tank is heated by the heating device, and the heated water can heat the oil in the oil pan. However, the composition of this heating system is relatively complex, and the heating system still needs to consume engine power to complete the heating during the heating process, resulting in high fuel consumption. Summary of the invention

[0004] In view of this, the present application provides an engine waste heat utilization system, an engine waste heat utilization method and a vehicle, which can not only utilize the waste heat of the engine to heat the oil in the oil pan, but also reduce the fuel consumption of the engine.

[0005] On the one hand, an embodiment of the present application provides an engine waste heat utilization system, the engine waste heat utilization system comprising an engine and an exhaust pipe assembly;

[0006] The engine comprises a cylinder and an oil pan, the oil pan is located below the cylinder, the oil pan comprises an oil cavity portion and an air cavity portion which are separated and adjacent to each other, the oil cavity portion is used to contain engine oil, the air cavity portion comprises an air inlet and an air outlet, and the air outlet is communicated with the outside of the engine;

[0007] The exhaust pipe assembly includes a first exhaust pipe, an air inlet end of the first exhaust pipe is communicated with the cylinder, and an air outlet end of the first exhaust pipe is communicated with the air inlet.

[0008] Optionally, the exhaust pipe assembly further includes a second exhaust pipe, a third exhaust pipe and a fourth exhaust pipe;

[0009] The air outlet end of the first exhaust pipe is connected to the air inlet end of the second exhaust pipe and / or the air inlet end of the third exhaust pipe;

[0010] The gas outlet end of the second exhaust pipe is communicated with the gas inlet;

[0011] The gas outlet end of the third exhaust pipe is communicated with the outside of the engine;

[0012] An air inlet end of the fourth exhaust pipe is communicated with the exhaust port, and an air outlet end of the fourth exhaust pipe is communicated with a middle portion of the third exhaust pipe.

[0013] Optionally, the system further comprises an electrically controlled valve, wherein the electrically controlled valve comprises an electric actuator, a valve body and a valve;

[0014] The valve body has a first interface, a second interface and a third interface, the first interface is communicated with the gas outlet end of the first exhaust pipe, the second interface is communicated with the gas inlet end of the second exhaust pipe, and the third interface is communicated with the gas inlet end of the third exhaust pipe;

[0015] One end of the valve is rotatably connected to the inner wall of the valve body, and the other end extends into the valve body;

[0016] The electric actuator is used to drive the valve to rotate so as to adjust the flow rate of the gas flowing from the first interface to the second exhaust pipe and the third exhaust pipe.

[0017] Optionally, the system further comprises a controller, the controller is electrically connected to the electric actuator, and the controller is used to control the electric actuator to control the valve to switch between the first position, the second position and the third position;

[0018] When the valve is in the first position, the first interface is connected to the second interface, and the first interface is not connected to the third interface;

[0019] When the valve is in the second position, the first interface is connected to the third interface, and the first interface is not connected to the second interface;

[0020] When the valve is in the third position, the first interface is communicated with the second interface and the third interface respectively.

[0021] Optionally, the system further comprises a first temperature sensor, the first temperature sensor is electrically connected to the controller, and the first temperature sensor is used to detect the temperature of the coolant in the engine.

[0022] Optionally, at least a portion of the second exhaust pipe is corrugated, and at least a portion of the fourth exhaust pipe is corrugated.

[0023] On the other hand, an embodiment of the present application further provides an engine waste heat utilization method, which is applied to any of the above-mentioned engine waste heat utilization systems, and the method includes:

[0024] Acquire a first temperature, wherein the first temperature is a coolant temperature in the engine;

[0025] Based on the first temperature, a flow rate of gas in the first exhaust pipe flowing into the air cavity is adjusted.

[0026] Optionally, adjusting the flow rate flowing from the first exhaust pipe into the air cavity portion based on the first temperature includes:

[0027] In response to the first temperature being lower than a first preset temperature, all the gas in the first exhaust pipe is introduced into the gas cavity.

[0028] Optionally, adjusting the flow rate flowing from the first exhaust pipe into the air cavity portion based on the first temperature includes:

[0029] In response to the first temperature being greater than a second preset temperature and less than a third preset temperature, a portion of the gas in the first exhaust pipe is introduced into the gas cavity.

[0030] On the other hand, an embodiment of the present application further provides a vehicle, comprising the engine waste heat utilization system as described in any one of the above.

[0031] The engine waste heat utilization system provided in the embodiment of the present application includes an engine and an exhaust pipe assembly. The engine includes a cylinder and an oil pan, the oil pan is located below the cylinder, and the oil pan includes a separated oil cavity part and an air cavity part, and the oil cavity part is used to contain engine oil. The exhaust pipe assembly includes a first exhaust pipe, and the exhaust gas in the cylinder can flow into the air cavity part through the first exhaust pipe and the air inlet of the air cavity part in sequence, so that the engine oil in the oil cavity part separated from and adjacent to the air cavity part can be quickly heated, thereby improving the fluidity of the engine oil in the oil cavity part. It can be seen from the above that the engine waste heat utilization system provided in the embodiment of the present application is simple in composition, and only the heat carried by the exhaust gas in the cylinder can be used to quickly heat the engine oil in the oil cavity part of the oil pan, without the need to set up an additional heating system that consumes engine power. In other words, not only can the exhaust gas waste heat generated by the engine be used to heat the engine oil in the oil pan, but also the fuel consumption of the engine can be reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0033] Figure 1 It is a structural schematic diagram of an engine waste heat utilization system provided in an embodiment of the present application;

[0034] Figure 2 This is a schematic diagram of the structure of an oil pan in an engine waste heat utilization system provided in an embodiment of the present application;

[0035] Figure 3 It is a structural schematic diagram of a control valve in an engine waste heat utilization system provided by an embodiment of the present application when it is in a third position;

[0036] Figure 4 It is a structural schematic diagram of a control valve in a second position in an engine waste heat utilization system provided by an embodiment of the present application;

[0037] Figure 5 It is a structural schematic diagram of a control valve in a first position in an engine waste heat utilization system provided by an embodiment of the present application;

[0038] Figure 6 is a flow chart of a method for utilizing engine waste heat provided in an embodiment of the present application;

[0039] Figure 7 It is a flow chart of another method for utilizing engine waste heat provided in an embodiment of the present application.

[0040] Reference numerals:

[0041] 100, engine; 110, cylinder; 120, oil pan; 111, cylinder block; 112, cylinder head; 121, oil chamber; 122, air chamber; 123, air inlet; 124, exhaust port; 124, first bottom wall; 125, first side wall; 126, second bottom wall;

[0042] 200, exhaust pipe assembly; 210, first exhaust pipe; 220, second exhaust pipe; 230, third exhaust pipe; 240, fourth exhaust pipe; 250, first connecting pipe; 260, second connecting pipe; 270, first flange; 280, second flange; 290, annular gasket; 211, first exhaust pipe 211; 212, second exhaust pipe 212;

[0043] 300, electric control valve; 310, electric actuator; 320, valve body; 330, valve; 321, first interface; 322, second interface; 323, third interface;

[0044] 400, controller;

[0045] 500. a first temperature sensor;

[0046] 600. a second temperature sensor;

[0047] 700, data line;

[0048] 800, pre-catalyst;

[0049] 900. Main catalytic converter;

[0050] α, preset angle.

[0051] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0052] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0053] The directional nouns involved in the embodiments of the present application, such as "upper", "lower", "side", etc., are generally represented by Figure 1 The relative relationship of the orientation shown in the figure is used as a reference, and these orientation terms are used only to more clearly describe the relationship between structures, not to describe absolute orientations. When the product is placed in different postures, the orientation may change, for example, "upper" and "lower" may be interchangeable. Unless otherwise defined, all technical terms used in the embodiments of the present application have the same meanings as those generally understood by those skilled in the art.

[0054] In order to make the technical solutions and advantages of the present application more clear, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0055] Combination Figure 1 , Figure 2 and Figure 3As shown, the embodiment of the present application provides an engine waste heat utilization system, which includes an engine 100 and an exhaust pipe assembly 200. It should be noted that the engine 100 can be an internal combustion engine on a vehicle, such as a gasoline engine and a diesel engine.

[0056] The engine 100 includes a cylinder 110 and an oil pan 120, the oil pan 120 is located below the cylinder 110, and the oil pan 120 includes a separated and adjacent oil chamber 121 and an air chamber 122, the oil chamber 121 is used to contain engine oil, the air chamber 122 includes an air inlet 123 and an exhaust port 124, and the exhaust port 124 is connected to the outside of the engine 100. It should be noted that the engine oil in the oil chamber 121 of the oil pan 120 mainly comes from the circulation process of the lubrication system of the engine 100. When the engine 100 is started, the oil pump will suck the engine oil in the oil chamber 121, and build up a certain pressure, and then send it to the oil filter for filtering. The filtered engine oil will be distributed to various parts of the engine 100 that need lubrication, such as the crankshaft, connecting rod bearings, camshafts, etc. After completing the lubrication task, the engine oil in these parts will return to the oil chamber 121 of the oil pan 120 due to gravity. At the same time, the oil chamber 121 is generally connected to the bottom of the cylinder 110 , which can prevent oil leakage or external pollutants from entering the interior of the engine 100 .

[0057] The exhaust pipe assembly 200 includes a first exhaust pipe 210, the air inlet end of the first exhaust pipe 210 is connected to the cylinder 110, and the air outlet end of the first exhaust pipe 210 is connected to the air inlet 123. In this way, the exhaust gas in the cylinder 110 can flow into the air cavity part 122 through the first exhaust pipe 210 and the air inlet 123 of the air cavity part 122 in sequence. Since the temperature of the exhaust gas is relatively high, the residual heat of the exhaust gas can be used to quickly heat the oil in the oil cavity part 121 separated from and adjacent to the air cavity part 122, thereby improving the fluidity of the oil in the oil cavity part 121, so as to avoid the oil from being emulsified at low temperature, thereby improving the lubrication effect of the oil. Thereby, the impurities can be prevented from wearing the engine 100, and the service life of the engine 100 can be extended. In some embodiments, the cylinder 110 includes a cylinder block 111 and a cylinder head 112 connected to each other, and the oil pan 120 is located below the cylinder block 111. The first exhaust pipe 210 can be connected to the cylinder head 112.

[0058] As can be seen from the above, the engine waste heat utilization system provided in the embodiment of the present application is simple in composition, and can quickly heat the oil in the oil cavity 121 of the oil pan 120 by only utilizing the waste heat carried by the exhaust gas in the cylinder 110, without the need to set up an additional heating system that consumes the power of the engine 100. In other words, not only can the waste heat of the exhaust gas generated by the engine 100 be utilized to heat the oil in the oil cavity 121 of the oil pan 120 to improve the fluidity of the oil, but also the fuel consumption of the engine 100 can be reduced.

[0059] The following is combined with Figures 1 to 5 The details and functions of the engine waste heat utilization system provided in the embodiment of the present application are described in more detail.

[0060] Combination Figure 1 and Figure 2 As shown, in some embodiments, the exhaust pipe assembly 200 further includes a second exhaust pipe 220, a third exhaust pipe 230, and a fourth exhaust pipe 240. The outlet end of the first exhaust pipe 210 is connected to the inlet end of the second exhaust pipe 220 and / or the inlet end of the third exhaust pipe 230. The outlet end of the second exhaust pipe 220 is connected to the air inlet 123.

[0061] The outlet end of the third exhaust pipe 230 is in communication with the outside of the engine 100. It should be noted that the communication with the outside of the engine 100 is in communication with the outside atmosphere of the engine 100.

[0062] The air inlet end of the fourth exhaust pipe 240 is connected to the exhaust port 124, and the air outlet end of the fourth exhaust pipe 240 is connected to the middle part of the third exhaust pipe 230. In some embodiments, the air inlet 123 is connected to the first connecting pipe 250, and the exhaust port 124 is connected to the second connecting pipe 260, and the first connecting pipe 250 and the second connecting pipe 260 extend in the direction away from the air cavity 122 respectively. The air outlet end of the first connecting pipe 250 and the second exhaust pipe 220 can be connected by threaded fitting or fastened by a clamp. The air inlet end of the fourth exhaust pipe 240 and the second connecting pipe 260 can be connected by threaded fitting or fastened by a clamp. It should be noted that the exhaust gas discharged from the cylinder 110 into the first exhaust pipe 210 can be discharged to the atmosphere through the second exhaust pipe 220, the air cavity 122 and the fourth exhaust pipe 240 in sequence; and / or the exhaust gas discharged from the cylinder 110 into the first exhaust pipe 210 can also be directly discharged to the atmosphere through the third exhaust pipe 230. It should be understood that when flying through the air cavity portion 122 , the engine oil in the oil cavity portion 121 adjacent to the air cavity portion 122 can be heated, thereby improving the fluidity of the engine oil.

[0063] In some embodiments, the oil pan 120 may be made of a steel plate or an iron plate, so that the oil pan 120 can have a higher strength and is not easily deformed, thereby having a higher reliability.

[0064] like Figure 2As shown, in some embodiments, the air cavity portion 122 includes a first side wall 125 and a first bottom wall 124 connected to each other, and the oil cavity portion 121 includes a second bottom wall 126. The top end of the first side wall 125 extends around the circumference of the second bottom wall 126, and the bottom end of the first side wall 125 extends around the circumference of the first bottom wall 124. It should be noted that the first side wall 125 and the first bottom wall 124 can be formed by stamping. The first side wall 125 and the second bottom wall 126 can be connected by riveting, welding and other processes to ensure the sealing of the connection between the first side wall 125 and the second bottom wall 126, and prevent the gas in the air cavity portion 122 from leaking from between the first side wall 125 and the second bottom wall 126.

[0065] like Figure 2 As shown, in some embodiments, the distance between the first bottom wall 124 and the second bottom wall 126 is 10-30 mm, thereby ensuring that the air cavity 122 can accommodate enough exhaust gas and provide enough flow space for the exhaust gas to quickly heat the engine oil in the oil cavity 121 .

[0066] like Figure 2 As shown, in some embodiments, the first side wall 125 includes a first sub-side wall and a second sub-side wall that are arranged opposite to each other, the first sub-side wall is provided with an air inlet 123, and the second sub-side wall is provided with an exhaust port 124. In this way, the air inlet 123 and the exhaust port 124 are arranged opposite to each other, thereby ensuring that the exhaust gas has a longer flow path in the air cavity portion 122, so as to fully heat the engine oil in the oil cavity portion 121, thereby improving the utilization rate of the waste heat of the exhaust gas.

[0067] Combination Figure 1 and Figure 2 As shown, in some embodiments, at least a portion of the second exhaust pipe 220 is corrugated, and at least a portion of the fourth exhaust pipe 240 is corrugated. It should be noted that the corrugated second exhaust pipe 220 and the fourth exhaust pipe 240 have a good shock absorption effect, which can prevent the exhaust pipe assembly 200 from being offset due to vibration and can also avoid resonance, thereby improving the reliability of the engine waste heat utilization system.

[0068] like Figure 1 As shown, in some embodiments, the exhaust pipe assembly 200 further includes a first flange 270, a second flange 280 and an annular gasket 290. The first flange 270 is connected to the gas outlet end of the fourth exhaust pipe 240, the second flange 280 is connected to the connection between the third exhaust pipe 230 and the fourth exhaust pipe 240, and the annular gasket 290 is sandwiched between the first flange 270 and the second flange 280. The first flange 270, the annular gasket 290 and the second flange 280 are connected by bolts. Thus, the sealing and stability of the connection between the fourth exhaust pipe 240 and the third exhaust pipe 230 can be ensured. The annular gasket 290 can be made of metal, for example.

[0069] like Figure 1 As shown, in some embodiments, the exhaust pipe assembly 200 further includes a pre-catalyst 800 and a main catalyst 900, and the pre-catalyst 800 is disposed on the first exhaust pipe 210. For example, the first exhaust pipe 210 includes a first exhaust pipe 211 and a second exhaust pipe 212, the intake end of the first exhaust pipe 211 is in communication with the cylinder 110, the outlet end of the first exhaust pipe 211 is in communication with the intake end of the pre-catalyst 800, the intake end of the second exhaust pipe 212 is in communication with the outlet end of the pre-catalyst 800, and the outlet end of the second exhaust pipe 212 is in communication with the intake end of the second exhaust pipe 220 and / or the intake end of the third exhaust pipe 230. The main catalyst 900 is disposed between the connection point between the third exhaust pipe 230 and the fourth exhaust pipe 240 and the outlet end of the third exhaust pipe 230. Such an arrangement can ensure that the exhaust gas can first pass through the pre-catalyst 800 for exhaust gas pretreatment, then pass through the main catalyst 900 for secondary exhaust gas treatment, and then be discharged to the atmosphere from the outlet end of the third exhaust pipe 230, thereby ensuring that the exhaust gas emissions meet national emission regulations. It should be understood that the pre-catalyst 800 can increase the exhaust gas temperature through catalytic reaction, so that the catalyst in the main catalyst 900 can be better activated later, thereby improving the catalytic efficiency of the main catalyst 900. The main catalyst 900 can, for example, be a three-way catalytic converter, which can convert harmful substances in the exhaust gas into harmless substances and then discharge them into the atmosphere. It should be noted that the exhaust pipe assembly 200 also includes components such as a muffler for discharging exhaust gas, which is not limited in the embodiments of the present application.

[0070] Combination Figure 1 and Figure 3As shown, in some embodiments, the engine waste heat utilization system further includes an electric control valve 300, which includes an electric actuator 310, a valve body 320 and a valve 330. The valve body 320 has a first interface 321, a second interface 322 and a third interface 323, the first interface 321 is connected to the outlet end of the first exhaust pipe 210, the second interface 322 is connected to the inlet end of the second exhaust pipe 220, and the third interface 323 is connected to the inlet end of the third exhaust pipe 230. One end of the valve 330 is rotatably connected to the inner wall of the valve body 320, and the other end extends into the valve body 320. The electric actuator 310 is used to drive the valve 330 to rotate to adjust the flow rate of the gas flowing from the first interface 321 to the second exhaust pipe 220 and the third exhaust pipe 230. Therefore, the position of the valve 330 can be flexibly adjusted according to the needs, which can ensure that the oil in the oil chamber 121 is heated in time at low temperature, and the exhaust gas can be discharged into the atmosphere in time. It should be noted that regulating the flow rate of the gas flowing from the first interface 321 to the second exhaust pipe 220 and the third exhaust pipe 230 means that by adjusting the position of the valve 330, all the gas flowing from the first interface 321 is introduced into the second exhaust pipe 220, or all the gas flowing from the first interface 321 is introduced into the third exhaust pipe 230, or part of the gas flowing from the first interface 321 is introduced into the second exhaust pipe 220, and the other part is introduced into the third exhaust pipe 230. It should be noted that the electrically controlled valve 300 in the embodiment of the present application can be, for example, an electrically controlled butterfly valve.

[0071] Combination Figure 1 , Figure 3 , Figure 4 and Figure 5As shown, in some embodiments, the system further includes a controller 400, the controller 400 is electrically connected to the electric actuator 310, and the controller 400 is used to control the electric actuator 310 to control the valve 330 to switch between the first position, the second position and the third position. It should be noted that the controller 400 and the electric actuator 310 can be connected through a data line 700. When the valve 330 is in the first position, the first interface 321 is connected to the second interface 322, and the first interface 321 is not connected to the third interface 323. When the valve 330 is in the second position, the first interface 321 is connected to the third interface 323, and the first interface 321 is not connected to the second interface 322. When the valve 330 is in the third position, the first interface 321 is respectively connected to the second interface 322 and the third interface 323. It should be noted that when the valve 330 is in the first position, the valve 330 closes the air inlet end of the third exhaust pipe 230, so that all the gas in the first exhaust pipe 210 enters the air cavity 122 through the second exhaust pipe 220. When the valve 330 is in the second position, the valve 330 closes the air inlet end of the second exhaust pipe 220, so that all the gas in the first exhaust pipe 210 is discharged through the third exhaust pipe 230. When the valve 330 is in the third position, the valve 330 opens the air inlet ends of the second exhaust pipe 220 and the third exhaust pipe 230, so that part of the exhaust gas in the first exhaust pipe 210 can enter the air cavity 122 through the second exhaust pipe 220, and the other part can be discharged from the third exhaust pipe 230.

[0072] like Figure 1 As shown, in some embodiments, the engine waste heat utilization system also includes a first temperature sensor 500, which is electrically connected to the controller 400, and the first temperature sensor 500 is used to detect the coolant temperature in the engine 100. It should be noted that the controller 400 and the first temperature sensor 500 can be connected via a data line 700. The first temperature sensor 500 can be, for example, a water temperature sensor. The controller 400 is used to control the electric actuator 310 to drive the valve 330 to rotate to any one of the first position, the second position or the third position based on the coolant temperature detected by the first temperature sensor 500. In this way, the gas flow rate flowing into the third exhaust pipe 230 and the gas flow rate flowing into the second exhaust pipe 220 can be adjusted in time according to the coolant temperature, so as to ensure that the oil in the oil chamber is heated in time at low temperature and the exhaust gas is discharged quickly. It should be understood that the coolant temperature is correlated with the oil temperature in the oil chamber 121 . The higher the coolant temperature, the higher the oil temperature in the oil chamber 121 ; the lower the coolant temperature, the lower the oil temperature in the oil chamber 121 .

[0073] Combination Figure 1 , Figure 3 , Figure 4 and Figure 5As shown, in some embodiments, when the valve 330 is in the third position, the valve 330 forms a preset angle α with the surface where the intake port of the second exhaust pipe 220 is located, and the preset angle α is greater than 0 degrees and less than 90 degrees. There is a correlation between the preset angle α and the coolant temperature. Among them, the lower the coolant temperature, the larger the preset angle α, so that the gas flow rate flowing into the second exhaust pipe 220 is greater than the gas flow rate flowing into the third exhaust pipe 230, so as to ensure that at low temperatures, most of the exhaust gas can flow into the air cavity 122, so as to heat the engine oil in the air cavity 122 in time, ensure that the engine oil has a certain fluidity, and improve the lubrication effect of the engine oil. At the same time, the higher the temperature, the smaller the preset angle α, so that the gas flow rate flowing into the second exhaust pipe 220 is less than the gas flow rate flowing into the third exhaust pipe 230, so as to avoid the engine oil in the oil cavity being heated to an excessively high temperature, thereby avoiding the engine oil viscosity being too low and affecting the lubrication effect of the engine oil.

[0074] Combination Figure 1 , Figure 3 , Figure 4 and Figure 5 As shown, in some embodiments, the engine waste heat utilization system further includes a second temperature sensor 600, the second temperature sensor 600 is electrically connected to the controller 400, and the second temperature sensor 600 is used to detect the exhaust gas temperature in the fourth exhaust pipe 240. It should be noted that the controller 400 and the second temperature sensor 600 can be connected via a data line 700. The controller 400 is used to control the electric actuator 310 to drive the valve 330 to rotate to any one of the first position, the second position or the third position based on the exhaust gas temperature in the fourth exhaust pipe 240 detected by the second temperature sensor 600. It should be noted that the higher the gas temperature detected by the second temperature sensor 600, the smaller the angle formed by the valve 330 and the surface where the intake end of the second exhaust pipe 220 is located. In this way, in a low temperature environment, the position of the valve 330 can be adjusted based on the coolant temperature first, so as to heat the engine oil with a lower temperature in the air cavity 122 in time. Then, the position of the valve 330 can be adjusted more accurately according to the temperature of the cooled exhaust gas discharged from the air cavity 122. It can ensure that the low-temperature engine oil in the air cavity portion 122 is quickly heated to improve the fluidity of the engine oil, and after the engine oil temperature in the air cavity portion 122 is heated to the target temperature, it can prevent the engine oil in the oil cavity from being continuously heated to an excessively high temperature, thereby preventing the lubrication effect of the engine oil from being affected due to the low viscosity of the engine oil.

[0075] In summary, the engine waste heat utilization system provided in the embodiment of the present application utilizes the waste heat of exhaust gas to timely heat the oil in the oil cavity 121 of the oil pan 120, thereby improving the fluidity of the oil and reducing the fuel consumption of the engine 100.

[0076] On the other hand, combined Figures 1 to 6As shown, the embodiment of the present application also provides an engine waste heat utilization method, which is applied to any of the above-mentioned engine waste heat utilization systems and can be executed by the controller 400 in the above-mentioned engine waste heat utilization system. The engine waste heat utilization method includes the following steps 101 to 102.

[0077] In step 101 , the controller 400 acquires a first temperature.

[0078] The first temperature is the temperature of the coolant in the engine 100. In some embodiments, the controller 400 obtains the first temperature from the first temperature sensor 500 in real time or at a preset interval.

[0079] In step 102 , the controller 400 adjusts the flow rate of the gas in the first exhaust pipe 210 flowing into the gas cavity 122 based on the first temperature.

[0080] Since the coolant temperature is correlated with the oil temperature in the oil cavity portion 121, the engine waste heat utilization method provided in the embodiment of the present application can timely adjust the exhaust gas flow rate flowing into the air cavity portion 122 according to the oil temperature in the air cavity portion 122 in the oil pan 120, thereby quickly heating the oil in the oil cavity portion 121 of the oil pan 120 to maintain a high fluidity of the oil in the oil cavity portion 121.

[0081] On the other hand, combined Figures 1 to 7 As shown, the embodiment of the present application also provides an engine waste heat utilization method, which is applied to any of the above-mentioned engine waste heat utilization systems and can be executed by the controller 400 in the above-mentioned engine waste heat utilization system. The engine waste heat utilization method includes the following steps 201 to 203.

[0082] In step 201 , the controller 400 acquires a first temperature.

[0083] The first temperature is the temperature of the coolant in the engine 100. It should be noted that step 201 is the same as step 101, so the embodiment of the present application will not be described in detail here.

[0084] In step 202 , the controller 400 adjusts the flow rate of the gas in the first exhaust pipe 210 flowing into the gas cavity 122 based on the first temperature.

[0085] In some embodiments, step 202 includes the following three methods:

[0086] In the first case, the controller 400 directs all the gas in the first exhaust pipe 210 into the air cavity 122 in response to the first temperature being less than the first preset temperature. This ensures that at low temperatures, all the exhaust gas with a higher temperature is directed into the air cavity 122 to quickly heat the oil in the oil cavity 121, thereby improving the fluidity of the oil and ensuring that the oil still has a better lubrication effect under low temperature conditions, thereby ensuring that the engine 100 is not easily worn and the service life of the engine 100 is extended. It should be noted that the first preset temperature can be, for example, 0°C. It should be noted that the first preset temperature can be adjusted as required.

[0087] In some embodiments, the controller 400 generates a first rotation instruction in response to the first temperature being less than the first preset temperature, and sends the first rotation instruction to the electric actuator 310. In response to receiving the first rotation instruction, the electric actuator 310 drives the valve 330 to rotate to the first position. This ensures that all the exhaust gas is introduced into the air cavity 122 at a low temperature, and fully utilizes the waste heat of the exhaust gas to quickly heat the oil in the oil cavity.

[0088] In the second method, the controller 400 directs a portion of the gas in the first exhaust pipe 210 into the air cavity portion 122 in response to the first temperature being greater than the second preset temperature and less than the third preset temperature. It is understandable that the corresponding oil fluidity when the first temperature is greater than the second preset temperature and less than the third preset temperature is greater than the oil fluidity when the first temperature is less than the first preset temperature. At this time, only a small amount of exhaust gas needs to be introduced into the air cavity portion 122 to improve the fluidity of the oil in the oil cavity portion 121, and the remaining exhaust gas that has not been introduced into the air cavity portion 122 can be discharged to the atmosphere in time through the third exhaust pipe 230. The second preset temperature can be, for example, 65°C, and the third preset temperature can be, for example, 88°C. It should be noted that both the second preset temperature and the third preset temperature can be adjusted as required.

[0089] In some embodiments, the controller 400 generates a second rotation instruction in response to the first temperature being greater than the second preset temperature and less than the third preset temperature, and sends the second rotation instruction to the electric actuator 310. In response to receiving the second rotation instruction, the electric actuator 310 drives the valve 330 to rotate to the third position. This ensures that the oil in the oil chamber 121 is heated in time, and prevents the oil from being overheated, which may cause the oil viscosity to decrease.

[0090] In the third case, the controller 400 does not introduce the gas in the first exhaust pipe 210 into the air cavity portion 122 in response to the first temperature being greater than the third preset temperature. It should be noted that at this time, all the gas in the first exhaust pipe 210 is discharged from the third exhaust pipe 230. When the first temperature is greater than the third preset temperature, the temperature of the oil in the corresponding air cavity portion 122 is also high, and the fluidity is good, so there is no need to use the exhaust gas to heat the oil in the oil cavity portion 121. The exhaust gas only needs to be discharged to the atmosphere through the third exhaust pipe 230, which avoids the oil temperature in the oil cavity being heated to an excessively high temperature, thereby avoiding the oil viscosity being too low and reducing the lubrication effect of the oil.

[0091] In some embodiments, the controller 400 generates a third rotation instruction in response to the first temperature being greater than the third preset temperature, and sends the third rotation instruction to the electric actuator 310. In response to receiving the third rotation instruction, the electric actuator 310 drives the valve 330 to rotate to the second position, thereby ensuring that all exhaust gas can be quickly discharged from the third exhaust pipe 230 to the atmosphere when the oil temperature is high.

[0092] In step 203 , the controller 400 acquires the second temperature in response to the valve 330 staying at the first position or the third position for a preset time period.

[0093] The second temperature is the exhaust gas temperature in the fourth exhaust pipe 240. The preset time can be adjusted according to demand, for example, it can be 5 minutes, 10 minutes, etc.

[0094] In step 204 , the controller 400 generates a fourth rotation instruction in response to the second temperature being greater than the third preset temperature.

[0095] The fourth rotation instruction is used to instruct the electric actuator 310 to drive the valve 330 to rotate to the second position. It can be understood that the second temperature is positively correlated with the oil temperature in the oil chamber 121, that is, the second temperature can be used to reflect the oil temperature in the oil chamber 121 at this time. This setting can prevent the oil from being continuously heated by high-temperature exhaust gas, thereby preventing the oil viscosity from being reduced and preventing the lubrication effect of the oil from being reduced.

[0096] In summary, the engine waste heat utilization method provided by the embodiment of the present application can timely adjust the gas flow rate flowing into the air cavity part 122 of the oil pan 120 according to the coolant temperature, so as to ensure that the oil in the oil cavity part 121 of the oil pan 120 can be heated in time at low temperature to improve the fluidity of the oil and ensure that the oil can provide a good lubrication effect. At the same time, after the oil is heated to a certain length of time, the method can timely block the exhaust gas from flowing into the air cavity part 122 according to the temperature of the oil in the oil cavity part 121 after being heated, so as to avoid the oil in the oil cavity part 121 being continuously heated by the high-temperature exhaust gas, thereby avoiding the lubrication effect of the oil being affected by the decrease in the viscosity of the oil. In other words, the method can ensure that the oil is kept at a good viscosity to maintain a good lubrication effect, thereby ensuring that the engine 100 is not easy to be worn and can run stably. In addition, since the power of the engine 100 does not need to be consumed in the process of heating the oil, it can ensure that the oil has good fluidity and reduce the fuel consumption of the engine 100.

[0097] On the other hand, the embodiment of the present application also provides a vehicle, the vehicle includes any one of the engine waste heat utilization systems described in the above embodiments of the present application. In some embodiments, the composition and function of the engine waste heat utilization system in the vehicle are respectively the same as the composition and function of the engine waste heat utilization system in the above embodiments of the present application, so the embodiments of the present application will not be repeated here. The vehicle provided in the embodiment of the present application can be a traditional fuel engine direct drive vehicle, a hybrid electric vehicle, a plug-in hybrid vehicle, an extended range electric vehicle, etc. The engine waste heat utilization system can not only use the waste heat of the exhaust gas generated by the engine 100 to heat the oil in the oil cavity 121 of the oil pan 120 to improve the fluidity of the oil, but also reduce the fuel consumption of the engine 100 to ensure that the vehicle can run continuously and stably. At the same time, since the engine waste heat utilization system is simple in composition and occupies a small space, it can also improve the space utilization rate of the vehicle and reduce the manufacturing cost of the vehicle.

[0098] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the present application disclosed herein. The present application is intended to cover any variations, uses or adaptations of the present application, which follow the general principles of the present application and include common knowledge or customary techniques in the art that are not disclosed in the present application. The specification and examples are intended to be exemplary only.

[0099] It should be understood that the present application is not limited to the precise structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

Claims

1. An engine waste heat utilization system, characterized in that: The system includes an engine (100) and an exhaust pipe assembly (200); The engine (100) comprises a cylinder (110) and an oil pan (120), wherein the oil pan (120) is located below the cylinder (110), and the oil pan (120) comprises an oil chamber (121) and an air chamber (122) which are separated and adjacent to each other, wherein the oil chamber (121) is used to contain engine oil, and the air chamber (122) comprises an air inlet (123) and an air outlet (124), and the air outlet (124) is in communication with the outside of the engine (100); The exhaust pipe assembly (200) comprises a first exhaust pipe (210), an air inlet end of the first exhaust pipe (210) being in communication with the cylinder (110), and an air outlet end of the first exhaust pipe (210) being in communication with the air inlet (123).

2. The engine waste heat utilization system according to claim 1, characterized in that: The exhaust pipe assembly (200) further comprises a second exhaust pipe (220), a third exhaust pipe (230) and a fourth exhaust pipe (240); The air outlet end of the first exhaust pipe (210) is in communication with the air inlet end of the second exhaust pipe (220) and / or the air inlet end of the third exhaust pipe (230); The gas outlet end of the second exhaust pipe (220) is in communication with the gas inlet (123); The gas outlet end of the third exhaust pipe (230) is in communication with the outside of the engine (100); The air inlet end of the fourth exhaust pipe (240) is in communication with the exhaust port (124), and the air outlet end of the fourth exhaust pipe (240) is in communication with the middle portion of the third exhaust pipe (230).

3. The engine waste heat utilization system according to claim 2, characterized in that: The system further comprises an electric control valve (300), wherein the electric control valve (300) comprises an electric actuator (310), a valve body (320) and a valve (330); The valve body (320) has a first interface (321), a second interface (322) and a third interface (323), the first interface (321) being in communication with the gas outlet end of the first exhaust pipe (210), the second interface (322) being in communication with the gas inlet end of the second exhaust pipe (220), and the third interface (323) being in communication with the gas inlet end of the third exhaust pipe (230); One end of the valve (330) is rotatably connected to the inner wall of the valve body (320), and the other end extends into the valve body (320); The electric actuator (310) is used to drive the valve (330) to rotate, so as to adjust the flow rate of the gas flowing in from the first interface (321) to the second exhaust pipe (220) and the third exhaust pipe (230).

4. The engine waste heat utilization system according to claim 3, characterized in that: The system further comprises a controller (500), wherein the controller (500) is electrically connected to the electric actuator (310), and the controller (500) is used to control the electric actuator (310) to control the valve (330) to switch between a first position, a second position, and a third position; When the valve (330) is in the first position, the first interface (321) is in communication with the second interface (322), and the first interface (321) is not in communication with the third interface (323); When the valve (330) is in the second position, the first interface (321) is in communication with the third interface (323), and the first interface (321) is not in communication with the second interface (322); When the valve (330) is in the third position, the first interface (321) is communicated with the second interface (322) and the third interface (323) respectively.

5. The engine waste heat utilization system according to claim 4, characterized in that: The system further comprises a first temperature sensor (500), the first temperature sensor (500) being electrically connected to the controller (500), and the first temperature sensor (500) being used to detect the temperature of the coolant in the engine (100).

6. The engine waste heat utilization system according to claim 2, characterized in that: At least a portion of the second exhaust pipe (220) is in a corrugated shape, and at least a portion of the fourth exhaust pipe (240) is in a corrugated shape.

7. A method for utilizing engine waste heat, characterized in that: The method is applied to the engine waste heat utilization system according to any one of claims 1 to 6, and the method comprises: Acquiring a first temperature, wherein the first temperature is a coolant temperature in the engine (100); Based on the first temperature, the flow rate of the gas in the first exhaust pipe (210) flowing into the air cavity (122) is adjusted.

8. The engine waste heat utilization method according to claim 7, characterized in that: The step of adjusting the flow rate flowing from the first exhaust pipe (210) into the air cavity (122) based on the first temperature includes: In response to the first temperature being lower than a first preset temperature, all the gas in the first exhaust pipe (210) is introduced into the gas cavity (122).

9. The engine waste heat utilization method according to claim 7, characterized in that: The step of adjusting the flow rate flowing from the first exhaust pipe (210) into the air cavity (122) based on the first temperature includes: In response to the first temperature being greater than a second preset temperature and less than a third preset temperature, a portion of the gas in the first exhaust pipe (210) is introduced into the gas cavity (122).

10. A vehicle, characterized in that: The vehicle includes the engine waste heat utilization system according to any one of claims 1 to 6.

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