Engine waste heat utilization system, engine waste heat utilization method and vehicle
By utilizing the waste heat of engine exhaust to heat the oil in the oil pan, the problem of oil emulsification at low temperatures is solved, improving lubrication and reducing oil consumption, while simplifying the heating system.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- CHERY AUTOMOBILE CO LTD
- Filing Date
- 2024-12-25
- Publication Date
- 2026-06-02
Smart Images
Figure CN119754911B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle technology, specifically to an engine waste heat utilization system, an engine waste heat utilization method, and a vehicle. Background Technology
[0002] In recent years, with the development of technology, the increasing efficiency of internal combustion engines has become a trend, and turbocharged direct injection engines have gradually become more widespread. However, in low-temperature environments, engine oil emulsification is prone to occur. This is mainly due to the high-temperature water vapor produced after gasoline combustion. Under the pressure of the combustion, some of the gas enters the crankcase through the gap between the piston rings and cylinder bores. In cold environments, this water vapor condenses into liquid water upon encountering low temperatures and flows along the cylinder block and oil passages to the oil pan, mixing with the engine oil and forming an emulsion. The impact of engine oil emulsification on the engine is significant. Emulsification directly changes the viscosity of the engine oil, leading to weakened lubrication, increased wear from impurities, and shortened engine life. Therefore, it is necessary to heat the emulsified oil in the oil pan promptly to reduce engine wear.
[0003] In related technologies, a separate heating system is typically provided for the oil pan. This system includes a water tank located at the bottom of the oil pan and a heating element that heats the water in the tank. The heated water then heats the oil in the oil pan. However, this type of heating system is relatively complex, and it still consumes engine power to heat the oil, resulting in higher fuel consumption. Summary of the Invention
[0004] In view of this, this application provides an engine waste heat utilization system, an engine waste heat utilization method, and a vehicle, which can not only utilize the engine waste heat to heat the oil in the oil pan, but also reduce engine fuel consumption.
[0005] On the one hand, embodiments of this application provide an engine waste heat utilization system, which includes an engine and an exhaust pipe assembly;
[0006] The engine includes a cylinder and an oil pan, the oil pan being located below the cylinder, the oil pan including a separated and adjacent oil chamber and an air chamber, the oil chamber for containing engine oil, and the air chamber including an air inlet and an exhaust outlet, the exhaust outlet communicating with the outside of the engine;
[0007] The exhaust pipe assembly includes a first exhaust pipe, the intake end of which is connected to the cylinder, and the outlet end of which is connected to the intake port.
[0008] Optionally, the exhaust pipe assembly further includes a second exhaust pipe, a third exhaust pipe, and a fourth exhaust pipe;
[0009] The outlet end of the first exhaust pipe is connected to the inlet end of the second exhaust pipe and / or the inlet end of the third exhaust pipe;
[0010] The outlet end of the second exhaust pipe is connected to the air inlet;
[0011] The outlet of the third exhaust pipe is connected to the outside of the engine;
[0012] The inlet end of the fourth exhaust pipe is connected to the exhaust port, and the outlet end of the fourth exhaust pipe is connected to the middle part of the third exhaust pipe.
[0013] Optionally, the system further includes an electrically controlled valve, which includes 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 connected to the outlet end of the first exhaust pipe, the second interface is connected to the inlet end of the second exhaust pipe, and the third interface is connected to the 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 in order to regulate the flow rate of gas flowing from the first interface to the second exhaust pipe and the third exhaust pipe.
[0017] Optionally, the system further includes a controller electrically connected to the electric actuator, the controller being used to control the electric actuator to switch the valve between a first position, a second position, and a 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 connected to the second interface and the third interface respectively.
[0021] Optionally, the system further includes a first temperature sensor electrically connected to the controller, the first temperature sensor being used to detect the temperature of the coolant inside 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, embodiments of this application also provide a method for utilizing engine waste heat, wherein the method is applied to the engine waste heat utilization system described in any of the above claims, and the method includes:
[0024] Obtain a first temperature, wherein the first temperature is the temperature of the coolant inside the engine;
[0025] Based on the first temperature, the flow rate of gas from the first exhaust pipe into the air chamber is adjusted.
[0026] Optionally, adjusting the flow rate from the first exhaust pipe into the air chamber based on the first temperature includes:
[0027] In response to the first temperature being lower than the first preset temperature, all the gas in the first exhaust pipe is introduced into the gas chamber.
[0028] Optionally, adjusting the flow rate from the first exhaust pipe into the air chamber based on the first temperature includes:
[0029] In response to the first temperature being greater than the second preset temperature and less than the third preset temperature, a portion of the gas in the first exhaust pipe is introduced into the gas chamber.
[0030] On the other hand, embodiments of this application also provide a vehicle, the vehicle including the engine waste heat recovery system described in any of the above claims.
[0031] The engine waste heat utilization system provided in this application includes an engine and an exhaust pipe assembly. The engine includes a cylinder and an oil pan, with the oil pan located below the cylinder. The oil pan includes a separated oil chamber and an air chamber, with the oil chamber used to hold engine oil. The exhaust pipe assembly includes a first exhaust pipe, through which exhaust gas from the cylinder can flow into the air chamber via the first exhaust pipe and the air inlet of the air chamber. This allows for rapid heating of the engine oil in the adjacent oil chamber, which is separated from the air chamber, thereby improving the fluidity of the engine oil in the oil chamber. As can be seen from the above, the engine waste heat utilization system provided in this application is simple in composition, utilizing only the heat carried by the exhaust gas from the cylinder to rapidly heat the engine oil in the oil chamber of the oil pan without the need for an additional heating system that consumes engine power. In other words, it not only utilizes the waste heat from the engine exhaust to heat the engine oil in the oil pan but also reduces engine fuel consumption. Attached Figure Description
[0032] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0033] Figure 1 This is a schematic diagram of the structure of an engine waste heat utilization system provided in an embodiment of this application;
[0034] Figure 2 This is a schematic diagram of the structure of the oil pan in an engine waste heat recovery system provided in an embodiment of this application;
[0035] Figure 3 This is a schematic diagram of the structure of an engine waste heat recovery system in the third position, provided in an embodiment of this application.
[0036] Figure 4 This is a schematic diagram of the structure of an engine waste heat recovery system in the second position, provided in an embodiment of this application.
[0037] Figure 5 This is a schematic diagram of the structure of an engine waste heat recovery system in the first position, provided in an embodiment of this application.
[0038] Figure 6 This is a flowchart of a method for utilizing engine waste heat provided in an embodiment of this application;
[0039] Figure 7 This is a flowchart of another method for utilizing engine waste heat provided in an embodiment of this application.
[0040] Figure label:
[0041] 100. Engine; 110. Cylinder; 120. Oil pan; 111. Cylinder block; 112. Cylinder head; 121. Oil chamber; 122. Air chamber; 123. Intake port; 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. Electrically controlled valve; 310. Electric actuator; 320. Valve body; 330. Valve; 321. First port; 322. Second port; 323. Third port;
[0044] 400. Controller;
[0045] 500. First temperature sensor;
[0046] 600. Second temperature sensor;
[0047] 700, data cable;
[0048] 800, Pre-catalyst;
[0049] 900. Main catalytic converter;
[0050] α, Preset included angle.
[0051] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation
[0052] 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.
[0053] In the embodiments of this application, directional terms such as "upper," "lower," and "side" are generally used in the following ways: Figure 1 The relative positions shown are based on established rules, and these directional terms are used merely to more clearly describe the structures and their relationships, not to describe absolute positions. Positions may change when the product is placed in different orientations; for example, "up" and "down" may be interchanged. Unless otherwise defined, all technical terms used in the embodiments of this application have the same meaning as commonly understood by those skilled in the art.
[0054] To make the technical solutions and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.
[0055] Combination Figure 1 , Figure 2 and Figure 3As shown in the figure, this application embodiment 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 in a vehicle, such as a gasoline engine or a diesel engine.
[0056] Engine 100 includes cylinder 110 and oil pan 120, with oil pan 120 located below cylinder 110. Oil pan 120 includes separate but adjacent oil chamber 121 and air chamber 122. Oil chamber 121 is used to hold engine oil, and air chamber 122 includes an intake port 123 and an exhaust port 124, with exhaust port 124 communicating with the outside of engine 100. It should be noted that the engine oil in oil chamber 121 of oil pan 120 mainly comes from the circulation process of engine 100's lubrication system. When engine 100 starts, the oil pump draws in the engine oil in oil chamber 121, builds up a certain pressure, and then sends it to the oil filter for filtration. After filtration, the engine oil is distributed to various parts of engine 100 that require lubrication, such as crankshaft, connecting rod bearings, and camshaft. After completing their lubrication tasks, the oil in these parts returns to oil chamber 121 of oil pan 120 due to gravity. Meanwhile, the oil chamber 121 is generally connected to the bottom of the cylinder 110, which can prevent oil leakage or external contaminants from entering the engine 100.
[0057] The exhaust pipe assembly 200 includes a first exhaust pipe 210, the intake end of which is connected to the cylinder 110, and the outlet end of which is connected to the intake port 123. This configuration allows exhaust gas from the cylinder 110 to flow sequentially into the air chamber 122 via the first exhaust pipe 210 and the intake port 123. Because the exhaust gas is relatively hot, its residual heat can rapidly heat the oil in the adjacent oil chamber 121, which is separated from the air chamber 122. This improves the fluidity of the oil in the oil chamber 121, preventing the oil from emulsifying at low temperatures and improving its lubrication. This helps prevent impurities from wearing down the engine 100 and extends its service life. In some embodiments, the cylinder 110 includes a connected cylinder block 111 and cylinder head 112, with an oil pan 120 located below the cylinder block 111. The first exhaust pipe 210 can communicate with the cylinder head 112.
[0058] As can be seen from the above, the engine waste heat utilization system provided in this application embodiment has a simple composition. It only uses the waste heat carried by the exhaust gas in the cylinder 110 to quickly heat the engine oil in the oil chamber 121 of the oil pan 120, without the need for an additional heating system that consumes the power of the engine 100. In other words, it can not only use the waste heat of the exhaust gas generated by the engine 100 to heat the engine oil in the oil chamber 121 of the oil pan 120 to improve the fluidity of the engine oil, but also reduce the fuel consumption of the engine 100.
[0059] The following is in conjunction with the appendix Figures 1 to 5 The details and functions of the engine waste heat utilization system provided in the embodiments of this application will be described in more specific and detailed manner.
[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 inlet port 123.
[0061] The exhaust end of the third exhaust pipe 230 is connected to the outside of the engine 100. It should be noted that being connected to the outside of the engine 100 means being connected to the outside atmosphere of the engine 100.
[0062] The intake end of the fourth exhaust pipe 240 is connected to the exhaust port 124, and the outlet end of the fourth exhaust pipe 240 is connected to the middle portion of the third exhaust pipe 230. In some embodiments, the intake port 123 is connected to a first connecting pipe 250, and the exhaust port 124 is connected to a second connecting pipe 260. The first connecting pipe 250 and the second connecting pipe 260 extend in a direction away from the air chamber portion 122. The outlet ends of the first connecting pipe 250 and the second exhaust pipe 220 can be connected by a threaded engagement or fastened by a clamp. The intake end of the fourth exhaust pipe 240 and the second connecting pipe 260 can be connected by a threaded engagement 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 sequentially through the second exhaust pipe 220, the air chamber portion 122, and the fourth exhaust pipe 240; 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 the aircraft flies through the air chamber 122, it can heat the oil in the oil chamber 121 adjacent to the air chamber 122, thereby improving the fluidity of the oil.
[0063] In some embodiments, the oil pan 120 can be made of steel plate or iron plate, so that the oil pan 120 can have high strength, thus not easily deformed and with high reliability.
[0064] like Figure 2As shown, in some embodiments, the air cavity 122 includes a first sidewall 125 and a first bottom wall 124 connected together, and the oil cavity 121 includes a second bottom wall 126. The top end of the first sidewall 125 extends circumferentially around the second bottom wall 126, and the bottom end of the first sidewall 125 extends circumferentially around the first bottom wall 124. It should be noted that the first sidewall 125 and the first bottom wall 124 can be formed by stamping. The first sidewall 125 and the second bottom wall 126 can be connected by riveting, welding, or other processes to ensure the sealing of the connection between the first sidewall 125 and the second bottom wall 126, preventing gas in the air cavity 122 from leaking out between the first sidewall 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. This ensures that the air chamber 122 can accommodate sufficient exhaust gas and provide sufficient flow space for the exhaust gas to quickly heat the oil in the oil chamber 121.
[0066] like Figure 2 As shown, in some embodiments, the first sidewall 125 includes a first sub-sidewall and a second sub-sidewall disposed opposite to each other. The first sub-sidewall is provided with an air inlet 123, and the second sub-sidewall is provided with an exhaust outlet 124. The air inlet 123 and the exhaust outlet 124 are thus disposed opposite to each other, ensuring a longer path for the exhaust gas to flow within the air chamber 122, thereby fully heating the oil in the oil chamber 121 and improving the utilization rate of waste heat from 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 and at least a portion of the fourth exhaust pipe 240 are corrugated. It should be noted that the corrugated second exhaust pipe 220 and fourth exhaust pipe 240 have better vibration damping effect, preventing the exhaust pipe assembly 200 from shifting due to vibration and avoiding 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 outlet end of the fourth exhaust pipe 240, the second flange 280 is connected to the connection point 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. This ensures the sealing and stability of the connection between the fourth exhaust pipe 240 and the third exhaust pipe 230. The annular gasket 290 may 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, with the pre-catalyst 800 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 connected to the cylinder 110, and the outlet end of the first exhaust pipe 211 is connected to the intake end of the pre-catalyst 800. The intake end of the second exhaust pipe 212 is connected to the outlet end of the pre-catalyst 800, and the outlet end of the second exhaust pipe 212 is connected to 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 of the third exhaust pipe 230 and the fourth exhaust pipe 240 and the outlet end of the third exhaust pipe 230. This configuration ensures that exhaust gas undergoes pretreatment in the pre-catalyst 800, followed by secondary treatment in the main catalyst 900, before being discharged into the atmosphere from the outlet of the third exhaust pipe 230, thus guaranteeing that exhaust emissions meet national emission standards. It should be understood that the pre-catalyst 800 can increase the exhaust gas temperature through a catalytic reaction, thereby better activating the catalyst in the main catalyst 900 and improving its catalytic efficiency. The main catalyst 900 can be, for example, a three-way catalytic converter, capable of converting harmful substances in the exhaust gas into harmless substances before being discharged into the atmosphere. It should be noted that the exhaust pipe assembly 200 also includes components such as a muffler for exhaust gas emission, but this embodiment does not limit the scope of these components.
[0070] Combination Figure 1 and Figure 3As shown, in some embodiments, the engine waste heat recovery system further includes an electronically controlled 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 drives the valve 330 to rotate, thereby regulating the flow rate of gas flowing from the first interface 321 to the second exhaust pipe 220 and the third exhaust pipe 230. This allows for flexible adjustment of the valve 330 position as needed, ensuring timely heating of the oil in the oil chamber 121 at low temperatures and timely discharge of exhaust gas into the atmosphere. It should be noted that adjusting the flow rate of gas flowing from the first port 321 to the second exhaust pipe 220 and the third exhaust pipe 230 means adjusting the position of valve 330 to direct all the gas flowing into the first port 321 into the second exhaust pipe 220, or to direct all the gas flowing into the first port 321 into the third exhaust pipe 230, or to direct a portion of the gas flowing into the first port 321 into the second exhaust pipe 220 and another portion into the third exhaust pipe 230. It should also be noted that the electrically controlled valve 300 in this embodiment 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, which is electrically connected to the electric actuator 310. The controller 400 controls the electric actuator 310 to switch the valve 330 between a first position, a second position, and a third position. It should be noted that the controller 400 and the electric actuator 310 can be connected via a data cable 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 connected to both 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 inlet end of the third exhaust pipe 230, so that all the gas in the first exhaust pipe 210 enters the air chamber 122 through the second exhaust pipe 220. When valve 330 is in the second position, valve 330 closes the 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 valve 330 is in the third position, valve 330 opens the 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 chamber 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 recovery system further includes a first temperature sensor 500, which is electrically connected to the controller 400. The first temperature sensor 500 is used to detect the coolant temperature inside the engine 100. It should be noted that the controller 400 and the first temperature sensor 500 can be connected via a data cable 700. The first temperature sensor 500 can be, for example, a water temperature sensor. The controller 400, based on the coolant temperature detected by the first temperature sensor 500, controls the electric actuator 310 to drive the valve 330 to any one of the first, second, or third positions. In this way, the gas flow rate into the third exhaust pipe 230 and the gas flow rate into the second exhaust pipe 220 can be adjusted in a timely manner according to the coolant temperature, thereby ensuring timely heating of the oil in the oil chamber at low temperatures and ensuring rapid exhaust gas discharge. It should be understood that the coolant temperature and the oil temperature in the oil chamber 121 are related. 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 valve 330 is in the third position, valve 330 and the plane where the air inlet port of the second exhaust pipe 220 is located form a preset angle α, which is greater than 0 degrees and less than 90 degrees. The preset angle α is related to the coolant temperature. Specifically, the lower the coolant temperature, the larger the preset angle α, resulting in a greater gas flow rate into the second exhaust pipe 220 than into the third exhaust pipe 230. This ensures that at low temperatures, most of the exhaust gas can flow into the air chamber 122 to heat the oil in the air chamber 122 in a timely manner, ensuring the oil has sufficient fluidity and improving its lubrication effect. Conversely, the higher the temperature, the smaller the preset angle α, resulting in a less gas flow rate into the second exhaust pipe 220 than into the third exhaust pipe 230. This prevents the oil in the oil chamber from being heated to excessively high temperatures, thus avoiding excessively low oil viscosity that could affect its lubrication effect.
[0074] Combination Figure 1 , Figure 3 , Figure 4 and Figure 5 As shown, in some embodiments, the engine waste heat recovery system further includes a second temperature sensor 600, which is electrically connected to the controller 400. The second temperature sensor 600 is used to detect the exhaust gas temperature inside 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 cable 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, second, or third positions based on the exhaust gas temperature detected by the second temperature sensor 600 inside the fourth exhaust pipe 240. It should be noted that the higher the gas temperature detected by the second temperature sensor 600, the smaller the angle formed between the valve 330 and the air intake end of the second exhaust pipe 220. With this configuration, in low-temperature environments, the position of the valve 330 can be adjusted first based on the coolant temperature to heat the cooler engine oil inside the air chamber 122. Then, the position of the valve 330 can be adjusted more precisely based on the temperature of the cooled exhaust gas discharged from the air chamber 122. It can ensure rapid heating of the low-temperature oil in the air chamber 122 to improve the oil's fluidity, and after the oil temperature in the air chamber 122 has risen to the target temperature, it can prevent the oil in the oil chamber from being continuously heated to an excessively high temperature, thereby avoiding the oil's lubrication effect due to excessively low oil viscosity.
[0075] In summary, the engine waste heat utilization system provided in this application embodiment can use the waste heat of exhaust gas to heat the engine oil in the oil chamber 121 of the oil pan 120 in a timely manner, thereby improving the fluidity of the engine oil and reducing the fuel consumption of the engine 100.
[0076] On the other hand, combining Figures 1 to 6As shown in the illustration, this application also provides a method for utilizing engine waste heat. This method is applied to any of the engine waste heat utilization systems described above and can be executed by the controller 400 within the aforementioned engine waste heat utilization system. The engine waste heat utilization method includes steps 101 to 102.
[0077] In step 101, the controller 400 acquires the first temperature.
[0078] The first temperature is the coolant temperature inside the engine 100. In some embodiments, the controller 400 acquires the first temperature from the first temperature sensor 500 in real time or at preset intervals.
[0079] In step 102, the controller 400 adjusts the flow rate of gas in the first exhaust pipe 210 into the air intake chamber 122 based on the first temperature.
[0080] Since the coolant temperature is related to the oil temperature in the oil chamber 121, the engine waste heat utilization method provided in this application embodiment can adjust the flow rate of exhaust gas into the air chamber 122 in a timely manner according to the oil temperature in the air chamber 122 of the oil pan 120, thereby rapidly heating the oil in the oil chamber 121 of the oil pan 120 so that the oil in the oil chamber 121 maintains a high fluidity.
[0081] On the other hand, combining Figures 1 to 7 As shown in the illustration, this application also provides a method for utilizing engine waste heat. This method is applied to any of the engine waste heat utilization systems described above and can be executed by the controller 400 within the aforementioned engine waste heat utilization system. The engine waste heat utilization method includes steps 201 to 203.
[0082] In step 201, the controller 400 acquires the first temperature.
[0083] The first temperature is the coolant temperature inside the engine 100. It should be noted that step 201 is similar to step 101, therefore, the embodiments of this application will not be described again here.
[0084] In step 202, the controller 400 adjusts the flow rate of gas in the first exhaust pipe 210 into the air intake chamber 122 based on the first temperature.
[0085] In some embodiments, step 202 includes the following three methods:
[0086] In the first scenario, the controller 400, responding to a first temperature lower than a first preset temperature, directs all the gas in the first exhaust pipe 210 into the air chamber 122. This ensures that, even at low temperatures, the relatively high-temperature exhaust gas is directed into the air chamber 122 to rapidly heat the engine oil in the oil chamber 121, thereby improving the oil's fluidity and ensuring optimal lubrication even at low temperatures. This helps prevent wear on the engine 100 and extends its service life. It should be noted that the first preset temperature can be, for example, 0°C. Furthermore, the first preset temperature can be adjusted as needed.
[0087] In some embodiments, the controller 400 generates a first rotation command in response to a first temperature being lower than a first preset temperature, and sends the first rotation command to the electric actuator 310. Upon receiving the first rotation command, the electric actuator 310 drives the valve 330 to rotate to a first position. This ensures that, at low temperatures, all exhaust gas is introduced into the gas chamber 122, fully utilizing the residual heat of the exhaust gas to rapidly heat the oil in the oil chamber.
[0088] In the second scenario, the controller 400, responding to a first temperature being higher than a second preset temperature but lower than a third preset temperature, directs a portion of the gas from the first exhaust pipe 210 into the air chamber 122. It can be understood that the oil flow rate when the first temperature is higher than the second preset temperature but lower than the third preset temperature is greater than the oil flow rate when the first temperature is lower than the first preset temperature. In this case, only a small amount of exhaust gas needs to be introduced into the air chamber 122 to improve the oil flow rate in the oil chamber 121. The remaining exhaust gas not introduced into the air chamber 122 can be promptly discharged to the atmosphere 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 and third preset temperatures can be adjusted as needed.
[0089] In some embodiments, the controller 400, in response to a first temperature being greater than a second preset temperature and less than a third preset temperature, generates a second rotation command and sends the second rotation command to the electric actuator 310. Upon receiving the second rotation command, the electric actuator 310 drives the valve 330 to rotate to a third position. This ensures timely heating of the oil in the oil chamber 121 while preventing overheating of the oil and subsequent decrease in oil viscosity.
[0090] Thirdly, in response to a first temperature exceeding a third preset temperature, the controller 400 prevents the gas in the first exhaust pipe 210 from being introduced into the air chamber 122. It should be noted that in this case, all the gas in the first exhaust pipe 210 is discharged through the third exhaust pipe 230. When the first temperature is higher than the third preset temperature, the temperature of the oil in the corresponding air chamber 122 is also higher, resulting in better fluidity. Therefore, there is no need to use exhaust gas to heat the oil in the oil chamber 121; the exhaust gas can simply be discharged to the atmosphere through the third exhaust pipe 230. This avoids the oil temperature in the oil chamber being heated to an excessively high temperature, thereby preventing the oil viscosity from becoming too low and reducing the lubricating effect of the oil.
[0091] In some embodiments, the controller 400 generates a third rotation command in response to a first temperature exceeding a third preset temperature, and sends the third rotation command to the electric actuator 310. Upon receiving the third rotation command, the electric actuator 310 drives the valve 330 to rotate to a second position. This ensures that, when the oil temperature is high, all exhaust gas can be rapidly discharged to the atmosphere from the third exhaust pipe 230.
[0092] In step 203, the controller 400 obtains the second temperature in response to the valve 330 remaining at the first or third position for a preset duration.
[0093] The second temperature is the exhaust gas temperature inside the fourth exhaust pipe 240. The preset duration can be adjusted according to needs, for example, it can be 5 minutes, 10 minutes, etc.
[0094] In step 204, the controller 400 generates a fourth rotation command in response to the second temperature being greater than the third preset temperature.
[0095] The fourth rotation command instructs the electric actuator 310 to drive the valve 330 to the second position. It is understood that the second temperature is positively correlated with the oil temperature in the oil chamber 121, meaning the second temperature reflects the current oil temperature in the oil chamber 121. This design prevents the oil from being continuously heated by high-temperature exhaust gases, thus avoiding a decrease in oil viscosity and reducing its lubricating effect.
[0096] In summary, the engine waste heat utilization method provided in this application can adjust the gas flow rate into the gas chamber 122 of the oil pan 120 in a timely manner according to the coolant temperature, ensuring that the engine oil in the oil chamber 121 of the oil pan 120 can be heated in a timely manner at low temperatures to improve the oil's fluidity and ensure that the oil can provide a better lubrication effect. Simultaneously, after the engine oil has been heated to a certain duration, this method can also promptly block the flow of exhaust gas into the gas chamber 122 based on the temperature of the heated oil in the oil chamber 121, preventing the oil in the oil chamber 121 from being continuously heated by high-temperature exhaust gas, thereby avoiding the decrease in oil viscosity and affecting the lubrication effect. In other words, this method can ensure that the engine oil maintains a good viscosity to maintain a better lubrication effect, thereby ensuring that the engine 100 is not easily worn and can operate stably. Furthermore, since the engine 100 power is not consumed during the oil heating process, it can both ensure good oil fluidity and reduce engine 100 fuel consumption.
[0097] On the other hand, this application also provides a vehicle that includes the engine waste heat recovery system described in any one of the embodiments of this application. In some embodiments, the composition and function of the engine waste heat recovery system in the vehicle are the same as those in the embodiments of this application, and therefore will not be repeated here. The vehicle provided in this application can be a conventional fuel engine direct-drive vehicle, a hybrid electric vehicle, a plug-in hybrid electric vehicle, a range-extended electric vehicle, etc. The engine waste heat recovery system can not only use the waste heat from the exhaust gas generated by the engine 100 to heat the oil in the oil chamber 121 of the oil pan 120 to improve the fluidity of the oil, but also reduce the fuel consumption of the engine 100, ensuring that the vehicle can operate continuously and stably. At the same time, since the engine waste heat recovery system has a simple composition and occupies little space, it can also improve the space utilization of the vehicle and reduce the manufacturing cost of the vehicle.
[0098] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only.
[0099] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.
Claims
1. An engine waste heat recovery system, characterized in that, The system includes an engine (100) and an exhaust pipe assembly (200). The engine (100) includes a cylinder (110) and an oil pan (120). The oil pan (120) is located below the cylinder (110). 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). The exhaust port (124) communicates with the outside of the engine (100). The exhaust pipe assembly (200) includes a first exhaust pipe (210), the intake end of the first exhaust pipe (210) is connected to the cylinder (110), and the outlet end of the first exhaust pipe (210) is connected to the intake port (123). The exhaust pipe assembly (200) also 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); The outlet end of the third exhaust pipe (230) is connected to the outside of the engine (100); The inlet end of the fourth exhaust pipe (240) is connected to the exhaust port (124), and the outlet end of the fourth exhaust pipe (240) is connected to the middle part of the third exhaust pipe (230). The system also includes an electrically controlled 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 in order to regulate the flow rate of gas flowing from the first port (321) to the second exhaust pipe (220) and the third exhaust pipe (230); The system also includes a second temperature sensor (600), which is electrically connected to the controller (400) and is used to detect the gas temperature inside the fourth exhaust pipe (240). The system also includes a controller (400) electrically connected to the electric actuator (310), the controller (400) being used to instruct the electric actuator (310) to control the valve (330) to switch between a first position, a second position and a third position based on the gas temperature.
2. The engine waste heat recovery system according to claim 1, characterized in that, 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 connected to the second interface (322) and the third interface (323) respectively.
3. The engine waste heat recovery system according to claim 2, characterized in that, The system also includes a first temperature sensor (500) electrically connected to the controller (400), the first temperature sensor (500) being used to detect the coolant temperature inside the engine (100).
4. The engine waste heat recovery system according to claim 1, characterized in that, 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.
5. A method for utilizing engine waste heat, characterized in that, The method is applied to an engine waste heat recovery system as described in any one of claims 1 to 4, and the method includes: Obtain a first temperature, wherein the first temperature is the coolant temperature inside the engine (100); Based on the first temperature, the flow rate of gas flowing from the first exhaust pipe (210) into the air chamber (122) is adjusted.
6. The method for utilizing engine waste heat according to claim 5, characterized in that, The adjustment of the flow rate from the first exhaust pipe (210) into the air chamber (122) based on the first temperature includes: In response to the first temperature being lower than the first preset temperature, all the gas in the first exhaust pipe (210) is introduced into the air chamber (122).
7. The method for utilizing engine waste heat according to claim 5, characterized in that, The adjustment of the flow rate from the first exhaust pipe (210) into the air chamber (122) based on the first temperature includes: In response to the first temperature being greater than the second preset temperature and less than the third preset temperature, a portion of the gas in the first exhaust pipe (210) is introduced into the gas chamber (122).
8. A vehicle, characterized in that, The vehicle includes an engine waste heat recovery system as described in any one of claims 1 to 4.