Engine air intake and exhaust apparatus and engine air intake and exhaust control method

Abstract

The application provides an engine air intake and exhaust device and an engine air intake and exhaust control method, and relates to the field of engines.In the application, the compressor and the turbine are decoupled and independently controlled instead of being integrated in the exhaust turbocharger.The controller can directly adjust the operating state of the compressor based on the engine load to meet the required air intake flow during the transient process such as acceleration and deceleration, and improve the real-time performance of the air intake flow control.In addition, the controller can also adjust the conduction direction of the first valve and the opening degree of the second valve based on the EGR rate demand value to meet the EGR rate demand.In addition, the controller can also adjust the opening degree of the third valve based on the intake air temperature of the aftertreatment device to meet the exhaust temperature demand.

Description

Technical Field

[0001] This application relates to the field of engines, and more specifically, to an engine intake and exhaust device and an engine intake and exhaust control method. Background Technology

[0002] An engine is a machine that converts other forms of energy into mechanical energy. Exhaust gas turbochargers are used for engine energy management and control. An exhaust gas turbocharger mainly consists of a turbine and a compressor. Exhaust gas from the engine is introduced into the turbine, and the energy of the exhaust gas drives the turbine to rotate, thereby driving the compressor, which is coaxial with the turbine, to achieve pressure boosting.

[0003] When the engine is in a transient process such as acceleration or deceleration, the exhaust gas turbocharger has a problem of intake flow control lag, which reduces the engine's power. Summary of the Invention

[0004] In view of this, this application provides an engine intake and exhaust device and an engine intake and exhaust control method to solve the problem of intake flow control lag in the exhaust gas turbocharger during transient processes such as acceleration and deceleration of the engine.

[0005] To solve the above-mentioned technical problems, this application adopts the following technical solution:

[0006] An engine intake and exhaust system, comprising:

[0007] The system includes at least one compressor, multiple turbines, and a controller; the multiple turbines include a first turbine and a second turbine.

[0008] The output end of the compressor is connected to the input end of the heat exchanger, the output end of the heat exchanger is connected to the input end of the engine, the output end of the target cylinder of the engine is connected to the first turbine through a first valve, and the first valve is also connected to the input end of the heat exchanger through a second valve; the gas output end of the first turbine and the output end of the non-target cylinder of the engine are respectively connected to the intake end of the second turbine, the exhaust end of the second turbine is connected to the after-treatment equipment, and the intake end of the second turbine is also connected to the after-treatment equipment through a third valve;

[0009] The controller is used to adjust the operating state of the compressor based on the engine load, adjust the conduction direction of the first valve and the opening degree of the second valve based on the exhaust gas recirculation (EGR) rate requirement, and adjust the opening degree of the third valve based on the intake air temperature of the aftertreatment equipment.

[0010] Optionally, the at least one compressor includes a first compressor and a second compressor, wherein the output ends of the first compressor and the second compressor are respectively connected to the input end of the heat exchanger.

[0011] Optionally, the power output terminals of the first turbine and the second turbine are connected to the power input terminal of the battery, and the power output terminal of the battery supplies power to the first compressor and the second compressor.

[0012] Optionally, when the controller is used to adjust the operating state of the compressor based on the engine load, it includes:

[0013] Obtain engine load;

[0014] The target speeds of the first compressor and the second compressor corresponding to the engine load are determined; wherein, when the engine load is in a first load range, the operating speed of the first compressor is determined based on the engine load and the second compressor is not running; when the engine load is in a second load range, the first compressor runs at a set speed and the speed of the second compressor is determined based on the engine load.

[0015] The first compressor is controlled to operate at a target speed, and the second compressor is controlled to operate at a target speed.

[0016] Optionally, when the controller adjusts the conduction direction of the first valve and the opening degree of the second valve based on the EGR rate requirement value, it includes:

[0017] Obtain the required EGR rate value;

[0018] When the EGR rate requirement value is greater than the first target EGR rate, the second valve is controlled to close and the first valve is controlled to operate, so that the exhaust gas output of the target cylinder of the engine is only output to the first turbine.

[0019] When the EGR rate requirement value is greater than the first target EGR rate and less than the second target EGR rate, the second valve is controlled to open and the first valve is controlled to operate, so that a portion of the exhaust gas output from the target cylinder of the engine is output to the first turbine and the other portion is output to the heat exchanger.

[0020] When the EGR rate requirement is greater than the second target EGR rate, the opening of the second valve is controlled to the maximum opening and the first valve is controlled to operate, so that all the exhaust gas output from the target cylinder of the engine is output to the heat exchanger.

[0021] Optionally, controlling the second valve to open includes:

[0022] Determine the opening degree of the second valve corresponding to the EGR rate requirement value;

[0023] The second valve is controlled to be open according to its opening degree.

[0024] Optionally, when the controller adjusts the opening of the third valve based on the intake air temperature of the aftertreatment device, it includes:

[0025] Detect the intake air temperature of the post-treatment equipment;

[0026] When the inlet temperature of the post-treatment device is less than the temperature threshold, the opening degree of the third valve corresponding to the inlet temperature of the post-treatment device is determined.

[0027] The opening degree of the third valve is adjusted according to the opening degree of the third valve.

[0028] Optionally, after adjusting the opening of the third valve according to the opening degree of the third valve, the method further includes:

[0029] If the inlet air temperature of the post-treatment equipment is not lower than the temperature threshold, the third valve is controlled to close.

[0030] Optionally, the first compressor is an induction asynchronous motor, the second compressor is a permanent magnet synchronous motor, the first valve is a three-way valve, and the second valve is a one-way valve.

[0031] An engine intake and exhaust control method is applied to a controller in the aforementioned engine intake and exhaust equipment; the engine intake and exhaust control method includes:

[0032] Adjust the compressor's operating status based on engine load;

[0033] Based on the EGR rate requirement, adjust the conduction direction of the first valve and the opening degree of the second valve;

[0034] The opening of the third valve is adjusted based on the intake air temperature of the after-treatment equipment.

[0035] This application provides an engine intake and exhaust system and an engine intake and exhaust control method. The engine intake and exhaust system includes at least one compressor, multiple turbines, and a controller. The multiple turbines include a first turbine and a second turbine. The output end of the compressor is connected to the input end of a heat exchanger, and the output end of the heat exchanger is connected to the input end of the engine. The output end of the target cylinder of the engine is connected to the first turbine through a first valve, and the first valve is also connected to the input end of the heat exchanger through a second valve. The gas output end of the first turbine and the output end of the non-target cylinder of the engine are respectively connected to the intake end of the second turbine. The exhaust end of the second turbine is connected to an aftertreatment device, and the intake end of the second turbine is also connected to the aftertreatment device through a third valve. That is, this application no longer integrates the compressor and turbine into the exhaust gas turbocharger, but decouples the compressor and turbine and controls them independently. During transient processes such as acceleration and deceleration, the controller can directly adjust the operating state of the compressor based on the engine load to meet the intake flow required during transient processes, improving the real-time performance of intake flow control. Furthermore, in this application, the controller can also adjust the conduction direction of the first valve and the opening degree of the second valve based on the EGR rate requirement value to meet the EGR rate requirement. Additionally, in this application, the controller can also adjust the opening degree of the third valve based on the intake air temperature of the aftertreatment equipment to meet the exhaust temperature requirement. Attached Figure Description

[0036] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0037] Figure 1 This is a schematic diagram of the structure of an engine intake and exhaust device provided in an embodiment of this application;

[0038] Figure 2 This is a schematic diagram of another engine intake and exhaust device provided in an embodiment of this application;

[0039] Figure 3 A compressor control flowchart is provided for an embodiment of this application;

[0040] Figure 4 A schematic diagram of the compressor operating range provided in an embodiment of this application;

[0041] Figure 5 A valve control flowchart is provided for an embodiment of this application;

[0042] Figure 6 A schematic diagram of EGR rate provided for an embodiment of this application;

[0043] Figure 7 Another valve control flowchart provided in this application embodiment;

[0044] Figure 8 A flowchart of an engine intake and exhaust control method provided in this application embodiment;

[0045] Figure 9 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0046] 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, and 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.

[0047] An engine is a machine that converts other forms of energy into mechanical energy. Exhaust gas turbochargers are used for engine energy management and control. An exhaust gas turbocharger mainly consists of a turbine and a compressor. Exhaust gas from the engine is introduced into the turbine, and the energy of the exhaust gas drives the turbine to rotate, thereby driving the compressor, which is coaxial with the turbine, to achieve pressure boosting.

[0048] For heavy-duty truck engines, the intake airflow of the exhaust gas turbocharger needs to be adjusted during transient processes such as acceleration and deceleration. For example, during acceleration, when the driver presses the accelerator, the intake airflow of the exhaust gas turbocharger needs to be increased to provide the engine with the necessary airflow to respond to the accelerator pedal input. However, since the exhaust gas turbocharger introduces exhaust gas from the engine into a turbine, using the energy of the exhaust gas to drive the turbine's rotation, which in turn drives the compressor coaxial with the turbine to achieve supercompression, the initial step is to increase the exhaust gas output to increase the turbine's speed. This process takes time. By the time the compressor's intake airflow increases, the vehicle may no longer be in a transient acceleration phase, or the vehicle's acceleration may have changed, causing a lag in the exhaust gas turbocharger's intake airflow control and reducing engine power.

[0049] Therefore, in this embodiment of the application, to improve the real-time performance of intake flow control, the compressor and turbine are no longer integrated into the exhaust gas turbocharger. Instead, the compressor and turbine are decoupled and controlled independently. During transient processes such as engine acceleration and deceleration, the controller can directly adjust the compressor's operating state based on the engine load to meet the intake flow requirements of the transient process, thereby improving the real-time performance of intake flow control.

[0050] In addition, in this application, the controller can also adjust the conduction direction of the first valve and the opening degree of the second valve based on the EGR rate requirement value to meet the EGR rate requirement.

[0051] In addition, in this application, the controller can also adjust the opening of the third valve based on the intake air temperature of the aftertreatment equipment to meet the exhaust temperature requirements.

[0052] One embodiment of this application provides an engine intake and exhaust device, referring to... Figure 1 It can include:

[0053] At least one compressor (e.g.) Figure 1 Compressors 1-n in the middle), multiple turbines (such as...) Figure 1 The turbines 1-m and the controller 101 are included. Here, n and m are positive integers, and their specific values ​​can be determined based on the actual configuration.

[0054] In this embodiment, instead of integrating the compressor and turbine into the exhaust gas turbocharger, the compressor and turbine are set up separately to achieve independent control.

[0055] like Figure 2 As shown, in this embodiment, the output end of the compressor is connected to the input end of the heat exchanger 15, and the output end of the heat exchanger 15 is connected to the input end of the engine. The fresh air output by the heat exchanger 15 can enter the engine cylinder.

[0056] In this embodiment, the compressor is an electric compressor. When the compressor is installed, the output end of the compressor is connected to the input end of the heat exchanger 15. The compressor is provided with an air inlet, through which fresh air can flow in. The compressor can compress the air, causing the temperature of the fresh air to rise. In order to avoid the temperature of the supplied fresh air being higher than the temperature of the fresh air required by the engine cylinder, a heat exchanger 15 is provided between the compressor and the engine. The temperature of the fresh air output by the compressor can be reduced through the heat exchanger 15, so that the temperature of the fresh air output by the heat exchanger 15 meets the gas temperature requirements of the engine cylinder.

[0057] In one implementation, when actually setting up the compressor, it is considered that a larger number of compressors can provide more air intake and the performance requirements of a single compressor are lower. Therefore, in this embodiment, the number of compressors is one or more.

[0058] In one embodiment, such as Figure 2 As shown, an example is given with two compressors. When there are two compressors, at least one compressor includes a first compressor 11 (also called electric compressor 1) and a second compressor 12 (also called electric compressor 2).

[0059] In this embodiment, both the first compressor 11 and the second compressor 12 are electric compressors. The output terminals of the first compressor 11 and the second compressor 12 are connected to the input terminal of the heat exchanger 15, respectively. To improve the efficiency of the compressors, the first compressor 11 and the second compressor 12 can be configured as compressors with different efficiency ranges. In one implementation, the first compressor 11 is an induction asynchronous motor, and the second compressor 12 is a permanent magnet synchronous motor. The induction asynchronous motor has higher efficiency at lower speeds, while the permanent magnet synchronous motor has higher efficiency at higher speeds. Therefore, in this embodiment, high compression efficiency is achieved at both low and high speeds. In real-world scenarios, heavy-duty truck engines have high power and torque requirements, necessitating the use of high-power electric superchargers. This places stringent requirements on the reliability and durability of the motors, resulting in lower efficiency at high speeds. Using two electric compressors working in conjunction can reduce the power requirement of each motor, improve reliability, and reduce costs. In addition, if two electric compressors, one large (induction asynchronous motor) and one small (permanent magnet synchronous motor), are used, the total power of the motors in the compressors can be matched according to the rated operating conditions and flexibly controlled under certain operating conditions. By enabling the motors to operate in a coordinated manner in a high-efficiency range, flexible, precise and real-time control of airflow can be achieved, thereby improving engine power, fuel economy and emission characteristics.

[0060] In another implementation, the first compressor 11 is a permanent magnet synchronous motor, and the second compressor 12 is an induction asynchronous motor. In yet another implementation, the first compressor 11 and the second compressor 12 can also be the same type of motor, depending on the actual configuration.

[0061] The air intake of the first compressor 11 is called intake 1, and the air intake of the second compressor 12 is called intake 2. The size of the air intake ports of intake 1 and intake 2 can be configured according to actual needs.

[0062] It should be noted that in actual scenarios, three or more compressors can be set up according to actual needs.

[0063] In addition, the power of different compressors can be set to meet different operating conditions.

[0064] In this embodiment, the use of multiple electric compressors with different power / efficiency ranges can reduce costs and improve reliability while covering the power requirements of all operating conditions, thus making up for the problems of high cost, poor reliability and durability caused by using high-power high-speed motors.

[0065] In addition, when an electric compressor is used for intake, the motor in the electric compressor can be controlled in real time according to the engine's air flow demand under transient operating conditions to provide the required intake flow and reduce the hysteresis effect of the exhaust gas turbocharger.

[0066] Similarly, to reduce the performance requirements of the turbine, multiple turbines can be installed. In this embodiment, the turbine is an electric turbine, meaning that the turbine incorporates an electric motor; that is, the turbine is a combination of a turbine and an electric motor. At least one turbine includes a first turbine 13 and a second turbine 14. The first turbine 13 and the second turbine 14 have different uses. The first turbine 13, in addition to generating electricity, can also, under special operating conditions such as high torque, through engine-coordinated control, introduce higher-pressure exhaust gas into the engine intake side to provide a higher EGR (Exhaust Gas Recirculation Rate) flow, thereby suppressing knocking tendencies and improving fuel economy or power performance. In other words, the first turbine 13 in this application can perform power generation operations or achieve the purpose of increasing the EGR rate depending on its function.

[0067] The second turbine 14 is mainly used for power generation or to provide the required exhaust temperature, achieve thermal management, ensure power performance, and reduce emissions and fuel consumption.

[0068] In one implementation, the engine intake and exhaust system is equipped with two turbines, one of which serves as the first turbine 13 and the other as the second turbine 14.

[0069] In one implementation, the engine's intake and exhaust systems include multiple turbines. Since the EGR rate is relatively low, one turbine can be selected as the first turbine 13 to provide a sufficient EGR rate, while the remaining turbines serve as second turbines 14. When there are multiple second turbines 14, they can be integrated together to form a turbine assembly. The exhaust gas from the engine cylinders is input into this turbine assembly, allowing each second turbine 14 to generate electricity.

[0070] Different turbines can have different sizes; some turbines are large, while others are small. The specific configuration can be tailored to the application scenario. Figure 2As shown, this embodiment illustrates the use of two turbines in the engine's intake and exhaust system. In this embodiment, the two turbines are configured with one large and one small turbine; the first turbine 13 is smaller, and the second turbine 14 is larger.

[0071] In this embodiment, by configuring electric turbines with different functions, the engine exhaust pulse energy is rationally utilized to improve the EGR rate. An increased EGR rate improves combustion performance within the engine cylinders, reducing exhaust emissions and thus mitigating the traditional trade-off between engine emissions and fuel consumption. Furthermore, the engine exhaust pulse energy can also be used to improve exhaust temperature, meeting the intake temperature requirements of the aftertreatment device 17.

[0072] In one embodiment, the engine has six cylinders. The output of the target cylinder is connected to the first turbine 13 via a first valve.

[0073] The target cylinder can be one or more. Since the first turbine 13 is used to provide a sufficient EGR rate, re-inputting the exhaust gas from the target cylinder into the engine cylinders can improve the EGR rate. Generally, the EGR rate is relatively small; therefore, the number of target cylinders is usually small, such as one, two, or three. In subsequent embodiments, we will use one target cylinder, such as cylinder 1, as an example. The other cylinders in the engine cylinders besides the target cylinder are called non-target cylinders. If cylinder 1 is the target cylinder, then the non-target cylinders are cylinders 2-6. The exhaust gas from the non-target cylinders is mainly used for power generation.

[0074] The output end of the target cylinder of the engine is connected to the first turbine 13 through a first valve. In addition, the first valve is also connected to the input end of the heat exchanger 15 through a second valve.

[0075] Specifically, such as Figure 2 As shown, when there is no need to increase the EGR rate, the first turbine 13 is mainly used for power generation. In this case, the gas output from the target cylinder is input into the first turbine 13 through the first valve. When the EGR rate is not very high, the exhaust gas output from the target cylinder can be partially input into the first turbine 13 through the first valve, and partially enter the heat exchanger 15 after passing through the first and second valves. When the EGR rate requirement is high, the exhaust gas output from the target cylinder should be reintroduced into the engine cylinder. In this case, the gas output from the target cylinder passes through the first and second valves in sequence before entering the heat exchanger 15.

[0076] In one implementation, since the first valve needs to be connected to the output end of the target cylinder, the first turbine 13, and the second valve, the first valve in this embodiment can be a three-way valve 18. Furthermore, since the second valve only needs to input the exhaust gas from the target cylinder into the heat exchanger 15, the second valve can be a one-way valve 19.

[0077] In this embodiment, the first turbine 13 is connected to the target cylinder of the engine. When power generation is required, the exhaust gas from the target cylinder is connected to the first turbine 13 via a three-way valve 18. When it is necessary to improve the EGR rate, the three-way valve 18 connects the exhaust gas from the target cylinder to the one-way valve 19 on the engine intake side. Thus, by coordinating the valve opening under different operating conditions, the trade-off between power performance, pollutant emissions, and fuel economy can be improved.

[0078] like Figure 2 As shown, the gas output end of the first turbine 13 and the output end of the non-target cylinder of the engine are respectively connected to the intake end of the second turbine 14.

[0079] Specifically, taking cylinder 1 as the target cylinder, the exhaust gas output from cylinder 1 can be combined with the exhaust gas output from cylinders 2-6 after passing through the first valve and input into the second turbine 14. The second turbine 14 can use the input exhaust gas to achieve continuous operation, thereby driving the generator to generate electricity. After passing through the second turbine 14, the exhaust gas enters the after-treatment equipment 17.

[0080] The exhaust end of the second turbine 14 is connected to the aftertreatment device 17. Specifically, the exhaust gas output from the second turbine 14 can be fed to the aftertreatment device 17, which can be an SCR (Selective Catalytic Reduction) system. After the aftertreatment device 17 treats the exhaust gas accordingly, it is then discharged into the atmosphere.

[0081] In one implementation, the exhaust gas collected from each cylinder has a high temperature and can be used for heating. Therefore, when the intake temperature of the aftertreatment device 17 is low, the exhaust gas collected from the cylinders can be used to heat the gas in the aftertreatment device 17. Therefore, in this embodiment, the intake end of the second turbine 14 is also connected to the aftertreatment device 17 via a third valve 20, so that the collected exhaust gas no longer passes through the second turbine 14 and is directly input into the aftertreatment device 17 through the third valve 20. In this embodiment, the third valve 20 is a thermal management valve, such as a check valve.

[0082] It should be noted that the various paths in this embodiment, such as the intake path and exhaust path, can be referred to as follows: Figure 2 As shown.

[0083] In one implementation, the controller in this embodiment is a controller that performs a control function. It should be noted that... Figure 2 This is just a schematic representation; the controller is not shown, but it uses a turbine, compressor, and valves that have communication relationships.

[0084] In this embodiment, the controller can control the operating status of the compressor, etc. Specifically, the controller can be an ECU (Electronic Control Unit). The ECU can control the operating status of the compressor, control the opening degree of the first valve, the second valve, and the third valve 20, as well as the conduction direction of the first valve.

[0085] Specifically, the controller can adjust the compressor's operating status based on the engine load.

[0086] In practice, during transient processes such as vehicle acceleration and deceleration, the engine load changes. Since the compressor and turbine are decoupled, they can be controlled independently. The controller can immediately adjust the compressor's operating state based on the changed engine load. The operating state can be the speed. After the speed changes, the compressor's intake air volume changes, thereby providing the required intake air flow during transient processes.

[0087] In addition, the controller can adjust the conduction direction of the first valve and the opening degree of the second valve based on the EGR rate requirement value.

[0088] Specifically, when the EGR rate requirement is low, the gas output from the target cylinder can be directly fed into the first turbine 13 for power generation. When the EGR rate requirement increases, a portion of the gas output from the target cylinder can be fed into the first turbine 13 for power generation, while a portion is fed into the heat exchanger 15 through the first and second valves to increase the EGR rate. When the EGR rate requirement is high, all the gas output from the target cylinder can be fed into the heat exchanger 15 through the first and second valves to further increase the EGR rate.

[0089] In addition, the controller can also adjust the opening of the third valve 20 based on the intake air temperature of the after-treatment device 17.

[0090] Specifically, if the intake temperature of the post-processing device 17 is low, it is necessary to increase the intake temperature to ensure the temperature of the gas entering the post-processing device 17. In this embodiment, the high-temperature gas collected at the intake end of the second turbine 14 can be used to heat the intake gas of the post-processing device 17. At this time, the third valve 20 should be opened, and the high-temperature gas collected at the intake end of the second turbine 14 can be directly input into the post-processing device 17 through the third valve 20 to increase the gas temperature.

[0091] If the inlet temperature of the after-treatment device 17 is high, it is no longer necessary to use the gas collected at the inlet of the second turbine 14 to heat the gas entering the after-treatment device 17. At this time, the third valve 20 can be closed, and the gas collected at the inlet of the second turbine 14 is transported to the second turbine 14 for power generation.

[0092] In this embodiment, the engine intake and exhaust system includes: at least one compressor, multiple turbines, and a controller; the multiple turbines include a first turbine 13 and a second turbine 14. The output end of the compressor is connected to the input end of a heat exchanger 15, and the output end of the heat exchanger 15 is connected to the input end of the engine. The output end of the target cylinder of the engine is connected to the first turbine 13 through a first valve, and the first valve is also connected to the input end of the heat exchanger 15 through a second valve. The gas output end of the first turbine 13 and the output end of the non-target cylinders of the engine are respectively connected to the intake end of the second turbine 14. The exhaust end of the second turbine 14 is connected to the aftertreatment device 17, and the intake end of the second turbine 14 is also connected to the aftertreatment device 17 through a third valve 20. That is, in this application, the compressor and turbine are no longer integrated into the exhaust gas turbocharger, but are decoupled and independently controlled. During transient processes such as acceleration and deceleration of the engine, the controller can directly adjust the compressor's operating state based on the engine load to meet the intake flow required during transient processes, improve the real-time performance and accuracy of intake flow control, enhance transient response, and meet more stringent emission and fuel consumption regulations.

[0093] In addition, in this application, the controller can also adjust the conduction direction of the first valve and the opening degree of the second valve based on the EGR rate requirement value to meet the EGR rate requirement.

[0094] In addition, in this application, the controller can also adjust the opening of the third valve 20 based on the intake temperature of the after-treatment device 17 to meet the exhaust temperature requirements.

[0095] In addition, in this application, the compressor and turbine are decoupled, which allows for the configuration of multiple compressors and multiple turbines, thereby reducing the performance and reliability requirements of each compressor and turbine, and thus using lower-cost compressors and turbines to reduce costs.

[0096] Furthermore, this application decouples the compressor and turbine, leveraging the high responsiveness of the electric motor. On the intake side, the compressor's airflow can be precisely controlled. For engines with valve regulation, this application eliminates the throttle valve, thereby reducing pumping losses and improving fuel economy. For non-valve-regulated engines, this application eliminates the intake and exhaust throttle valves, allowing for more flexible thermal management control and further enhancing fuel economy.

[0097] Based on any of the above embodiments, another implementation of this application, such as Figure 2 As shown, in order to make full use of the electrical energy output by the first turbine and the second turbine, in this embodiment of the application, the electrical energy output terminal of the first turbine 13 and the electrical energy output terminal of the second turbine 14 are connected to the electrical energy input terminal of the battery 16, and the electrical energy output terminal of the battery 16 is connected to the electrical energy input terminals of the first compressor 11 and the second compressor 12 respectively, so that the battery 16 can use its electrical energy output terminal to supply power to the first compressor 11 and the second compressor 12, thereby eliminating the need to configure additional power supplies for the first compressor 11 and the second compressor 12 separately, thus saving energy.

[0098] Based on any of the above embodiments, in another implementation of this application, refer to Figure 3 When the controller is used to adjust the compressor's operating status based on engine load, it includes:

[0099] S11. Obtain engine load.

[0100] In this embodiment, the vehicle driver can control the acceleration and deceleration of the vehicle by pressing or releasing the accelerator pedal. When the vehicle is in a transient condition such as acceleration and deceleration, the engine load will change with the depth of the accelerator pedal, which will cause the required intake air flow of the engine to change. It is necessary to adjust the intake air flow of the compressor. At this time, the engine load can be obtained, and the intake air flow of the compressor can be adjusted based on the engine load.

[0101] S12. Determine the target speed of the first compressor and the target speed of the second compressor corresponding to the engine load.

[0102] Specifically, based on the above discussion, when the first compressor is an induction asynchronous motor and the second compressor is a permanent magnet synchronous motor, the first compressor operates in its high-efficiency range at lower speeds, while the second compressor operates in its high-efficiency range at higher speeds. In this embodiment, when the engine load is low, the engine speed is low. If the first compressor is used, its speed is low, allowing it to operate in its high-efficiency range. Therefore, when the engine load is low, the first compressor is preferentially used to ensure higher compressor efficiency. Similarly, when the engine load is high, the engine speed is high. If the second compressor is used, its speed is high, allowing it to operate in its high-efficiency range. Therefore, when the engine load is high, the second compressor is preferentially used to ensure higher compressor efficiency.

[0103] like Figure 4 As shown, the horizontal axis represents engine speed, and the vertical axis represents engine load. In this embodiment, the engine load is divided into two intervals: a first load interval and a second load interval. The first load interval refers to the low-speed, low-load interval. Figure 4The main operating range of the electric compressor 1 in this application is the low-speed, low-load range in the embodiment of this application. The second load range refers to the high-speed, high-load range. Figure 4 The common working interval is the high-speed, high-load interval in the embodiments of this application.

[0104] When the total power of the compressor is matched according to 85% of the rated power, the compressor operates in the high-efficiency range when the compressor speed is 85% of the rated speed.

[0105] When the engine load is in the first load range, the first compressor operates in its high-efficiency range. At this time, the first compressor can be controlled to run while the second compressor remains off. The operating speed of the first compressor is determined based on the engine load. In practical applications, the operating speed of the first compressor increases continuously with the engine load until it reaches 85% of its rated speed, at which point the speed is no longer increased to ensure that the first compressor operates within its high-efficiency range.

[0106] When the engine load is in the second load range, the second compressor operates at a higher efficiency, while the first compressor operates at a set speed. This set speed is 85% of the first compressor's rated speed. This is because the first engine operates efficiently at 85% of the first compressor's rated speed. To ensure the first compressor operates within its high-efficiency range, its speed remains constant at 85% of its rated speed. The second compressor's speed is adjusted to meet the engine's intake airflow requirements. The second compressor's speed is determined based on the engine load. Generally, the second compressor's operating speed increases with the engine load until it reaches 85% of its rated speed, ensuring it operates within its high-efficiency range. When the second compressor is at 85% of its rated speed, if the engine reaches its rated power, both the first and second compressors will operate at 85% of their respective motor's rated power, meaning both compressors are operating within their high-efficiency range.

[0107] In practical applications, the correspondence between engine load, target speed of the first compressor, and target speed of the second compressor can be pre-calibrated through experiments. This allows for direct lookup of the correspondence to obtain the target speeds of the first and second compressors corresponding to the engine load.

[0108] S13. Control the first compressor to operate at the target speed of the first compressor, and control the second compressor to operate at the target speed of the second compressor.

[0109] After determining the target speed of the first compressor and the target speed of the second compressor, the controller sends the target speed of the first compressor to the first compressor, so that the first compressor operates at the target speed. After the operating speed of the compressor changes, the intake flow rate of the compressor's intake 1 will change, thereby meeting the corresponding intake flow rate requirements.

[0110] In addition, the controller sends the target speed of the second compressor to the second compressor, so that the second compressor operates at the target speed. After the operating speed of the compressor changes, the intake flow rate of the compressor 2 will change, thereby meeting the corresponding intake flow rate requirements.

[0111] In this embodiment, the controller can adjust the compressor speed in real time based on the engine load, thereby adjusting the intake flow rate and providing the intake flow rate required by the engine load.

[0112] Based on any of the above embodiments, in another implementation of this application, refer to Figure 5 When the controller is used to adjust the conduction direction of the first valve and the opening degree of the second valve based on the EGR rate requirement, it includes:

[0113] S21. Obtain the required EGR rate value.

[0114] In this embodiment, the EGR rate is an important indicator for evaluating the performance of the exhaust gas recirculation system, defined as the ratio of the recirculated exhaust gas volume to the total intake air volume in the intake cylinder. Its proper control is crucial for the purification effect of nitrogen oxides and the overall emissions of the machine.

[0115] In real-world scenarios, the EGR rate is divided into the actual EGR rate and the EGR rate requirement value. The EGR rate requirement value is an expected EGR rate, which means that the vehicle is expected to adjust the actual EGR rate according to the EGR rate requirement value so that the actual EGR rate is eventually adjusted to the EGR rate requirement value.

[0116] In this embodiment, the required EGR rate value can be obtained based on the actual configuration. In one implementation, refer to... Figure 6 The horizontal axis represents engine speed, and the vertical axis represents engine load. Figure 6 This indicates the relationship between EGR rate, engine speed, and engine load. Under a certain engine speed and engine load, through... Figure 6 The EGR rate obtained from the query is the EGR rate requirement value in the embodiments of this application.

[0117] S22. When the EGR rate requirement value is greater than the first target EGR rate, control the second valve to close and control the first valve to operate, so that the exhaust gas output of the target cylinder of the engine is only output to the first turbine.

[0118] In this embodiment, the first target EGR rate is a relatively low EGR rate value, such as 10%. If the required EGR rate is greater than the first target EGR rate, it indicates that the engine is operating under a condition with a lower EGR rate requirement. In this case, no additional control is needed to ensure that the actual EGR rate is the required value. In this situation, the controller controls the second valve to close and controls the first valve to operate. Specifically, when controlling the first valve, the conduction direction of the first valve is controlled to be from the target cylinder of the engine to the first turbine, so that the exhaust gas output from the target cylinder is only output to the first turbine. The first turbine uses the exhaust gas to generate electricity, and the generated electrical energy is stored in the battery.

[0119] S23. When the EGR rate requirement is greater than the first target EGR rate and less than the second target EGR rate, control the second valve to open and control the first valve to operate, so that part of the exhaust gas output from the target cylinder of the engine is output to the first turbine and the other part is output to the heat exchanger.

[0120] In this embodiment, the second target EGR rate is a relatively high EGR rate value, such as 20%.

[0121] Specifically, when the EGR rate requirement is greater than the first target EGR rate but less than the second target EGR rate, conventional control alone cannot make the actual EGR rate meet the EGR rate requirement.

[0122] In actual setup, the first turbine is relatively small and can be used for both power generation and EGR (Exhaust Gas Retention) efficiency. This can be achieved by adjusting the direction of the first valve, ensuring it aligns with both the direction from the target cylinder of the engine to the first turbine and the direction from the target cylinder to the second valve. Additionally, the second valve needs to be controlled so that a portion of the exhaust gas from the target cylinder is sent to the first turbine for power generation, while the remaining portion is sent to the heat exchanger to provide EGR flow, thereby increasing the actual EGR rate to the required value. This configuration reduces NOx emissions, protecting the environment, and improves fuel economy, reducing fuel or gas consumption. Furthermore, for gas engines, a higher EGR rate can also enhance power performance.

[0123] In one implementation, the controller can control the opening of the second valve to adjust the flow rate of exhaust gas from the target cylinder of the engine to the second valve. Specifically, controlling the opening of the second valve may include:

[0124] Determine the opening degree of the second valve corresponding to the EGR rate requirement, and then control the second valve to be open according to the opening degree of the second valve.

[0125] Specifically, the correspondence between the EGR rate requirement and the opening of the second valve can be determined through experiments. Then, given the EGR rate requirement, this correspondence can be found to obtain the opening of the second valve. The opening of the second valve can be controlled to the obtained opening, thereby adjusting the flow rate of the exhaust gas output from the target cylinder of the engine to the second valve to ensure a sufficient EGR rate.

[0126] S24. When the EGR rate requirement is greater than the second target EGR rate, control the opening of the second valve to the maximum opening and control the action of the first valve so that all the exhaust gas output from the target cylinder of the engine is output to the heat exchanger.

[0127] In this embodiment, when the EGR rate requirement is greater than the second target EGR rate, it means that when the engine is currently operating under a high EGR rate requirement, the conduction direction of the first valve is only from the target cylinder of the engine to the second valve, and the opening degree is fully open. All the exhaust gas in the target cylinder enters the engine intake side through the heat exchanger. At this time, the exhaust gas in the target cylinder is used entirely to provide the EGR rate, and the EGR flow rate can reach the maximum.

[0128] In this embodiment, by cooperating with the first valve and the second valve, the flow direction of the exhaust gas output from the target cylinder is adjusted, so that when it is necessary to increase the EGR rate, the exhaust gas in the target cylinder can be input to the intake side of the engine, thereby increasing the EGR rate and meeting the EGR rate requirements.

[0129] Based on any of the above embodiments, refer to Figure 7 When the controller is used to adjust the opening of the third valve based on the intake air temperature of the aftertreatment equipment, it includes:

[0130] S31. Detect the inlet temperature of the post-processing equipment.

[0131] In real-world scenarios, such as Figure 2 As shown, a temperature sensor 21 can be installed at the air inlet of the after-treatment device. The temperature sensor 21 is used to detect the air inlet temperature of the after-treatment device.

[0132] S32. When the inlet temperature of the post-treatment equipment is less than the temperature threshold, determine the opening degree of the third valve corresponding to the inlet temperature of the post-treatment equipment.

[0133] In practice, the temperature threshold can be configured according to actual conditions. If the intake temperature of the aftertreatment device is lower than the temperature threshold, it means that the intake temperature of the aftertreatment device is low, which also means that the exhaust temperature of the engine is low. At this time, the requirements of the aftertreatment device for intake temperature are not met, and the intake temperature needs to be increased.

[0134] like Figure 2As shown, the exhaust gas from the engine cylinders, collected after being fed into the second turbine, has a high temperature. Therefore, this high-temperature exhaust gas can be used to increase the intake temperature of the aftertreatment equipment. At this point, the third valve can be opened. The opening degree of the third valve is related to the intake temperature of the aftertreatment equipment; the lower the intake temperature, the larger the opening degree of the third valve. In practice, the correspondence between the opening degree of the third valve and the intake temperature of the aftertreatment equipment can be experimentally calibrated. By querying this correspondence, the opening degree of the third valve corresponding to the intake temperature of the aftertreatment equipment can be determined.

[0135] S33. Adjust the opening degree of the third valve according to the opening degree of the third valve.

[0136] Specifically, the opening of the third valve is adjusted to the opening obtained in step S32. After the opening of the third valve is adjusted, some or all of the exhaust gas collected from each cylinder of the engine can enter the output pipeline of the second turbine directly through the third valve without passing through the second turbine. Since the temperature of the exhaust gas collected from each cylinder of the engine is high, the high-temperature exhaust gas and the original low-temperature exhaust gas output by the second turbine are collected in the output pipeline of the second turbine. After heat exchange, the temperature of the exhaust gas can be increased.

[0137] In one implementation, after adjusting the opening of the third valve according to its opening degree, if the intake air temperature of the aftertreatment equipment is not lower than the temperature threshold, it indicates that the intake air temperature of the aftertreatment equipment is high enough to meet its requirements. In this case, it is not necessary to use the high-temperature exhaust gas from each cylinder of the engine to heat the exhaust gas output from the second turbine, and the third valve can be closed. At this point, the exhaust gas from each cylinder of the engine is collected and output to the second turbine, which uses this exhaust gas to generate electricity, which is then stored in a battery.

[0138] In this embodiment, by bypassing the second turbine and directly connecting some or all of the exhaust gas collected from each cylinder of the engine to the aftertreatment equipment through the third valve, the intake temperature of the aftertreatment equipment can be adjusted to meet the requirements of the aftertreatment equipment for intake temperature, thereby improving the processing capacity of the aftertreatment equipment and improving the thermal management level of the engine.

[0139] Based on the embodiments of the engine intake and exhaust equipment described above, another embodiment of this application discloses an engine intake and exhaust control method, applied to the controller in the aforementioned engine intake and exhaust equipment. (Refer to...) Figure 8 Engine intake and exhaust control methods include:

[0140] S41. Adjust the compressor's operating status based on engine load.

[0141] In this embodiment, as Figure 4As shown, when the engine is operating at low speed and low load, primarily the first compressor operates, while the second compressor remains inactive. If the first compressor is already operating at 85% of its rated speed, and the load continues to increase, the engine will be operating at high speed and high load, at which point both the first and second compressors will operate simultaneously. The first compressor's speed remains constant, while the second compressor begins to increase its speed and engages, continuing to increase its speed until it reaches 85% of its rated speed. When the engine power reaches its rated power, both the first and second compressors will operate at 85% of their respective rated power.

[0142] S42. Based on the EGR rate requirement, adjust the conduction direction of the first valve and the opening degree of the second valve.

[0143] In this embodiment, the first turbine is relatively small and can be used to generate electricity or provide EGR (Exhaust Gas Regeneration) rate. The EGR rate is controlled by a first valve, i.e., a three-way valve. When the engine operates at a low EGR rate requirement, the three-way valve in the engine's exhaust pipe connects to the first turbine, and exhaust gas passes through the first turbine to generate electricity. As the EGR rate requirement increases, the opening of the three-way valve before the first turbine gradually increases, and some exhaust gas, along with the energy from the engine's exhaust pulses, passes through the second valve, i.e., a one-way valve, into the engine's intake side, providing EGR flow. Part of the exhaust gas then passes through the first turbine to generate electricity.

[0144] When the engine operates at a high EGR rate requirement, the three-way valve is fully open, and the engine exhaust gas in the target cylinder is used entirely to provide the EGR rate and is charged into the intake side. At this time, the EGR flow rate can reach its maximum.

[0145] S43. Adjust the opening of the third valve based on the intake air temperature of the after-treatment equipment.

[0146] In this embodiment, when the temperature sensor 21 detects that the exhaust temperature is below the threshold, the third valve, i.e., the thermal management valve, opens. At this time, the exhaust gas temperature after being collected from each engine cylinder is relatively high, which can heat the intake air of the aftertreatment equipment. Therefore, part of the collected exhaust gas bypasses the second turbine directly. As the exhaust temperature rises, the thermal management valve gradually closes. At this time, all the exhaust gas passes through the second turbine to generate electricity before passing through the aftertreatment equipment, so as to maintain the exhaust temperature of the second turbine within a certain temperature threshold, thus meeting the requirements of the aftertreatment equipment for the intake air temperature.

[0147] It should be noted that there is no specific order of execution between steps S41-S43. They can be executed simultaneously, sequentially, or when the corresponding triggering condition is met.

[0148] For details on the implementation of steps S41-S43, please refer to the corresponding explanations above.

[0149] In addition, steps S41-S43 can be configured based on multi-objective optimization algorithms for engine power, economy and emission requirements to meet power, economy and emission requirements.

[0150] In this embodiment, during transient processes such as engine acceleration and deceleration, the controller can directly adjust the compressor's operating state based on the engine load to meet the intake flow required during transient processes, thereby improving the real-time performance of intake flow control. Furthermore, in this application, the controller can also adjust the conduction direction of the first valve and the opening degree of the second valve based on the EGR rate requirement value to meet the EGR rate requirement. Additionally, in this application, the controller can also adjust the opening degree of the third valve based on the intake temperature of the aftertreatment equipment to meet the exhaust temperature requirement.

[0151] This application also provides an electronic device for performing the above-described engine intake and exhaust control method.

[0152] refer to Figure 9 The diagram illustrates a structural schematic suitable for implementing the electronic device in the embodiments of this application. The electronic device in the embodiments of this application may include, but is not limited to, fixed terminals such as mobile phones, laptops, PDAs (personal digital assistants), PADs (tablet computers), desktop computers, etc. Figure 9 The electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0153] like Figure 9 As shown, the electronic device may include a processing unit (e.g., a central processing unit, a graphics processing unit, etc.) 601, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 602 or a program loaded from a storage device 608 into a random access memory (RAM) 603. When the electronic device is powered on, the RAM 603 also stores various programs and data required for the operation of the electronic device. The processing unit 601, ROM 602, and RAM 603 are interconnected via a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0154] Typically, the following devices can be connected to I / O interface 605: input devices 606 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 607 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 608 including, for example, memory cards, hard drives, etc.; and communication devices 609. Communication device 609 allows electronic devices to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 9Electronic devices with various devices are shown, but it should be understood that it is not required to implement or have all of the devices shown. More or fewer devices may be implemented or have alternatively.

[0155] This application also provides a computer program product including computer-readable instructions, which, when executed on an electronic device, cause the electronic device to implement any of the engine intake and exhaust control methods provided in this application.

[0156] This application also provides a computer-readable storage medium carrying one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement any of the engine intake and exhaust control methods provided in this application.

[0157] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An engine intake and exhaust device, characterized in that, include: The system includes at least one compressor, multiple turbines, and a controller; the multiple turbines include a first turbine and a second turbine. The output end of the compressor is connected to the input end of the heat exchanger, the output end of the heat exchanger is connected to the input end of the engine, the output end of the target cylinder of the engine is connected to the first turbine through a first valve, and the first valve is also connected to the input end of the heat exchanger through a second valve; the gas output end of the first turbine and the output end of the non-target cylinder of the engine are respectively connected to the intake end of the second turbine, the exhaust end of the second turbine is connected to the after-treatment equipment, and the intake end of the second turbine is also connected to the after-treatment equipment through a third valve; The controller is used to adjust the operating state of the compressor based on the engine load, adjust the conduction direction of the first valve and the opening degree of the second valve based on the exhaust gas recirculation (EGR) rate requirement, and adjust the opening degree of the third valve based on the intake air temperature of the aftertreatment equipment.

2. The engine intake and exhaust device according to claim 1, characterized in that, The at least one compressor includes a first compressor and a second compressor, wherein the output ends of the first compressor and the second compressor are respectively connected to the input end of the heat exchanger.

3. The engine intake and exhaust device according to claim 2, characterized in that, The power output terminals of the first turbine and the second turbine are connected to the power input terminal of the battery, and the power output terminal of the battery supplies power to the first compressor and the second compressor.

4. The engine intake and exhaust device according to claim 2, characterized in that, When the controller is used to adjust the operating state of the compressor based on the engine load, it includes: Obtain engine load; The target speeds of the first compressor and the second compressor corresponding to the engine load are determined; wherein, when the engine load is in a first load range, the operating speed of the first compressor is determined based on the engine load and the second compressor is not running; when the engine load is in a second load range, the first compressor runs at a set speed and the speed of the second compressor is determined based on the engine load. The first compressor is controlled to operate at a target speed, and the second compressor is controlled to operate at a target speed.

5. The engine intake and exhaust device according to claim 1, characterized in that, When the controller is used to adjust the conduction direction of the first valve and the opening degree of the second valve based on the EGR rate requirement value, it includes: Obtain the required EGR rate value; When the EGR rate requirement value is greater than the first target EGR rate, the second valve is controlled to close and the first valve is controlled to operate, so that the exhaust gas output of the target cylinder of the engine is only output to the first turbine. When the EGR rate requirement value is greater than the first target EGR rate and less than the second target EGR rate, the second valve is controlled to open and the first valve is controlled to operate, so that a portion of the exhaust gas output from the target cylinder of the engine is output to the first turbine and the other portion is output to the heat exchanger. When the EGR rate requirement is greater than the second target EGR rate, the opening of the second valve is controlled to the maximum opening and the first valve is controlled to operate, so that all the exhaust gas output from the target cylinder of the engine is output to the heat exchanger.

6. The engine intake and exhaust device according to claim 5, characterized in that, Controlling the second valve to open includes: Determine the opening degree of the second valve corresponding to the EGR rate requirement value; The second valve is controlled to be open according to its opening degree.

7. The engine intake and exhaust device according to claim 1, characterized in that, When the controller adjusts the opening of the third valve based on the intake air temperature of the after-treatment equipment, it includes: Detect the intake air temperature of the post-treatment equipment; When the inlet temperature of the post-treatment device is less than the temperature threshold, the opening degree of the third valve corresponding to the inlet temperature of the post-treatment device is determined. The opening degree of the third valve is adjusted according to the opening degree of the third valve.

8. The engine intake and exhaust device according to claim 7, characterized in that, After adjusting the opening of the third valve according to its opening degree, the method further includes: If the inlet air temperature of the post-treatment equipment is not lower than the temperature threshold, the third valve is controlled to close.

9. The engine intake and exhaust device according to claim 2, characterized in that, The first compressor is an induction asynchronous motor, the second compressor is a permanent magnet synchronous motor, the first valve is a three-way valve, and the second valve is a one-way valve.

10. An engine intake and exhaust control method, characterized in that, A controller applied in the engine intake and exhaust equipment as described in any one of claims 1-9; the engine intake and exhaust control method includes: Adjust the compressor's operating status based on engine load; Based on the EGR rate requirement, adjust the conduction direction of the first valve and the opening degree of the second valve; The opening of the third valve is adjusted based on the intake air temperature of the after-treatment equipment.

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