Engine system and automobile

Abstract

According to the engine system, the intake valve of the engine body is connected with the intake pipeline, and the exhaust valve of the engine body is connected with the exhaust pipeline, so that normal operation of the engine body is achieved; the engine body comprises a variable valve timing system, and the variable valve timing system comprises at least three different VVT MAPs used for controlling opening timing of an intake valve and closing timing of an exhaust valve so as to control the engine system under different operation conditions. According to the invention, the air inlet amount of the engine body can reach the best under different operation conditions, so that the engine system can reach higher combustion efficiency under different operation conditions, the oil consumption is reduced, and the economical efficiency of the engine system in the operation process is improved.

Description

Technical Field

[0001] This application relates to the field of automotive engine technology, and more specifically, to an engine system and an automobile. Background Technology

[0002] As a machine that can convert other forms of energy into mechanical energy, the engine plays an important role in the automotive field. Currently, in actual operation, the combustion efficiency of engines is relatively low, resulting in high fuel consumption and low economy.

[0003] In conclusion, how to improve engine combustion efficiency to reduce fuel consumption is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide an engine system and automobile that improves engine combustion efficiency to reduce fuel consumption.

[0005] To achieve the above objectives, this application provides the following technical solution:

[0006] An engine system includes: an engine body, an intake manifold, and an exhaust manifold; wherein the engine body includes an intake valve and an exhaust valve, the intake valve being connected to the intake manifold, and the exhaust valve being connected to the exhaust manifold; the engine body includes a variable valve timing system, the variable valve timing system including at least three different VVT MAP diagrams, the at least three VVT ​​MAP diagrams being used to control the opening timing of the intake valve and the closing timing of the exhaust valve.

[0007] In some embodiments, the system further includes an EGR line connected to the exhaust line and the intake line; the variable valve timing system includes a first VVT MAP, a second VVT MAP, and a third VVT MAP; in low-altitude areas with EGR gas supplied, the variable valve timing system is controlled by the first VVT MAP; in low-altitude areas without EGR gas supplied, the variable valve timing system is controlled by the second VVT MAP; in high-altitude areas without EGR gas supplied, the variable valve timing system is controlled by the third VVT MAP.

[0008] In some embodiments, the intake pipe is sequentially connected to an air filter, a mixing valve, a compressor, an intercooler, a throttle valve, and an intake manifold along the gas flow direction; the exhaust pipe is sequentially connected to a vortex generator, a catalytic converter, and a muffler along the gas flow direction; the intake port of the EGR pipe is connected between the vortex generator and the catalytic converter, the exhaust port of the EGR pipe is connected between the mixing valve and the compressor, and the EGR pipe is sequentially connected to an EGR cooler and an EGR valve along the gas flow direction.

[0009] In some embodiments, the stroke-to-bore ratio of the engine body is greater than or equal to 1.25, and the compression ratio of the engine body is greater than or equal to 13.

[0010] In some embodiments, the stroke-to-bore ratio is 1.25; and / or, the compression ratio is 13.

[0011] In some embodiments, the engine body further includes a cylinder head, the cylinder head including an intake manifold and an intake valve seat; the intake manifold includes a first protrusion and a second protrusion, the first protrusion protruding radially away from the intake manifold, the second protrusion protruding radially away from the intake manifold, and the protrusion direction of the first protrusion and the protrusion direction of the second protrusion being opposite; the intake valve seat is disposed on the intake manifold, and an intake baffle is disposed on the outer edge of the intake valve seat, the intake baffle being arc-shaped, and the intake baffle being capable of blocking part of the intake port of the intake manifold.

[0012] In some embodiments, the engine body further includes a cylinder block and a piston; at least one of the inner wall of the cylinder head combustion chamber, the inner wall of the cylinder block, and the top surface of the piston has a heat-insulating structure.

[0013] In some embodiments, the heat insulation structure can cover all or part of the combustion chamber wall of the cylinder head, all or part of the inner wall of the cylinder block, and all or part of the top surface of the piston.

[0014] In some embodiments, when the engine body is operating under constant power conditions, the engine speed N can be controlled using: N = (-0.33*X + 1.165)*[2750 + 25*(T1-35) + 20*(T2-90)]; where X is the ambient humidity, T1 is the intake manifold temperature, and T2 is the cooling water temperature at the engine coolant outlet.

[0015] An automobile, including the engine system described above.

[0016] The engine system provided in this application connects to the intake manifold via the intake valve of the engine body and to the exhaust manifold via the exhaust valve of the engine body to achieve normal operation of the engine body. The engine body includes a variable valve timing system, which includes at least three different VVT MAP diagrams for controlling the opening timing of the intake valve and the closing timing of the exhaust valve, so as to control the engine system under different operating conditions. This ensures that the amount of air entering the engine body can reach the optimal level under different operating conditions, thereby achieving higher combustion efficiency, reducing fuel consumption, and improving the economy of the engine system during operation. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of an engine system provided in an embodiment of this application.

[0019] Explanation of reference numerals in the attached figures:

[0020] 10-Engine body;

[0021] 20-Intake pipe, 21-Air filter, 22-Mix valve, 23-Compressor, 24-Intercooler, 25-Throttle valve, 26-Intake manifold;

[0022] 30-Exhaust pipe, 31-Swirl, 32-Catalytic converter, 33-Muffler;

[0023] 40 - EGR piping, 41 - EGR cooler, 42 - EGR valve. Detailed Implementation

[0024] 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.

[0025] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. The terminology used in the following embodiments is for the purpose of describing specific embodiments only and is not intended to be a limitation of this application. As used in the specification and appended claims of this application, the singular expressions "a," "an," "the," "the," "the," and "this" are intended to also include expressions such as "one or more," unless the context clearly indicates otherwise. It should also be understood that in the embodiments of this application, "one or more" refers to one, two, or more; "and / or" describes the relationship between related objects, indicating that three relationships may exist; for example, A and / or B can represent: A alone, A and B simultaneously, or B alone, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship.

[0026] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0027] The "multiple" mentioned in the embodiments of this application refers to two or more. It should be noted that in the description of the embodiments of this application, terms such as "first" and "second" are used only for the purpose of distinguishing descriptions and should not be construed as indicating or implying relative importance, nor should they be construed as indicating or implying order.

[0028] like Figure 1 As shown, the engine system provided in this application embodiment includes an engine body 10, an intake pipe 20, and an exhaust pipe 30. The engine body 10 includes an intake valve and an exhaust valve. The intake valve connects to the intake pipe 20, and the exhaust valve connects to the exhaust pipe 30, allowing gas to enter the engine body 10 through the intake pipe 20 and exit through the exhaust pipe 30, thus enabling the normal operation of the engine body 10.

[0029] The engine body 10 includes a variable value timing (VVT) system, which includes at least three different VVT control maps (MAPs). These at least three different VVT MAPs are used to control the opening timing of the intake valve and the closing timing of the exhaust valve of the engine body 10, so as to control the engine system under different operating conditions. This ensures that the amount of air entering the engine body 10 can be optimized under different operating conditions, thereby achieving higher combustion efficiency, reducing fuel consumption, and improving the economy of the engine system during operation.

[0030] It should be noted that the VVT ​​MAP of the variable valve timing system is a control chart that controls the opening timing of the intake valve and the closing timing of the exhaust valve of the engine body 10. In the VVT ​​MAP, there are multiple corresponding opening times for the intake valve and multiple corresponding closing times for the exhaust valve. There are multiple permutations and combinations of the opening timing of the intake valve and the closing timing of the exhaust valve. Each combination can be scanned to obtain its fuel consumption result. Therefore, the variable valve timing system can provide different VVT MAPs to enable the engine body 10 to achieve higher combustion efficiency and thus achieve lower fuel consumption.

[0031] like Figure 1 As shown, to improve the environmental friendliness of the engine system, the engine system provided in this embodiment also includes an Exhaust Gas Recirculation (EGR) pipe 40. The EGR pipe 40 connects the exhaust pipe 30 and the intake pipe 20, allowing the exhaust gas discharged from the exhaust pipe 30 to be processed by the EGR pipe 40 before entering the intake pipe 20, mixing with fresh gas, and then re-entering the engine block 10. During the EGR gas introduction process, because the EGR gas contains a large amount of CO2 and other gases, although CO2 and other gases cannot burn, their high specific heat capacity allows them to absorb a large amount of heat, thereby reducing the combustion temperature in the engine block 10 and reducing NO. X This reduces emissions, thereby improving the environmental friendliness of the engine system.

[0032] Specifically, such as Figure 1 As shown, the intake pipe 20 is connected in sequence along the gas flow direction to an air filter 21, a mixing valve 22, a compressor 23, an intercooler 24, a throttle valve 25, and an intake manifold 26; the exhaust pipe 30 is connected in sequence along the gas flow direction to a vortex 31, a catalytic converter 32, and a muffler 33.

[0033] The intake port of the EGR line 40 is connected between the vortex 31 and the catalytic converter 32, and the exhaust port of the EGR line 40 is connected between the mixing valve 22 and the compressor 23. The EGR line 40 is also connected to the EGR cooler 41 and the EGR valve 42 in sequence along the gas flow direction to treat the exhaust gas in the exhaust line 30 and control the EGR gas to enter the intake line 20.

[0034] In the engine system provided in this application embodiment, the variable valve timing system includes a first VVT MAP, a second VVT MAP, and a third VVT MAP.

[0035] In low-altitude areas with EGR gas introduced, the variable valve timing system is controlled by the first VVTMAP diagram to improve environmental performance while meeting the power requirements in low-altitude areas. The control of the first VVTMAP diagram ensures that the intake valve opening timing and exhaust valve closing timing achieve the optimal air intake of the engine body 10, thereby improving combustion efficiency.

[0036] In low-altitude areas where EGR gas is not introduced, the variable valve timing system is controlled by the second VVTMAP diagram to improve combustion efficiency.

[0037] In high-altitude areas where EGR gas is not introduced, the variable valve timing system is controlled by the third VVTMAP diagram to meet the power requirements in high-altitude areas.

[0038] To further improve the combustion efficiency of the engine system, the engine system provided in this application embodiment has increased the stroke-to-bore ratio and compression ratio of the engine body 10. Specifically, the stroke-to-bore ratio is greater than or equal to 1.25 and the compression ratio is greater than or equal to 13, so as to improve combustion efficiency and reduce fuel consumption.

[0039] It should be noted that the stroke-to-bore ratio is the ratio between the stroke length of the piston and the bore diameter of the cylinder in the engine block 10, and the compression ratio is the degree to which the gas in the cylinder is compressed when the piston moves from bottom dead center to top dead center.

[0040] In some embodiments, the engine body 10 has a stroke-to-bore ratio of 1.25 and a compression ratio of 13 to further improve combustion efficiency and reduce fuel consumption.

[0041] In reality, the engine body 10 includes components such as fuel injectors, intake camshafts, exhaust camshafts, intake valves, exhaust valves, cylinder heads, cylinder blocks, pistons, and spark plugs that enable the engine body 10 to operate normally. These will not be described in detail here.

[0042] To further improve the combustion efficiency of the engine system, the intake manifold in the cylinder head of the engine body 10 includes a first protrusion and a second protrusion. The first protrusion protrudes radially away from the intake manifold, and is generally arched. The second protrusion also protrudes radially away from the intake manifold, and is generally shaped like a fish belly. The protrusion direction of the first protrusion is opposite to that of the second protrusion. This increases the amount of air entering the intake manifold, further improving combustion efficiency and reducing fuel consumption.

[0043] In the cylinder head, the intake port of the intake manifold is equipped with an intake valve seat, and an intake baffle is provided at the outer edge of the intake valve seat. The intake baffle is arc-shaped and can block part of the intake port of the intake manifold. In this way, when the gas enters the intake manifold, it can be guided by the intake baffle, so that the airflow can form tumble. Tumble increases the contact area, thereby further improving the combustion efficiency of the gas in the engine block 10.

[0044] Since the combustion efficiency of the engine body 10 is reduced by heat conduction loss during the combustion process, in order to further improve the combustion efficiency of the engine body 10, at least one of the combustion chamber wall surface of the cylinder head, the inner wall surface of the cylinder block, and the top surface of the piston of the engine body 10 has a heat insulation structure to reduce heat conduction loss and improve combustion efficiency.

[0045] In some embodiments, a heat insulation structure may be provided on any one of the inner wall of the combustion chamber of the cylinder head, the inner wall of the cylinder block, and the top surface of the piston, or on any two of these surfaces; of course, a heat insulation structure may also be provided on all three surfaces to further reduce heat conduction loss, and this application embodiment does not limit this.

[0046] In some embodiments, when a heat insulation structure is provided on the inner wall of the combustion chamber of the cylinder head and the top surface of the piston, a friction-reducing coating is sprayed on the inner wall of the cylinder block to reduce frictional losses during the operation of the engine body 10, further improve combustion efficiency, and reduce fuel consumption.

[0047] In some embodiments, the heat insulation structure can be a heat insulation coating or a heat insulation board, etc. In practical applications, only a heat insulation coating can be sprayed, or only a heat insulation board can be set, or both a heat insulation coating and a heat insulation board can be set at the same time to further improve combustion efficiency. This application embodiment does not limit this.

[0048] During the process of setting up a heat insulation structure, after selecting the surface to which the heat insulation structure needs to be installed, the heat insulation structure can be installed on the entire area or a partial area of ​​that surface. For example, the heat insulation structure can cover all or part of the inner wall of the combustion chamber of the cylinder head, or all or part of the inner wall of the cylinder block, or all or part of the top surface of the piston, thereby reducing heat conduction loss and reducing engine knocking.

[0049] In practice, when heat insulation structures are installed in localized areas, the localized areas with lower wall temperatures can be determined through simulation calculations or temperature field tests. Heat insulation structures can then be installed in these localized areas to reduce the impact of high temperatures on these areas and improve the working efficiency and service life of the engine body 10.

[0050] When the engine body 10 operates at constant power, under different atmospheric humidity, intake air temperature of intake manifold 26, and coolant temperature at the engine coolant outlet, the following can be utilized:

[0051] N = (-0.33*X + 1.165)*[2750 + 25*(T1-35) + 20*(T2-90)], which controls the rotational speed N of the engine body 10, in rpm;

[0052] Where X is the ambient humidity, in %; T1 is the intake air temperature of intake manifold 26, in °C; and T2 is the coolant temperature at the engine coolant outlet, in °C.

[0053] As shown in the above formula, when the intake air temperature of the intake manifold 26 and the coolant temperature at the coolant outlet increase, the engine speed of the engine block 10 increases; conversely, when the intake air temperature of the intake manifold 26 and the coolant temperature at the coolant outlet decrease, the engine speed of the engine block 10 decreases. Thus, when the engine block 10 operates at constant power, its speed varies according to ambient humidity, intake air temperature of the intake manifold 26, and coolant temperature at the engine coolant outlet, keeping fuel consumption at a consistently low level and reducing fuel consumption.

[0054] For example, when the ambient humidity X is 50%, the intake air temperature of the intake manifold 26 is 35°C, and the coolant temperature at the engine coolant outlet is 90°C, the engine speed N of the engine body 10 can be calculated to be 2750 rpm.

[0055] In the operation of the engine system provided in this application embodiment, the intake valve opening timing and exhaust valve closing timing of the engine body 10 are controlled by different VVT MAP diagrams under different operating environments, so as to achieve higher combustion efficiency and reduce fuel consumption under different operating conditions. When the engine body 10 is operating under constant power conditions, the speed of the engine body 10 is controlled in real time by N=(-0.33*X+1.165)*[2750+25*(T1-35)+20*(T2-90)] to further reduce fuel consumption and improve the economy of the engine system during operation.

[0056] This application also provides a vehicle that includes the engine system described in the above embodiments.

[0057] Since the aforementioned engine system has the aforementioned technical effects, and the aforementioned automobile includes the aforementioned engine system, the aforementioned automobile also has the corresponding technical effects, which will not be elaborated here.

[0058] 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 system, characterized in that, include: Engine body (10), intake manifold (20) and exhaust manifold (30); The engine body (10) includes an intake valve and an exhaust valve, the intake valve is connected to the intake pipe (20), and the exhaust valve is connected to the exhaust pipe (30). The engine body (10) includes a variable valve timing system, which includes at least three different VVT MAP diagrams for controlling the opening timing of the intake valve and the closing timing of the exhaust valve.

2. The engine system according to claim 1, characterized in that, It also includes an EGR line (40) that connects the exhaust line (30) and the intake line (20); The variable valve timing system includes a first VVT MAP, a second VVT MAP, and a third VVT MAP. In low-altitude areas with EGR gas introduced, the variable valve timing system is controlled via the first VVT MAP diagram; In low-altitude areas where EGR gas is not introduced, the variable valve timing system is controlled by the second VVT MAP diagram; In high-altitude areas where EGR gas is not introduced, the variable valve timing system is controlled by the third VVT MAP diagram.

3. The engine system according to claim 2, characterized in that, The intake pipe (20) is connected in sequence along the gas flow direction to an air filter (21), a mixing valve (22), a compressor (23), an intercooler (24), a throttle valve (25), and an intake manifold (26); The exhaust pipe (30) is connected in sequence to a vortex (31), a catalytic converter (32), and a muffler (33) along the gas flow direction; The inlet of the EGR pipeline (40) is connected between the vortex (31) and the catalyst pack (32), the outlet of the EGR pipeline (40) is connected between the mixing valve (22) and the compressor (23), and the EGR pipeline (40) is connected in sequence with the EGR cooler (41) and the EGR valve (42) along the gas flow direction.

4. The engine system according to claim 1, characterized in that, The stroke-to-bore ratio of the engine body (10) is greater than or equal to 1.25, and the compression ratio of the engine body (10) is greater than or equal to 13.

5. The engine system according to claim 4, characterized in that, The stroke-to-cylinder diameter ratio is 1.25; And / or, the compression ratio is 13.

6. The engine system according to claim 1, characterized in that, The engine body (10) also includes a cylinder head, which includes an intake manifold and an intake valve seat. The air intake includes a first protrusion and a second protrusion. The first protrusion protrudes radially away from the air intake and the second protrusion protrudes radially away from the air intake. The protrusion directions of the first protrusion and the second protrusion are opposite. The intake valve seat is disposed on the intake duct, and an intake baffle is disposed on the outer edge of the intake valve seat. The intake baffle is arc-shaped and can block part of the intake port of the intake duct.

7. The engine system according to claim 6, characterized in that, The engine body (10) also includes a cylinder block and a piston; At least one of the following surfaces—the inner wall of the combustion chamber of the cylinder head, the inner wall of the cylinder block, and the top surface of the piston—has a heat-insulating structure.

8. The engine system according to claim 7, characterized in that, The heat insulation structure can cover all or part of the combustion chamber wall of the cylinder head, all or part of the inner wall of the cylinder body, and all or part of the top surface of the piston.

9. The engine system according to claim 1, characterized in that, When the engine body (10) operates under constant power conditions, the following can be utilized: N = (-0.33*X + 1.165) * [2750 + 25*(T1-35) + 20*(T2-90)], controlling the rotational speed N of the engine body (10); where X is the ambient humidity, T1 is the intake temperature of the intake manifold (26), and T2 is the cooling water temperature at the engine cooling water outlet.

10. A car, characterized in that, Includes the engine system as described in any one of claims 1-9.

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