Auxiliary heat exchange system based on engine load and cylinder temperature and control method thereof

Abstract

The invention discloses an auxiliary heat exchange system based on engine load and cylinder temperature and a control method thereof. The auxiliary heat exchange system comprises a multi-cylinder engine, a control module and a spray generator. The spray generator is arranged in an air inlet channel of the engine and is used for providing spray with adjustable humidity into the air inlet channel according to an instruction of the control module; the spray generator comprises a spray control valve and an atomization assembly. The spray control valve comprises a pipe part and an electromagnetic driving assembly. The interior of the spray control valve is divided into a main flow area and a balance hole channel through a main valve element. The opening degree of the balance hole channel is controlled through electromagnetic force, displacement of the main valve element is adjusted through the pressure difference between the balance hole channel and the main flow area, and therefore the opening degree of water flow in the main flow area is controlled. And the control module controls the current of a spray control valve in the spray generator and the oil sprayer according to a result transmitted by the sensor. According to the control method, interval control is conducted on the basis of the engine load percentage, and in the medium-high load interval, the spraying intensity is improved in a graded mode according to load increase.

Description

Technical Field

[0001] This invention relates to the field of engine thermal management and performance regulation technology, specifically to an auxiliary heat exchange system and its control method based on engine load and cylinder temperature. Background Technology

[0002] With the increasing demands on engine performance in the automotive, agricultural machinery, and marine industries, traditional engine thermal management systems face new challenges. Excessive engine heat load can damage reliability, shorten lifespan, and affect performance, with core negative impacts concentrated on component damage, performance degradation, and increased failure risk. High temperatures cause repeated thermal expansion and contraction of metal components such as pistons, cylinder heads, and valves, leading to cracks or even breakage. It also accelerates component wear and reduces sealing performance. Excessive temperatures can cause premature combustion of the air-fuel mixture, triggering knocking, which not only reduces power output but also increases fuel consumption. Furthermore, high temperatures can decrease engine oil viscosity, resulting in lubrication failure. Excessive exhaust temperature can damage aftertreatment components such as the three-way catalytic converter and turbocharger. Electrical components are prone to short circuits in high-temperature environments, and overloading the cooling system can cause it to overheat.

[0003] Traditional engines rely on coolant cooling as their core heat dissipation method. Its most significant drawback is its rigid control mode, which cannot flexibly adjust to changes in the engine's real-time heat load. The operating logic of the coolant cooling system is highly dependent on fixed circulation parameters. Whether it's flow regulation or heat dissipation intensity, it lacks dynamic adaptability. Even if the engine's heat load fluctuates due to changes in operating conditions, the coolant mostly maintains a preset circulation rhythm, making it difficult to quickly improve heat dissipation efficiency when the heat load increases sharply.

[0004] More importantly, traditional coolant cooling lacks a targeted dynamic intervention mechanism. Its heat dissipation process mainly relies on indirect heat transfer through the cylinder block, making it impossible to directly and precisely control the core high-temperature areas inside the cylinder. When local heat accumulation or instantaneous high temperatures occur inside the cylinder due to combustion fluctuations or changes in operating conditions, the coolant cannot quickly activate targeted enhanced heat dissipation measures and can only rely on the system's own temperature conduction lag response. This results in a serious disconnect between heat dissipation efficiency and the actual heat demand inside the cylinder. Not only is it difficult to effectively suppress the risk of knocking and component thermal fatigue caused by instantaneous high temperatures, but insufficient or excessive heat dissipation may also indirectly affect the engine's power output and operational stability.

[0005] Furthermore, traditional coolant cooling systems lack the ability to predict and actively regulate cylinder temperature in real time. Their operation relies entirely on post-event temperature feedback, meaning that limited adjustment measures are only initiated after the coolant or cylinder block temperature rises to a certain threshold. They cannot detect cylinder temperature changes in advance and intervene proactively. Faced with heat load fluctuations caused by sudden changes in operating conditions, they are always in a passive situation of "delayed response," making it difficult to achieve accurate and dynamic control of cylinder temperature.

[0006] Therefore, there is an urgent need for an enhanced engine cooling method that can dynamically adjust according to changes in engine load and cylinder temperature to solve the problems of low thermal load handling efficiency, poor cooling effect, and inability to adapt to operating conditions of traditional engines under all operating conditions. Summary of the Invention

[0007] To address the problems of existing technologies, this invention proposes an auxiliary heat exchange system and its control method based on engine load and cylinder temperature. The auxiliary heat exchange system adds a spray generator and control module based on engine load and predicted in-cylinder temperature to the existing engine structure, enabling adaptive thermal management of the engine under low, medium, and high load conditions. The control module monitors the engine load status and predicted in-cylinder temperature in real time, and performs in-cylinder scavenging to enhance heat exchange according to the operating conditions. Simultaneously, a spray generator is installed in the intake manifold, and the spray volume can be precisely controlled by dynamically adjusting the spray generator's spray control valve opening. This, combined with intake manifold spraying during the intake process, further enhances in-cylinder heat exchange, effectively overcoming the problem of rigid control in traditional heat exchange modes, which cannot flexibly adjust to real-time changes in engine heat load and temperature.

[0008] The first aspect of the present invention is to provide an engine with an auxiliary heat exchange system based on engine load and cylinder temperature, including a multi-cylinder engine, a control module and a spray generator;

[0009] The spray generator is installed inside the air intake of the engine and is used to provide an adjustable humidity spray into the air intake according to the instructions of the control module.

[0010] The control module controls the current of the spray control valve and the fuel injector inside the spray generator based on the results transmitted by the sensors; wherein, the sensor is installed inside the cylinder head of the engine; the spray generator includes a spray control valve and an atomizing assembly:

[0011] The spray control valve includes a pipe section and an electromagnetic drive assembly. The pipe section has an inlet, an outlet, a throttling port, and a main valve core. The inlet is connected to an external water pump via a pipeline. The outlet is connected to the inlet pipe. The spray control valve is divided into a main flow zone and a balance channel by the main valve core. The electromagnetic drive assembly is located outside the pipe section and at the throttling port. It controls the opening of the balance channel through electromagnetic force, and then adjusts the displacement of the main valve core through the pressure difference between the balance channel and the main flow zone, thereby controlling the opening of the water flow in the main flow zone.

[0012] The atomizing component includes a water flow channel, an air flow channel, a first fixing member, a second fixing member, and an end cap;

[0013] The outlet of the spray control valve is connected to the water flow channel of the atomizing component through the water inlet pipe;

[0014] The airflow duct has an air inlet on its wall to receive air from the engine intake manifold.

[0015] The water flow pipe is coaxially sleeved inside the air flow pipe. The inner cavity of the water flow pipe forms a water flow space, and the annular space between the outer wall of the water flow pipe and the inner wall of the air flow pipe forms an air flow space.

[0016] One end of the water flow channel and the air flow channel are fixed in the same direction by a first fixing member, and the other end of the same direction are fixedly connected by a second fixing member; a pore channel is machined through the second fixing member as a mixing chamber, and the ends of the water flow channel and the air flow channel are both connected to the pore channel through throttling holes, so that the water flow from the water flow space and the air flow space are combined here;

[0017] The end cap is fixed to the end of the second fixing member away from the airflow duct, and multiple spray holes are opened on the end cap.

[0018] Furthermore, the electromagnetic drive assembly includes an induction coil disposed outside the throttling orifice, with a moving iron core and a fixed iron core disposed between the induction coils. The moving iron core and the fixed iron core are connected by a spring, and the moving iron core is movably disposed at the throttling orifice, capable of moving its position under the action of electromagnetic force, thereby controlling the opening degree of the water flow at the throttling orifice.

[0019] Furthermore, a first valve seat, a second valve seat, and a baffle plate are fixedly installed inside the pipe section of the spray control valve. The area between the pipe section, the first valve seat, and the main valve core is the main flow zone. The gap channel between the baffle plate, the second valve seat, the throttling orifice, and the pipe section serves as a balance channel. When the free end of the first valve seat and the second end of the second valve seat abut against the side wall of the main valve core, the main flow zone can be closed. When the moving iron core abuts against the first end of the second valve seat and the throttling orifice, the balance channel can be closed.

[0020] Furthermore, the second fastener is provided with multiple throttling holes inclined from its outer wall toward the center of the pore, for connecting the water flow channel, the air flow channel and the pore channel.

[0021] A second aspect of the present invention is to provide a control method for an auxiliary heat exchange system based on engine load and cylinder temperature, comprising:

[0022] Step 1: Monitor the piston position of the engine to obtain the engine load percentage;

[0023] Step 2: Divide the engine load into a first load range where the spray generator is not activated and at least one second load range where the spray generator is activated; the engine load in the first load range is less than that in the second load range;

[0024] Step 3: Determine the current engine load percentage within each interval in ascending order of engine load, and select and execute the corresponding scavenging control strategy, including:

[0025] When the current engine load percentage is determined to be within the first load range, the spray generator is not activated;

[0026] When it is determined that the current engine load percentage is in the second load range, the auxiliary heat exchange scavenging control strategy of activating the spray generator is executed. The auxiliary heat exchange scavenging control strategy includes: providing current to the induction coil of the spray generator during the engine intake stroke, adjusting the distance of the moving iron core to control the flow rate of the balance channel, forming a pressure difference between the balance channel and the mainstream zone, thereby forming the displacement of the main valve core, adjusting the water flow opening in the mainstream zone, controlling the spray volume, spraying spray into the engine intake manifold, and increasing the in-cylinder intake air humidity.

[0027] Furthermore, in step three, based on the current engine load percentage, the opening of the balance orifice and the main flow zone of the spray control valve is adjusted by regulating the current value supplied to its induction coil, thereby controlling the amount of spray injected into the intake manifold.

[0028] Furthermore, steps two and three of the control method specifically include:

[0029] Step 2: Divide the engine load into four intervals from low to high: the first interval, the second interval, the third interval, and the fourth interval.

[0030] Step 3: Determine the current engine load percentage to which interval belongs in the order of judgment from the first interval to the fourth interval;

[0031] When it is determined that the current engine load percentage is in the first range, the normal scavenging control strategy without enabling the spray generator is executed.

[0032] When it is determined that the current engine load percentage is in the second range, the first-level auxiliary heat exchange scavenging control strategy is executed to control the spray generator to spray atomized liquid with the first spray volume.

[0033] When it is determined that the current engine load percentage is in the third range, the second-level auxiliary heat exchange scavenging control strategy is executed to control the spray generator to spray the atomized liquid with a second spray volume greater than the first spray volume.

[0034] When it is determined that the current engine load percentage is in the fourth range, the third-level auxiliary heat exchange scavenging control strategy is executed, and the spray generator is controlled to spray the atomized liquid with a third spray volume greater than the second spray volume.

[0035] More preferably, the first interval is an engine load of less than 25%; the second interval is an engine load of greater than or equal to 25% and less than 50%; the third interval is an engine load of greater than or equal to 50% and less than 75%; and the fourth interval is an engine load of greater than or equal to 75%.

[0036] Furthermore, the spray generator has a maximum spray volume;

[0037] In the first-stage auxiliary heat exchange scavenging control strategy, the spray volume is 1 / 3 of the maximum spray volume;

[0038] In the second-stage auxiliary heat exchange scavenging control strategy, the spray volume is 2 / 3 of the maximum spray volume;

[0039] In the third-level auxiliary heat exchange scavenging gas control strategy, the spray volume is the maximum spray volume.

[0040] Furthermore, the infrared rangefinder sensor installed inside the cylinder head of the engine is used to measure the position of the piston. By monitoring the piston position, the working cycle of the engine is determined. The piston accumulates a count every time it passes the top dead center. When the count reaches 2000, it is automatically cleared and the count is reset to 1. When the count reaches 1, the ECU controller receives the engine load percentage from the OBD on-board diagnostic system for the determination of the corresponding interval step in step three.

[0041] A third aspect of the present invention is to provide a control method for an engine based on engine load and cylinder temperature-assisted heat exchange, comprising:

[0042] A cylinder pressure sensor is installed inside the cylinder head of the engine to obtain the real-time pressure inside the engine cylinder, calculate and predict the real-time predicted temperature inside the cylinder, and preset the maximum warning temperature inside the cylinder.

[0043] The obtained real-time predicted temperature is compared with the preset warning temperature threshold;

[0044] When the real-time predicted temperature is greater than or equal to the warning temperature threshold, regardless of the current engine load parameters in any load range, the third-level auxiliary heat exchange scavenging control strategy is forcibly executed, so that the current of the induction coil is at the preset maximum value and the spray control valve is fully open.

[0045] The beneficial effects of this invention are as follows:

[0046] The spray generator of the present invention achieves two-stage efficient atomization of water flow by setting up coaxial nested airflow pipes and water flow pipes, and by utilizing the primary acceleration impact of airflow at the throttling orifice and the secondary acceleration and fragmentation at the spray orifice; this results in smaller and more uniform droplet size distribution, which greatly increases the specific surface area of ​​the droplets and lays the physical basis for subsequent rapid evaporation and heat absorption in the cylinder.

[0047] An electromagnetically driven throttle valve is used as the core of spray flow control. The opening of the throttle valve can be precisely adjusted by controlling the current of the induction coil.

[0048] Furthermore, the control method described in this invention performs zoned control based on the percentage of engine load. In the low load zone, only simple scavenging or no spraying is used to save energy. In the medium to high load zone, the spraying intensity is increased in stages according to the increase in load. This setting allows the auxiliary heat exchange intensity to be precisely matched with the actual heat load of the engine, ensuring effective cooling while avoiding unnecessary energy consumption at low loads. Attached Figure Description

[0049] Figure 1 This is a schematic diagram of the engine structure based on the engine load and cylinder temperature auxiliary heat exchange system described in Embodiment 1 of the present invention;

[0050] Figure 2 This is a control block diagram of the engine based on the engine load and cylinder temperature auxiliary heat exchange system described in Embodiment 1 of the present invention;

[0051] Figure 3 This is a schematic diagram of the spray generator in an engine based on an auxiliary heat exchange system for engine load and cylinder temperature, according to Embodiment 1 of the present invention. Figure 3 The dashed line diagram at the top is an enlarged view of the spray control valve;

[0052] Figures 4a-4d This is a schematic diagram of the working process of the spray control valve of the spray generator in Embodiment 1 of the present invention, wherein, Figure 4a This shows the first stage of the static flow in the mainstream region and the dynamic flow in the equilibrium channel. Figure 4b This shows that both the mainstream region and the equilibrium channel are flow dynamics. Figure 4c This shows the dynamics of the main flow zone and the static state of the equilibrium channel. Figure 4d This indicates that both the main flow zone and the balance channel are static.

[0053] Figure 5a 5b and 5c are schematic diagrams of the working process of in-cylinder scavenging combined with intake manifold water spraying to assist heat exchange in Embodiment 1 of the present invention.

[0054] Figure 6 This is a flowchart of the engine control method based on the engine load and cylinder temperature auxiliary heat exchange system described in Embodiment 1 of the present invention;

[0055] Figure 7 This is a schematic diagram of the engine structure of the engine based on the engine load and cylinder temperature auxiliary heat exchange system described in Embodiment 2 of the present invention;

[0056] Figure 8This is a flowchart of the engine control method based on the engine load and cylinder temperature auxiliary heat exchange system described in Embodiment 2 of the present invention.

[0057] in,

[0058] 1: Exhaust duct; 2: Intake duct; 3: Spray generator;

[0059] 4: Injector; 5: Intake valve; 6: Exhaust valve;

[0060] 7: Infrared rangefinder; 8: Cylinder pressure sensor; 9: Cylinder liner;

[0061] 10: Piston; 11: Tube section; 12: Main valve core;

[0062] 13: Diaphragm 14: Coil

[0063] 15: Moving iron core 16: Fixed iron core 17: Mainstream area

[0064] 18: First balancing channel; 19: Washer; 20: Fixing screw

[0065] 21: First fastener; 22: Water inlet pipe; 23: Air inlet pipe

[0066] 24: Airflow pipe 25: Waterflow pipe 26: Throttling orifice

[0067] 27: Second fastener; 28: Spray nozzle; 29: End cap;

[0068] 30: First valve seat; 31: Second valve seat; 32: Baffle plate; 33: Second balance channel. Detailed Implementation

[0069] To make the objectives, technical solutions, beneficial effects, and significant advancements of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings provided in the examples of the present invention. Obviously, all the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0070] In the description of this application, unless otherwise expressly specified and limited, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance; the term "multiple" refers to two or more; unless otherwise specified or explained, the terms "connected," "fixed," etc., should be interpreted broadly. For example, "connected" can be a fixed connection, a detachable connection, an integral connection, or an electrical connection; "connected" can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0071] Example 1

[0072] An engine based on an engine load and cylinder temperature auxiliary heat exchange system includes a multi-cylinder engine, a spray generator 3, and a cooling module.

[0073] The engine is a multi-cylinder engine. For example... Figure 1 As shown, the multi-cylinder engine includes a cylinder head, cylinder liner 9, piston 10, intake manifold 2, intake valve 5, exhaust manifold 1, exhaust valve 6, and fuel injector 4. The cylinder head, cylinder liner 9, and piston 10 form a combustion chamber, and the piston 10 can reciprocate within the cylinder liner 9. The cylinder head is provided with intake valve 5, exhaust valve 6, and fuel injector 4; the fuel injector 4 is obliquely mounted on the side of the engine cylinder head 7 near the intake manifold 5, and its injection end extends into the combustion chamber to provide fuel to the combustion chamber. The intake valve 5 and exhaust valve 6 are respectively located within the intake manifold 2 and exhaust manifold 1. The intake valve 5 is located above the combustion chamber, and the intake manifold 2 is connected to the intake valve 5 in the form of a pipe to introduce air; the exhaust valve 6 is arranged opposite to the intake valve 5, and the exhaust manifold 1 connects the exhaust valve 6 to the outside to discharge the exhaust gas after combustion.

[0074] The spray generator 3 is installed on the wall of the air intake duct and is used to provide spray according to the instructions of the control module.

[0075] like Figure 2 As shown, the control module includes a sensing submodule, a control submodule, and an execution submodule. The sensing submodule includes an OBD on-board diagnostic system and an infrared rangefinder 7. The control submodule is an ECU controller; the execution submodule includes a spray control valve inside the spray generator 3 and a fuel injection control valve inside the fuel injector 4.

[0076] The OBD on-board automatic diagnostic system, infrared rangefinder 7, spray control valve, and fuel injection control valve are all electrically connected to the ECU controller. The infrared rangefinder 7 is mounted on the cylinder head and extends into the combustion chamber.

[0077] The ECU controller is used to receive the piston position measured by the infrared rangefinder 7, receive the engine load percentage from the OBD on-board diagnostic system, determine the engine load range based on the obtained engine load percentage, and control the opening / closing of the spray generator 3, fuel injector 4, intake valve and exhaust valve according to the selected range.

[0078] like Figure 3 As shown, the spray generator 3 includes a spray control valve, a water inlet pipe 22, a first fixing member 21, a second fixing member 27, an end cap 29, a water flow pipe 24, and an air flow pipe 25.

[0079] The upper part of the spray control valve receives water from the outside, and the lower part of the spray control valve is threadedly connected to the end of the water inlet pipe 22. The spray control valve is as follows: Figure 3 The enlarged view shown by the upper dashed line illustrates the device used to control the spray volume by electromagnetically controlling the position of the main valve core. It includes a housing containing a tube 11. The tube 11 forms a chamber and a throttling orifice, and the chamber houses the main valve core 12, with a first valve seat 30, a second valve seat 31, and a baffle plate 32 fixedly mounted thereon. Two rods extend from the outer wall of the tube 11, arranged parallel to each other at a certain interval. Multiple turns of induction coils 14 are wound around the outer walls of the two rods, with the two sets of induction coils 14 located on either side of the throttling orifice. A moving iron core 15 and a fixed iron core 16 are positioned between the two sets of induction coils 14. One end of the fixed iron core 16 is fixed to the housing of the spray control valve, and the other end is connected to the moving iron core 15 via a spring. The other end of the moving iron core 15 is a free end.

[0080] The main valve core 12 is axially arranged along the pipe section 11 and is fixed by a spring. One end of the spring is fixed to the outer wall of the main valve core 12, and the other end is fixed to the baffle plate 32. One end of a diaphragm 13 is fixedly connected to each end of the main valve core 12. The other end of one diaphragm 13 is fixed to the end of the baffle plate near the inlet of the spray control valve; the other end of the other diaphragm 13 is fixedly mounted on the second valve seat 31.

[0081] One end of the first valve seat 30 is fixed to the inner wall of the pipe section 11 away from the moving iron core. The other end of the first valve seat 30 is a free end that can contact the main valve core 12. The area between the pipe section 11, the first valve seat 30, and the main valve core 12 is the main flow zone 17. The baffle plate 32 is located near the throttling orifice and close to the inlet of the spray control valve. The position of the baffle plate 32 is close to the inner wall of the pipe section 11 near the moving iron core, so that the gap between the baffle plate 32 and the pipe section 11 allows for... The first balancing channel 18 is used; the second valve seat 31 is located near the throttling orifice and away from the spray control valve inlet, opposite to the baffle plate 32. The second valve seat 31 has two ends, the first end of which extends into the throttling orifice and can contact the moving iron core 15, and the second end of the second valve seat 31 can contact the main valve core 12. Moreover, there is a certain gap between the wall surface of the second valve seat 31 near the moving iron core and the pipe section 11, and the gap channel serves as the second balancing channel 33. The first balancing channel 18, the throttling orifice, and the second balancing channel 33 are connected to form a balancing channel; thus, the flow space in the cavity of the main valve body 11 is divided into a main flow zone 17 and a balancing channel. Thus, when the main valve core 12 moves, the free end of the first valve seat 30 and the second end of the second valve seat 31 can contact the main valve core 12 to close the main flow zone, and when the moving iron core 15 moves, it can abut against the first end of the second valve seat 31 and the throttling orifice to close the balancing channel.

[0082] The lower end of the water inlet pipe 22 is fixed to an opening on the outer wall of the first fixing member 21, allowing water from the spray control valve to enter the first fixing member through the water inlet pipe 22. The first fixing member 21 is a hollow structure. Along the axial direction of the first fixing member 21, one end is threadedly connected to the airflow pipe 24 and the water flow pipe 25, and the other end is sealed by a screw 20 and a washer 19. The airflow pipe 24 and the water flow pipe 25 are concentrically nested, with the airflow pipe 24 fitted over the outside of the water flow pipe 25. The interior of the water flow pipe 25 serves as a water flow space, through which water from the spray control valve flows. The outer wall of the airflow channel 24 has a hole connecting to the air inlet pipe 23, and the space between the airflow pipe 24 and the water flow pipe 25 serves as an air flow space, through which air from the air inlet pipe 23 flows. One end of the airflow pipe 24 and the water flow pipe 25 are threadedly connected to the first fixing member 21, and the other end is threadedly connected to the second fixing member 27. The other end of the second fixing member is fixedly connected to an end cap 29. A perforated channel is machined through the second fixing member 27 along its axial direction to allow water flow from the non-flowing space and air flow from the air-flowing space to pass through. The second fixing member 27 has six throttling holes 26 inclined from its outer wall towards the center of the perforation. The end face of the end cap has six spray holes 28, which are oblique holes.

[0083] Water enters the orifice of the second fixing member 27 sequentially through the water inlet pipe 22, the cavity of the first fixing member 21, and the water flow space in the water flow pipe 25 via the spray control valve. Simultaneously, air flows through the air flow space between the air inlet 23, the water flow pipe 24, and the air flow pipe 25, and through the throttling orifice. Under the action of the throttling orifice 26, the flow velocity of the high-pressure air intake increases sharply and merges with the narrow water flow in the orifice channel of the second fixing member 27. Under the impact of the high-speed airflow, the water flow is dispersed into small droplets, and a large amount of air carries the small droplets into the mixing space inside the end cap 29. Under the secondary throttling action of the spray hole 28, the airflow is accelerated a second time. The small droplets that enter the orifice channel of the second fixing member 27 through the throttling orifice 26 are further dispersed and broken. The spray is then sprayed out from the spray hole 28. Because the water flow is broken twice, the spray droplets are smaller, which can effectively prevent water droplets from sticking to the wall and causing rust.

[0084] like Figures 4a-4d As shown, the working process of the spray control valve is as follows:

[0085] The first stage of the static mainstream region and the dynamic equilibrium of the channel flow: such as Figure 4a As shown, when the induction coil 14 is energized, it generates an induced electric field. Under the electromagnetic force of the induction coil 14, the moving iron core 15 overcomes the spring tension and moves to the right (i.e., towards the fixed iron core 16). At this time, the balance channel is opened, and water flows through the first balance channel 18, the throttling orifice, and the second balance channel 33. At this time, the wall of the main valve core 12 abuts against the free end of the first valve seat 30 and the second end of the second valve seat 31, respectively, so that the main flow zone 17 is in a stagnant state. Since the balance channel is in a flow state while the main flow zone 17 is in a static state, there is a pressure difference between the two zones, and the main valve core 12 will be subjected to pressure from the main flow zone 17 to the balance channel.

[0086] Both the mainstream region and the equilibrium channel represent the second stage of the flow dynamics: such as Figure 4b As shown, under the pressure from the main flow zone 17 to the balance channel in the first stage, the main valve core 12 moves to the right against the spring thrust, leaving the ends of the first valve seat 30 and the second valve seat 31. The main flow zone 17 is opened, and water flows into the main flow zone 17. The pressure difference between the main flow zone 17 and the balance channel will decrease as the water flow rate in the main flow zone 17 increases, until the pressure difference disappears. The main valve core 12 will maintain this opening unchanged.

[0087] The third stage of mainstream flow dynamics and equilibrium channel statics: such as Figure 4c As shown, when the current to the induction coil 14 is turned off, the electromagnetic force disappears, and the moving iron core 15 closes the balance channel under the action of the spring. At this time, the flow state in the balance channel is static, while the flow state in the main flow zone 17 is still dynamic, but gradually decelerates. At this time, a pressure difference is generated between the two zones.

[0088] Both the mainstream region and the balance channel are in the static fourth stage: such as Figure 4d As shown, the main valve core 12 is subjected to pressure from the balance channel toward the main flow zone 17. This pressure is in the same direction as the spring thrust connected to the main valve core 12. Under the combined force of the two forces, the main valve core 12 abuts against the free end of the first valve seat 30 and the second end of the second valve seat 31, at which point the main flow zone 17 is closed.

[0089] The operation of the spray generator 3 in a multi-cylinder engine, which uses engine load and cylinder temperature-assisted heat exchange, includes:

[0090] like Figure 5a As shown, when the intake valve 5 is opened and the piston 10 moves downward, a small portion of the gas enters through the intake passage 2 and enters the intake port 23 inside the spray generator 3 to participate in spray generation. A large amount of gas carries water mist into the engine cylinder.

[0091] like Figure 5b As shown, as the piston 10 moves downward, the gas with higher humidity enters the combustion chamber. Under the disturbance of strong turbulence, the gas begins to have strong convective heat exchange with the cylinder liner and also has thermal convection with the high-temperature exhaust gas in the cylinder. When the piston 10 reaches the bottom dead center, the intake valve 5 is closed and the exhaust valve 6 is opened, and the piston 10 begins to move upward.

[0092] like Figure 5c As shown, the small droplets in the gas undergo phase change and absorb heat throughout the process. As the high-temperature gas enters the exhaust port 1 from the exhaust valve 6, the heat load inside the cylinder is effectively reduced.

[0093] like Figure 6 As shown, the engine control method based on the engine load and cylinder temperature auxiliary heat exchange system includes:

[0094] Step 1: The ECU controller receives the position of piston 10 measured by infrared rangefinder 7 in real time. Each time piston 10 passes the top dead center, the count is accumulated. When the count reaches 2000, it is automatically cleared and the count is reset to 1. When the count is 1, the ECU controller receives the engine load percentage b from the OBD vehicle diagnostic system.

[0095] Step 2: Divide the engine load into four intervals from low to high, corresponding to four scavenging levels, including the first interval: engine load <25%, the second interval: 25%≤engine load <50%, the third interval: 50%≤engine load <75%, and the fourth interval: 75%≤engine load. Each load interval corresponds to the current value of the corresponding induction coil 14, and the current values ​​corresponding to the second to fourth intervals increase sequentially.

[0096] Step 3: The ECU controller determines the range to which the real-time load percentage b obtained in Step 1 belongs; the determination is made sequentially from the first range to the fourth range.

[0097] First, determine if the current engine load percentage b is in the first range. If so, use first-stage scavenging. Since the current engine load is relatively low, there is no need to activate the spray generator 3. Close the fuel injector 4, open the intake valve 5, and the piston 10 moves downward to begin intake. When the piston 10 reaches bottom dead center, close the intake valve 5 and open the exhaust valve 6 to expel the gas. This simple scavenging process removes heat from the cylinder. If not, continue the assessment.

[0098] Determine if the current engine load percentage b is within the second range. If so, employ a two-stage scavenging process. During this process, gas enters through the intake duct 2, and the spray generator 3 is activated. A small portion of the gas enters the intake port 23 inside the spray generator 3 to participate in spray generation. The induction coil 14 is energized (the current amount is predetermined based on the range). Figures 4a-4b As shown, the spray control valve operates as follows: During this process, the current value determines the opening degree of the spray control valve. By controlling the current magnitude, the moving distance of the moving iron core 15 is adjusted, controlling the flow rate in the balance channel. The pressure difference across the main valve core 12 controls the displacement of the main valve core 12, thus adjusting the opening degree of the spray control valve and controlling the spray volume. A larger current results in a greater electromagnetic force, causing the moving iron core to overcome the spring's thrust and displace a greater distance towards the fixed iron core, thereby expanding the opening degree of the balance channel.

[0099] When the engine load percentage b is in the second range, the spray control valve opening is 1 / 3 of its maximum opening, and a small amount of spray increases the intake air humidity. The engine then performs the following actions: Figures 5a-5c The scavenging heat exchange process is shown. If not, continue the assessment;

[0100] Determine if the current engine load percentage b is in the third range. If so, employ three-stage scavenging. During the intake process, increase the current in induction coil 14, adjust the spray control valve opening to 2 / 3 of its maximum opening, further increasing intake air humidity, and execute... Figures 5a-5c The working process of the auxiliary heat exchange system shown is to enhance the heat exchange effect inside the cylinder.

[0101] Determine if the current engine load percentage b is in the fourth range. If so, employ fourth-stage scavenging. During the intake process, increase the current in induction coil 14, fully open the spray control valve, maximize intake air humidity, and execute... Figures 5a-5c The diagram shows the operation of the auxiliary heat exchange system, at which point the heat exchange effect inside the cylinder reaches its maximum. If not, the judgment ends.

[0102] Example 2

[0103] like Figure 7As shown, an engine based on an engine load and cylinder temperature auxiliary heat exchange system includes a multi-cylinder engine, a control module, and a spray generator 3. Except for the control module, the other modules are similar to those in Embodiment 1, and the same parts will not be described again here.

[0104] The control module includes a sensing submodule, a control submodule, and an execution submodule. The sensing submodule includes an infrared rangefinder 7 and a cylinder pressure sensor 8. Figure 7 As shown, a cylinder pressure sensor 8 is also installed on the top of the cylinder head inner wall (i.e. inside the combustion chamber). It is located in the center of the top of the cylinder head and transmits cylinder pressure information to the ECU controller in real time. The ECU controller calculates and predicts the cylinder temperature based on the cylinder pressure.

[0105] like Figure 8 As shown, the engine control method based on engine load and cylinder temperature-assisted heat exchange includes:

[0106] Step 1: Based on the engine material, structure, working environment, and workload, set the maximum in-cylinder warning temperature T and input it into the ECU controller;

[0107] Step 2: The ECU controller receives the signal from cylinder pressure sensor 8 in real time, calculates and predicts the real-time cylinder temperature t;

[0108] Step 3: The ECU controller compares the predicted temperature t with the warning temperature T. If the predicted temperature t is greater than or equal to the warning temperature T, it indicates that the cylinder temperature is too high. Regardless of the current engine load range, four-stage scavenging emergency heat exchange is immediately implemented. This means that during the intake process, the current of induction coil 14 is set to the preset maximum value, and the spray control valve is fully open (e.g., ...). Figure 4b As shown), the intake air humidity reaches its maximum, and the process is executed. Figures 5a-5c The diagram shows the working process of the auxiliary heat exchange system, at which point the in-cylinder heat exchange effect reaches its maximum.

[0109] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style of the specification is merely for clarity. Those skilled in the art should regard the specification as a whole, and the technical solutions in the embodiments can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. An auxiliary heat exchange system based on engine load and cylinder temperature, characterized in that, Includes a multi-cylinder engine, a control module, and a spray generator (3); The spray generator (3) is installed in the air intake of the engine and is used to provide an adjustable humidity spray to the air intake according to the instructions of the control module. The control module controls the current of the spray control valve and the fuel injector (4) inside the spray generator (3) based on the results transmitted by the sensor; wherein, a sensor is installed inside the cylinder head of the engine; the spray generator (3) includes a spray control valve and an atomizing assembly: The spray control valve includes a pipe section (11) and an electromagnetic drive assembly. The pipe section (11) has an inlet, an outlet, a throttling port, and a main valve core (12). The inlet is connected to an external water pump through a pipeline. The outlet is connected to an inlet pipe 22. The spray control valve is divided into a main flow zone (17) and a balance channel by the main valve core (12). The electromagnetic drive assembly is located outside the pipe section and at the throttling port. It controls the opening of the balance channel by electromagnetic force, and then adjusts the displacement of the main valve core (12) by the pressure difference between the balance channel and the main flow zone (17), thereby controlling the opening of the water flow in the main flow zone (17). The atomizing component includes a water flow channel (25), an air flow channel (24), a first fixing member (22), a second fixing member (27), and an end cap (29). The outlet of the spray control valve is connected to the water flow channel (25) of the atomizing component through the water inlet pipe (22); The airflow duct (24) has an air inlet on its wall to receive air from the engine intake pipe; The water flow pipe (25) is coaxially sleeved inside the air flow pipe (24). The inner cavity of the water flow pipe (25) forms a water flow space, and the annular space between the outer wall of the water flow pipe and the inner wall of the air flow pipe forms an air flow space. One end of the water flow channel (25) and the air flow channel (24) in the same direction is fixed by the first fixing member 22, and the other end in the same direction is fixedly connected by the second fixing member (27); a pore channel is processed through the second fixing member (27) as a mixing chamber, and the ends of the water flow channel (25) and the air flow channel (24) are both connected to the pore channel through the throttling hole (26), so that the water flow from the water flow space and the air flow from the air flow space are combined here; The end cap (29) is fixed to one end of the second fixing member (27) away from the airflow duct (24), and a plurality of spray holes are provided on the end cap.

2. The auxiliary heat exchange system based on engine load and cylinder temperature according to claim 1, characterized in that, The electromagnetic drive assembly includes an induction coil (14) disposed outside the throttling orifice, and a moving iron core (15) and a fixed iron core (16) disposed between the induction coils. The moving iron core (15) and the fixed iron core (16) are connected by a spring, and the moving iron core (15) is movably disposed at the throttling orifice, and can move its position under the action of electromagnetic force, thereby controlling the opening degree of the water flow at the throttling orifice.

3. The auxiliary heat exchange system based on engine load and cylinder temperature according to claim 1, characterized in that, The spray control valve has a first valve seat (30), a second valve seat (31), and a baffle plate (32) fixedly installed inside the pipe section (11). The area between the pipe section (11), the first valve seat (30), and the main valve core (12) is the main flow area (17). The gap between the baffle plate (32), the second valve seat (31), the throttle port, and the pipe section (11) serves as a balance channel. When the free end of the first valve seat (30) and the second end of the second valve seat (31) abut against the side wall of the main valve core (12), the main flow area can be closed. When the moving iron core (15) abuts against the first end of the second valve seat (31) and the throttle port, the balance channel can be closed.

4. The auxiliary heat exchange system based on engine load and cylinder temperature according to claim 1, characterized in that, The second fixing member (27) is provided with multiple throttling holes (26) inclined from its outer wall toward the middle of the pore, for connecting the water flow channel (25), the air flow channel (24) and the pore channel.

5. The control method for the auxiliary heat exchange system based on engine load and cylinder temperature according to claim 1, characterized in that, include: Step 1: Monitor the piston position of the engine to obtain the engine load percentage; Step 2: Divide the engine load into a first load range where the spray generator (3) is not activated and a second load range where at least one spray generator (3) is activated; the engine load in the first load range is less than that in the second load range; Step 3: Determine the current engine load percentage within each interval in ascending order of engine load, and select and execute the corresponding scavenging control strategy, including: When the current engine load percentage is determined to be within the first load range, the spray generator is not activated (3). When it is determined that the current engine load percentage is in the second load range, the auxiliary heat exchange scavenging control strategy of activating the spray generator (3) is executed. The auxiliary heat exchange scavenging control strategy includes: providing current to the induction coil (14) of the spray generator (3) during the intake stroke of the engine, adjusting the distance of the moving iron core (15) to control the flow rate of the balance channel, forming a pressure difference between the balance channel and the main flow area (17), thereby forming the displacement of the main valve core (12), adjusting the water flow opening of the main flow area, controlling the spray volume, spraying the spray into the engine intake passage, and increasing the intake air humidity in the cylinder.

6. The control method according to claim 5, characterized in that, In step three, based on the current engine load percentage, the opening of the balance orifice and the main flow zone of the spray control valve is adjusted by regulating the current value supplied to its induction coil, thereby controlling the amount of spray injected into the intake manifold.

7. The control method according to claim 5, characterized in that, Steps two and three specifically include: Step 2: Divide the engine load into four intervals from low to high: the first interval, the second interval, the third interval, and the fourth interval. Step 3: Determine the current engine load percentage to which interval belongs in the order of judgment from the first interval to the fourth interval; When it is determined that the current engine load percentage is in the first range, the normal scavenging control strategy of not enabling the spray generator (3) is executed; When it is determined that the current engine load percentage is in the second range, the first-level auxiliary heat exchange scavenging control strategy is executed to control the spray generator (3) to spray the atomized liquid with the first spray volume; When it is determined that the current engine load percentage is in the third interval, the second-level auxiliary heat exchange scavenging control strategy is executed to control the spray generator (3) to spray the atomized liquid with a second spray volume greater than the first spray volume; When it is determined that the current engine load percentage is in the fourth range, the third-level auxiliary heat exchange scavenging control strategy is executed, and the spray generator (3) is controlled to spray the atomized liquid with a third spray volume greater than the second spray volume.

8. The control method according to claim 5, characterized in that, The spray generator has a maximum spray volume; In the first-stage auxiliary heat exchange scavenging control strategy, the spray volume is 1 / 3 of the maximum spray volume; In the second-stage auxiliary heat exchange scavenging control strategy, the spray volume is 2 / 3 of the maximum spray volume; In the third-level auxiliary heat exchange scavenging gas control strategy, the spray volume is the maximum spray volume.

9. The control method according to claim 5, characterized in that, The sensor installed in the cylinder head of the engine is an infrared rangefinder (7) used to measure the position of the piston (10). The working cycle of the engine is determined by monitoring the position of the piston. The piston (10) accumulates a count once every time it passes the top dead center. When the count is 2000, it is automatically cleared and recounted to 1. When the count is 1, the ECU controller receives the engine load percentage from the OBD on-board diagnostic system for the determination of the interval step in step three.

10. The control method for the auxiliary heat exchange system based on engine load and cylinder temperature according to claim 1, characterized in that, include: A cylinder pressure sensor (8) is installed in the cylinder head of the engine to obtain the real-time pressure in the engine cylinder and calculate and predict the real-time predicted temperature in the cylinder. And the preset maximum warning temperature inside the cylinder; The obtained real-time predicted temperature is compared with the preset warning temperature threshold; When the real-time predicted temperature is greater than or equal to the warning temperature threshold, regardless of the current engine load parameters in any load range, the third-level auxiliary heat exchange scavenging control strategy is forcibly executed, so that the current of the induction coil (14) is the preset maximum value and the spray control valve is fully open.

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