Engine, exhaust gas circulation method, and vehicle

Abstract

This invention provides an engine, an exhaust gas recirculation method, and a vehicle. The engine includes an engine cylinder, a turbocharger, a first exhaust gas bypass, and a first opening regulating valve. The turbocharger has an exhaust gas outlet. The engine cylinder has an intake manifold on one side and an exhaust manifold on the other. The first exhaust gas bypass is connected at one end to the turbocharger via the exhaust gas outlet and at the other end to the intake manifold, for guiding exhaust gas discharged from the turbocharger into the engine cylinder. The first opening regulating valve, located on the first exhaust gas bypass, controls the flow rate of exhaust gas entering the first exhaust gas bypass. This invention allows the bypassed exhaust gas from the turbocharger to be directly introduced into the cylinder, reducing the need for bypass valves in the turbocharger. It has a simple structure, reduces the manufacturing difficulty and cost of the turbocharger, and also reduces engine fuel consumption and improves engine thermal efficiency.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and more particularly to an engine, an exhaust gas recirculation method, and a vehicle. Background Technology

[0002] With the rapid development of the automotive and internal combustion engine industries, energy demand and environmental protection issues have also arisen. Therefore, energy conservation and emission reduction have become two major themes in the development of the internal combustion engine industry. Against this backdrop, exhaust gas recirculation (EGR) systems can be deployed in vehicles to reduce exhaust emissions and save energy. Typically, the EGR system returns a portion of the exhaust gas from the turbocharger to the engine's intake manifold, mixes it with fresh air, and then re-enters the cylinders. However, because vehicles operate under different conditions, engine speed and load vary significantly, necessitating the use of a bypass valve to regulate the turbocharger's speed and boost pressure.

[0003] However, the turbocharger system itself is already quite complex, and adding a bypass valve and its related control mechanisms (such as levers, springs, solenoid valves, vacuum lines, etc.) further complicates the entire system's structure. This not only increases the manufacturing difficulty and cost of the turbocharger but also makes its installation and layout in the engine compartment more challenging. Summary of the Invention

[0004] This invention provides an engine, an exhaust gas recirculation method, and a vehicle to solve the problem that adding a bypass valve in the prior art makes the structure of the entire system more complex.

[0005] In a first aspect, embodiments of the present invention provide an engine, the engine including an engine cylinder, a turbocharger, a first exhaust gas bypass and a first opening regulating valve, wherein the turbocharger is provided with an exhaust gas outlet;

[0006] The engine cylinder has an intake manifold on one side and an exhaust manifold on the other side.

[0007] The first exhaust gas bypass has one end connected to the turbocharger via the exhaust gas outlet provided on the turbocharger, and the other end connected to the intake manifold; it is used to guide the exhaust gas discharged from the turbocharger into the engine cylinder.

[0008] The first opening regulating valve is located on the first waste gas bypass and is used to control the flow rate of waste gas input into the first waste gas bypass.

[0009] Optionally, the engine further includes a second exhaust gas bypass, one end of which is connected to the first exhaust gas bypass for introducing a first portion of the exhaust gas in the first exhaust gas bypass.

[0010] The other end of the second waste gas bypass is used to discharge the first portion of waste gas input from the first waste gas bypass.

[0011] Optionally, the engine further includes a second opening adjustment valve;

[0012] The second opening regulating valve is located on the second waste gas bypass and is used to control the flow rate of the first part of the waste gas input into the second waste gas bypass.

[0013] Optionally, the turbocharger includes a turbine, one end of which is provided with an intake pipe and the other end with an exhaust pipe; the exhaust pipe is a three-way pipe.

[0014] The intake pipe is connected to the exhaust manifold at one end and to the turbine of the turbocharger at the other end. It is used to introduce the exhaust gas into the turbocharger when the exhaust manifold discharges exhaust gas, so as to drive the turbine in the turbocharger to run.

[0015] The first end of the exhaust pipe is connected to the turbine of the turbocharger and is used to receive the exhaust gas passing through the turbine.

[0016] The second end of the exhaust pipe is an exhaust port, used to discharge the second part of the exhaust gas after passing through the turbine.

[0017] The third end of the exhaust pipe is the exhaust outlet, which is used to introduce the third part of the exhaust gas after passing through the turbine into the engine cylinder through the connected first exhaust gas bypass.

[0018] Optionally, the turbocharger includes a turbine, the turbine including a volute, the volute being provided with an inlet, an outlet, and the exhaust gas outlet;

[0019] The inlet of the volute is connected to the exhaust manifold, and is used to connect the exhaust gas to the turbocharger when the exhaust manifold discharges exhaust gas, so as to drive the turbine in the turbocharger to run.

[0020] The outlet of the volute is used to discharge the fourth part of the exhaust gas after passing through the turbine;

[0021] The exhaust outlet of the volute is used to introduce the fifth part of the exhaust gas after passing through the turbine into the engine cylinder through the connected first exhaust gas bypass.

[0022] Optionally, the turbocharger further includes a compressor, the first impeller of which is connected to the second impeller of the turbine via a linkage shaft. The first impeller is disposed on the intake manifold, and the second impeller is disposed on the exhaust manifold. The second impeller is driven by the exhaust gas discharged from the exhaust manifold to drive the first impeller to compress the gas in the intake manifold and introduce it into the engine cylinder.

[0023] Optionally, an intercooler is provided on the first exhaust gas bypass, one end of the intercooler is connected to the exhaust gas outlet, and the other end of the intercooler is connected to the first opening adjustment valve;

[0024] The intercooler is used to cool the exhaust gas input into the first exhaust gas bypass.

[0025] Secondly, embodiments of the present invention provide a waste gas recirculation method, the method comprising:

[0026] Obtain the vehicle's required torque and engine speed;

[0027] Based on the required torque and the engine speed, determine the exhaust gas recirculation parameters corresponding to the vehicle's engine;

[0028] Determine the required exhaust gas flow rate for the engine if the engine meets the exhaust gas recirculation parameters.

[0029] Based on the preset flow rate-opening correspondence, determine the valve opening of the engine's opening adjustment valve corresponding to the exhaust gas flow rate;

[0030] The valve opening is controlled according to the valve opening degree.

[0031] Optionally, the opening regulating valve includes a first opening regulating valve and a second opening regulating valve.

[0032] The step of determining the valve opening of the engine's regulating valve corresponding to the exhaust gas flow rate based on a preset flow rate-opening correspondence includes:

[0033] Obtain the total exhaust gas flow rate discharged from the exhaust manifold of the engine;

[0034] Based on the preset flow rate opening correspondence, determine the first valve opening of the first opening regulating valve corresponding to the exhaust gas flow rate;

[0035] The difference between the total exhaust gas flow rate and the exhaust gas flow rate is taken as the discharge gas flow rate;

[0036] Based on the preset flow rate opening correspondence, the second valve opening of the second opening regulating valve corresponding to the exhaust gas flow rate is determined.

[0037] Thirdly, embodiments of the present invention provide a waste gas recirculation device, the device comprising:

[0038] The acquisition module is used to acquire the vehicle's required torque and engine speed;

[0039] The first determining module is used to determine the exhaust gas recirculation parameters corresponding to the engine of the vehicle based on the required torque and the engine speed.

[0040] The second determining module is used to determine the required exhaust gas flow rate of the engine when the engine meets the exhaust gas recirculation parameters.

[0041] The third determining module is used to determine the valve opening of the engine opening regulating valve corresponding to the exhaust gas flow rate according to the preset flow rate opening correspondence relationship;

[0042] The control module is used to control the opening adjustment valve according to the valve opening degree.

[0043] Optionally, the opening regulating valve includes a first opening regulating valve and a second opening regulating valve, and the third determining module includes:

[0044] The acquisition submodule is used to acquire the total exhaust gas flow rate discharged from the exhaust manifold of the engine;

[0045] The first determining submodule is used to determine the first valve opening of the first opening regulating valve corresponding to the exhaust gas flow rate according to the preset flow rate opening correspondence relationship;

[0046] The second determining submodule is used to take the difference between the total exhaust gas flow rate and the exhaust gas flow rate as the discharge gas flow rate;

[0047] The third determining submodule is used to determine the second valve opening of the second opening regulating valve corresponding to the discharge gas flow rate according to the preset flow rate opening correspondence.

[0048] Fourthly, embodiments of the present invention provide an electronic device, including: a processor, a communication interface, a memory, and a communication bus; wherein the processor, the communication interface, and the memory communicate with each other through the communication bus;

[0049] Memory, used to store computer programs;

[0050] When a processor executes a program stored in memory, it implements the steps of the method described in the second aspect above.

[0051] Fifthly, embodiments of the present invention provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method described in the second aspect above.

[0052] In a sixth aspect, embodiments of the present invention provide a vehicle, the vehicle including the engine described in the first aspect above.

[0053] Compared with prior art, the present invention has the following advantages:

[0054] In this embodiment of the invention, the provided engine includes an engine cylinder, a turbocharger, a first exhaust gas bypass, and a first opening adjustment valve. The turbocharger has an exhaust gas outlet. The engine cylinder has an intake manifold on one side and an exhaust manifold on the other side. The first exhaust gas bypass is connected at one end to the turbocharger via the exhaust gas outlet on the turbocharger, and at the other end to the intake manifold; it is used to guide the exhaust gas discharged from the turbocharger into the engine cylinder. The first opening adjustment valve is located on the first exhaust gas bypass and is used to control the flow rate of the exhaust gas input into the first exhaust gas bypass. In this way, the exhaust gas discharged from the turbocharger can be directly introduced into the first exhaust gas bypass through the exhaust gas outlet provided on the turbocharger, and the exhaust gas discharged from the turbocharger can be introduced into the engine cylinder through the first exhaust gas bypass. This allows the exhaust gas that needs to be bypassed in the turbocharger to be directly introduced into the cylinder, reducing the number of bypass valves in the turbocharger. The structure is simple, which can reduce the manufacturing difficulty and cost of the turbocharger, and can also reduce engine fuel consumption and improve engine thermal efficiency.

[0055] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0056] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the accompanying drawings used in the description of the embodiments will be briefly introduced below.

[0057] Figure 1 This is a schematic diagram of the structure of an engine provided in an embodiment of this application;

[0058] Figure 2 This is a schematic diagram of another engine structure provided in an embodiment of this application;

[0059] Figure 3 This is a schematic diagram of another engine structure provided in an embodiment of this application;

[0060] Figure 4 This is a schematic diagram of another engine structure provided in an embodiment of this application;

[0061] Figure 5 This is a flowchart of a waste gas recirculation method provided in an embodiment of this application;

[0062] Figure 6 This is a block diagram of an exhaust gas recirculation device provided in an embodiment of this application;

[0063] Figure 7 This is a schematic diagram of a vehicle provided in an embodiment of this application;

[0064] Figure 8 A block diagram of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0065] Exemplary embodiments of the invention will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention can be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided to enable a more thorough understanding of the invention and to fully convey the scope of the invention to those skilled in the art.

[0066] Before introducing the engine, exhaust gas recirculation method, and vehicle provided in this disclosure, the application scenarios involved in the various embodiments of this disclosure will first be introduced. This disclosure can be applied to the exhaust gas recirculation scenario of hybrid vehicles, and the engine provided in the embodiments of this disclosure can be applied to vehicles. The vehicle can be a hybrid vehicle, also known as a hybrid electric vehicle (HEV), which is a mode of transportation that combines a traditional internal combustion engine and an electric drive system.

[0067] With the rapid development of the automotive and internal combustion engine industries, energy demand and environmental protection issues have also arisen. Therefore, energy conservation and emission reduction have become two major themes in the development of the internal combustion engine industry. Against this backdrop, exhaust gas recirculation (EGR) systems can be deployed in vehicles to reduce exhaust emissions and save energy. Typically, the EGR system returns a portion of the exhaust gas from the turbocharger to the engine's intake manifold, mixes it with fresh air, and then re-enters the cylinders. However, because vehicles operate under different conditions, engine speed and load vary significantly, necessitating the use of a bypass valve to regulate the turbocharger's speed and boost pressure.

[0068] However, the turbocharger system itself is already quite complex, and adding a bypass valve and its related control mechanisms (such as levers, springs, solenoid valves, vacuum lines, etc.) further complicates the entire system's structure. This not only increases the manufacturing difficulty and cost of the turbocharger but also makes its installation and layout in the engine compartment more challenging.

[0069] However, in hybrid vehicles, a crucial operating range for the engine is its high-efficiency operating range. Within this range, the engine achieves the highest fuel combustion efficiency, generating more power with less fuel consumption. Whether it's a parallel, series, or triple-parallel hybrid vehicle, the engine will strive to operate within its high-efficiency range during operation. This is because the engine offers good fuel economy while providing stable power to the vehicle within its high-efficiency range. When the engine operates in its high-efficiency range, its exhaust emissions and energy are sufficient to drive the turbocharger's turbine to rotate rapidly. At this time, the turbocharger's speed remains high and stable to ensure sufficient boost effect, providing the engine with more intake air. In this scenario, the exhaust gas discharged from the turbocharger through the bypass valve can be introduced into the engine. Since the exhaust gas contains a large amount of polyatomic gases such as CO2, which cannot burn but have a high specific heat capacity, it will absorb a large amount of heat, thereby lowering the maximum combustion temperature of the air-fuel mixture in the cylinder. This can reduce the amount of NOx generated, thus reducing vehicle exhaust emissions. Furthermore, because unburned hydrocarbons in the exhaust gas participate in combustion again, it can also reduce engine fuel consumption and improve engine thermal efficiency.

[0070] Therefore, this disclosure provides an engine, an exhaust gas recirculation method, and a vehicle, which can directly introduce the exhaust gas discharged from the turbocharger into a first exhaust gas bypass through the exhaust gas outlet provided on the turbocharger, and introduce the exhaust gas discharged from the turbocharger into the engine cylinder through the first exhaust gas bypass. In this way, the exhaust gas that needs to be bypassed in the turbocharger can be directly introduced into the cylinder, reducing the bypass valve of the turbocharger, simplifying the structure, reducing the manufacturing difficulty and cost of the turbocharger, and also reducing engine fuel consumption and improving engine thermal efficiency.

[0071] The display driver chip provided in this application will be described in detail below with reference to the accompanying drawings, through specific embodiments and application scenarios.

[0072] Figure 1 This is a schematic diagram of the structure of an engine provided in an embodiment of this application, such as... Figure 1 As shown, the engine 100 includes an engine cylinder 101, a turbocharger 102, a first exhaust gas bypass 103, and a first opening adjustment valve 104, wherein the turbocharger 102 is provided with an exhaust gas outlet.

[0073] Optionally, an intake manifold is provided on one side of the engine cylinder 101, and an exhaust manifold is provided on the other side of the engine cylinder 101; one end of the first exhaust gas bypass 103 is connected to the turbocharger 102 through the exhaust gas outlet provided on the turbocharger 102, and the other end of the first exhaust gas bypass 103 is connected to the intake manifold; the first exhaust gas bypass 103 is used to guide the exhaust gas discharged from the turbocharger 102 into the engine cylinder 101; and the first opening adjustment valve 104 can be provided on the first exhaust gas bypass 103 to control the exhaust gas flow rate input into the first exhaust gas bypass 103.

[0074] The turbocharger 102 can be a turbocharger with a fixed nozzle cross-sectional area or an FNT turbocharger 102 (Fixed Nozzle Turbine). In the fixed nozzle cross-sectional area turbocharger 102, the nozzle ring structure of the turbine section has a fixed nozzle cross-sectional area, meaning the nozzle opening size is constant. This design allows exhaust gases from the engine to flow through the fixed cross-sectional area nozzles to the turbine, driving its rotation. The turbine's high-efficiency operating range overlaps as much as possible with the engine's high-efficiency operating range. The turbine's rotation then drives the coaxial compressor, which compresses the air and delivers it to the engine cylinder 101, increasing the amount and pressure of air entering the cylinder and thus improving the engine's power output. Especially for hybrid vehicles, where the engine operates within its high-efficiency range as much as possible during operation, using a fixed nozzle cross-sectional area turbocharger 102 reduces the manufacturing difficulty and cost of the turbocharger 102, and also simplifies its installation and layout in the engine compartment.

[0075] For example, when the engine is running, air first enters the engine cylinder 101 through the intake manifold. During engine operation, the air in the engine cylinder 101 mixes with fuel and burns to produce exhaust gas, which is discharged through the exhaust manifold. At the same time, the turbocharger 102 is also in operation. The exhaust gas discharged from the engine cylinder 101 through the exhaust manifold can be input into the turbocharger 102. The turbine impeller in the turbocharger 102 can be driven by the exhaust gas discharged from the exhaust manifold to drive the compressor impeller in the turbocharger 102 to compress the gas in the intake manifold and introduce it into the engine cylinder 101. The driven exhaust gas can be discharged through the outlet of the turbocharger 102. This increases the intake volume and intake pressure, thereby improving the engine's power output.

[0076] When the engine operates under certain conditions, such as the need to reduce nitrogen oxide emissions or adjust combustion temperature, the first opening regulating valve 104 opens. This allows a portion of the exhaust gas from the turbocharger 102 to be transported to the first exhaust gas bypass 103 through the exhaust gas outlet on the turbocharger 102. The first exhaust gas bypass 103 then guides this portion of exhaust gas into the engine cylinder 101. The degree to which the first opening regulating valve 104 is opened can be determined by the engine's control strategy, which can be formulated by the engine's electronic control unit (ECU) based on information from various sensors (such as intake air temperature sensor, intake air pressure sensor, throttle position sensor, etc.).

[0077] The main components of the exhaust gases entering the engine cylinder 101 are carbon dioxide, water vapor, and nitrogen. Carbon dioxide and water vapor have higher specific heat capacities than air. After mixing with fresh air and entering the cylinder, they reduce the oxygen concentration in the combustion chamber. Simultaneously, due to their high specific heat capacity, the exhaust gases absorb some of the heat generated by combustion, thereby lowering the combustion temperature. Lowering the combustion temperature effectively reduces the formation of nitrogen oxides (NOx), as NOx formation is exacerbated in high-temperature, oxygen-rich environments. As engine operating conditions change, the first opening regulating valve 104 continuously adjusts its opening to precisely control the exhaust gas flow into the intake manifold, ensuring the engine achieves optimal performance, fuel economy, and emission levels under various operating conditions.

[0078] In some embodiments, the supercharger 102 may include a turbine.

[0079] The turbine has an intake pipe at one end and an exhaust pipe at the other end; the exhaust pipe can be a T-junction. The turbocharger 102 also includes a compressor, whose first impeller is connected to the turbine's second impeller via a linkage shaft. The first impeller is mounted on the intake manifold, and the second impeller is mounted on the exhaust manifold. The second impeller is driven by the exhaust gas discharged from the exhaust manifold to compress the gas in the intake manifold and guide it into the engine cylinder 101.

[0080] Optionally, the intake pipe is connected at one end to the exhaust manifold and at the other end to the turbine of the turbocharger 102, for using the exhaust gas discharged from the exhaust manifold to drive the turbine in the turbocharger 102 to operate; the first end of the exhaust pipe is connected to the turbine of the turbocharger 102 to receive the exhaust gas passing through the turbine; the second end of the exhaust pipe is an exhaust port to discharge the second part of the exhaust gas after passing through the turbine; the third end of the exhaust pipe is the exhaust gas outlet to guide the third part of the exhaust gas after passing through the turbine into the engine cylinder 101 through the connected first exhaust gas bypass 103.

[0081] For example, when the engine reaches a condition requiring exhaust gas recirculation, the exhaust gas discharged from the engine can be delivered to the intake manifold through the exhaust manifold, and then connected to the turbine of the turbocharger 102 through the intake manifold. When the second impeller of the turbine is driven by the exhaust gas discharged from the exhaust manifold, and drives the first impeller of the compressor to compress the gas in the intake manifold and introduce it into the engine cylinder 101, the second part of the exhaust gas after passing through the turbine can be directly discharged through the second end of the exhaust manifold, and the third part of the exhaust gas after passing through the turbine can be delivered to the first exhaust gas bypass 103 through the exhaust gas outlet of the third end of the exhaust manifold, and then introduced into the engine cylinder 101 through the first exhaust gas bypass 103.

[0082] In some embodiments, the supercharger 102 may also include a turbine.

[0083] The turbine includes a volute housing with an inlet, an outlet, and an exhaust gas outlet. The turbocharger 102 also includes a compressor. The first impeller of the compressor is connected to the second impeller of the turbine via a linkage shaft. The first impeller is mounted on the intake manifold, and the second impeller is mounted on the exhaust manifold. The second impeller is driven by the exhaust gas discharged from the exhaust manifold to compress the gas in the intake manifold and guide it into the engine cylinder 101.

[0084] Optionally, the inlet of the volute is connected to the exhaust manifold, and is used to connect the exhaust gas to the turbocharger 102 when the exhaust manifold discharges exhaust gas, so as to drive the turbine in the turbocharger 102 to run; the outlet of the volute is used to discharge the fourth part of the exhaust gas after passing through the turbine; the exhaust gas outlet of the volute is used to guide the fifth part of the exhaust gas after passing through the turbine into the engine cylinder 101 through the connected first exhaust gas bypass 103.

[0085] For example, when the engine reaches a condition requiring exhaust gas recirculation, the exhaust gas discharged from the engine can be transported through the exhaust manifold to the inlet of the volute, so that the exhaust gas is connected to the turbine of the turbocharger 102 through the inlet of the volute. When the second impeller of the turbine is driven by the exhaust gas discharged from the exhaust manifold, and drives the first impeller of the compressor to compress the gas in the intake manifold and introduce it into the engine cylinder 101, the fourth part of the exhaust gas after passing through the turbine can be directly discharged through the outlet of the volute, and the fifth part of the exhaust gas after passing through the turbine can be transported through the exhaust gas outlet provided on the volute to the first exhaust gas bypass 103, and introduced into the engine cylinder 101 through the first exhaust gas bypass 103.

[0086] In some embodiments, such as Figure 2 As shown, the first waste gas bypass 103 is also equipped with an intercooler. One end of the intercooler is connected to the waste gas outlet, and the other end of the intercooler is connected to the first opening regulating valve 104. The intercooler is used to cool the waste gas entering the first waste gas bypass 103.

[0087] Using the above technical solution, the provided engine includes an engine cylinder 101, a turbocharger 102, a first exhaust gas bypass 103, and a first opening adjustment valve 104. The turbocharger 102 is provided with an exhaust gas outlet. The engine cylinder 101 has an intake manifold on one side and an exhaust manifold on the other side. The first exhaust gas bypass 103 is connected at one end to the turbocharger 102 via the exhaust gas outlet on the turbocharger 102, and at the other end to the intake manifold. It is used to guide the exhaust gas discharged from the turbocharger 102 into the engine cylinder 101. The first opening adjustment valve 104 is provided on the first exhaust gas bypass 103 and is used to control the flow rate of the exhaust gas input into the first exhaust gas bypass 103. In this way, the exhaust gas discharged from the turbocharger 102 can be directly introduced into the first exhaust gas bypass 103 through the exhaust gas outlet provided on the turbocharger 102, and the exhaust gas discharged from the turbocharger 102 can be introduced into the engine cylinder 101 through the first exhaust gas bypass 103. In this way, the exhaust gas that needs to be bypassed in the turbocharger 102 can be directly introduced into the cylinder, reducing the bypass valve of the turbocharger 102. The structure is simple, which can reduce the manufacturing difficulty and cost of the turbocharger 102, and can also reduce engine fuel consumption and improve engine thermal efficiency.

[0088] Considering that the engines commonly used in hybrid vehicles can usually operate in the high-efficiency range, all the exhaust gas discharged from the turbocharger 102 can be introduced into the engine cylinder 101 through the first exhaust gas bypass 103. However, for other engines with high load requirements, the load and speed vary greatly, which can cause the exhaust gas bypass volume generated by the turbocharger 102 connected to the engine to be as high as 30% or more. In this case, if the exhaust gas discharged from the turbocharger 102 is still only introduced into the engine cylinder 101 through the first exhaust gas bypass 103, and the first opening regulating valve 104 is used to regulate the exhaust gas flow, the exhaust gas volume will be too large, which will damage the turbocharger 102 and even the engine.

[0089] Therefore, in some embodiments, such as Figure 3 As shown, the engine 100 also includes a second exhaust bypass 105.

[0090] One end of the second exhaust gas bypass 105 is connected to the first exhaust gas bypass 103 and can be used to introduce a first portion of exhaust gas in the first exhaust gas bypass 103; and the other end of the second exhaust gas bypass 105 can be used to discharge the first portion of exhaust gas input into the first exhaust gas bypass 103.

[0091] Optionally, the engine operating condition can be monitored in real time first.

[0092] For example, the engine control system can monitor various engine operating parameters in real time, such as speed, load, intake air volume, and temperature, to determine whether the engine is operating in its high-efficiency range. When the engine is determined to be in its high-efficiency range, it means that the engine is operating in a stable and relatively ideal state, without requiring additional high power output, and focusing more on maintaining good fuel economy and low emissions.

[0093] Therefore, in this situation, all the exhaust gas bypassed by the turbocharger 102 can be introduced into the cylinder through the first exhaust gas bypass 103, and the exhaust gas flow rate can be adjusted by the first opening regulating valve 104. This is because the engine is in its high-efficiency range, and the system determines that all the exhaust gas discharged from the turbocharger 102 can be introduced into the engine cylinder 101 through the first exhaust gas bypass 103. At this time, the first opening regulating valve 104 will be adjusted to its maximum opening accordingly. The exhaust gas generated by the turbocharger 102 no longer passes through other bypass paths, but flows entirely along the first exhaust gas bypass 103 to the intake manifold, and then mixes with fresh air before entering the engine cylinder 101. The advantage of doing this is that exhaust gas is used to regulate combustion temperature and reduce nitrogen oxide generation. At the same time, when the engine is operating at high efficiency, exhaust gas recirculation will not affect its stable power output, but will instead help to further optimize the combustion process and improve overall efficiency.

[0094] However, when the engine faces heavy load demands, such as during rapid acceleration or hill climbing, the engine load and speed will change rapidly and significantly. The engine control system can continuously acquire this information through sensors, and when it detects that the engine has left its high-efficiency range, it will adjust to higher power output to cope with the changing operating conditions.

[0095] In this situation, the exhaust gas bypass volume generated by the turbocharger 102 may be as high as 30% or more. If the exhaust gas flow is regulated solely by the first exhaust gas bypass 103 and the first opening regulating valve 104, a series of problems may occur due to the excessive exhaust gas volume. For example, if the excessively high exhaust gas flow all rushes into the intake manifold and enters the engine cylinder 101, the combustion situation in the cylinder will become unstable, and the combustion pressure may exceed the safe range, causing excessive impact on the engine's mechanical structure (such as pistons, connecting rods, etc.). At the same time, for the turbocharger 102, the exhaust gas cannot be discharged smoothly, and the back pressure is too high, which will affect the normal operation of the turbocharger 102 and may even damage key components such as the turbocharger 102's turbine and impeller.

[0096] To avoid the aforementioned problems, the second exhaust gas bypass 105 begins to function at this point. A portion of the exhaust gas from the turbocharger 102's exhaust outlet still flows to the intake manifold via the first exhaust gas bypass 103 as originally planned. However, this portion of exhaust gas is regulated by the first opening regulating valve 104. The first opening regulating valve 104 limits the amount of exhaust gas entering the intake manifold based on the appropriate opening calculated by the engine control unit according to the current operating conditions, preventing excessive exhaust gas from entering the engine cylinder 101 and causing damage.

[0097] Simultaneously, another portion of the exhaust gas flows into the second exhaust gas bypass 105, which is connected to the first exhaust gas bypass 103, and is discharged into the external atmosphere along the other end of the second exhaust gas bypass 105. The specific amount of the "first portion of exhaust gas" flowing into the second exhaust gas bypass 105 is determined by the engine control system based on a comprehensive calculation of various parameters such as the engine's real-time load, speed, and intake pressure. The purpose is to balance the back pressure of the turbocharger 102, ensure proper combustion within the engine cylinder 101, and maintain the stable operation of the entire engine system by rationally distributing the exhaust gas flow (part of it enters the engine cylinder 101, and part of it is discharged to the outside). This allows the engine to output sufficient power under heavy load demands while avoiding damage to the turbocharger 102 and the engine itself due to excessive exhaust gas volume.

[0098] By adopting the above technical solution, during the entire operation of the engine, whether it is in the high-efficiency range or the high-load variation range, the engine control system will continuously and dynamically adjust the opening of the first opening regulating valve 104 and the distribution of exhaust gas flow in the second exhaust gas bypass 105 according to the real-time operating conditions, so as to ensure that the engine and turbocharger 102 are always in a safe and efficient working state.

[0099] In some embodiments, such as Figure 4 As shown, the engine 100 also includes a second opening regulating valve 106.

[0100] The second opening regulating valve 106 is provided on the second waste gas bypass 105 and can be used to control the waste gas flow rate of the first part of the waste gas input into the second waste gas bypass 105.

[0101] For example, when the engine faces high load demands, causing significant changes in load and speed, the engine control system acquires the engine's operating parameters in real time through various sensors (such as throttle position sensor, crankshaft position sensor, intake pressure sensor, etc.). Based on these parameters, the system determines that the engine has exited its high-efficiency range and that the exhaust gas bypass of the turbocharger 102 may be too high, requiring fine adjustment of the exhaust gas flow direction to protect the engine and the turbocharger 102.

[0102] At this point, the control system can calculate a suitable strategy based on the current operating conditions, and the first opening regulating valve 104 begins to adjust its opening to limit the amount of exhaust gas entering the intake manifold. Simultaneously, the second exhaust gas bypass 105 begins to participate in the exhaust gas regulation process.

[0103] Specifically, the engine control unit can calculate the optimal flow rate of the first portion of exhaust gas to be discharged through the second exhaust bypass 105 based on numerous parameters such as the engine's real-time load, speed, intake pressure, temperature, and the currently set power output requirements. This calculation process is used to ensure stable engine operation under high load changes and to prevent component damage.

[0104] Then, based on the calculation results, the second opening regulating valve 106 can adjust its own opening. If it is calculated that more of the first part of the exhaust gas needs to be discharged to reduce the back pressure of the turbocharger 102 and prevent excessive exhaust gas intake into the engine, the valve opening of the second opening regulating valve 106 can be increased, allowing more exhaust gas to flow into the second exhaust gas bypass 105 and be discharged; conversely, if it is necessary to retain more exhaust gas in the system to maintain a certain combustion stability and power output, the valve opening of the second opening regulating valve 106 can be decreased.

[0105] If the engine is continuously subjected to high load changes, the control system will recalculate and adjust the opening of the second opening regulating valve 106 in real time. For example, during continuous uphill driving, as the gradient changes and vehicle speed fluctuates, the engine load and speed constantly change, and the opening of the second opening regulating valve 106 will also be adjusted accordingly in real time to ensure that the turbocharger 102 and the engine are always in a safe and efficient working state. At the same time, the first opening regulating valve 104 will also adjust in coordination with the second opening regulating valve 106. The two work together to ensure that the exhaust gas is reasonably distributed between the first exhaust gas bypass 103 and the second exhaust gas bypass 105, which not only meets the power demand of the engine under high load, but also protects the engine and turbocharger 102 from damage caused by excessive exhaust gas pressure and flow.

[0106] By adopting the above technical solution, the exhaust gas discharged from the turbocharger 102 can be directly introduced into the first exhaust gas bypass 103 through the exhaust gas outlet provided on the turbocharger 102, and the exhaust gas discharged from the turbocharger 102 can be introduced into the engine cylinder 101 through the first exhaust gas bypass 103. In this way, the exhaust gas that needs to be bypassed in the turbocharger 102 can be directly introduced into the cylinder, reducing the bypass valve of the turbocharger 102. The structure is simple, which can reduce the manufacturing difficulty and cost of the turbocharger 102, and can also reduce engine fuel consumption and improve engine thermal efficiency.

[0107] Figure 5 This is a flowchart of an exhaust gas recirculation method provided in an embodiment of this application, such as... Figure 4 As shown, this method can be applied to an electronic control unit, which may include a vehicle's on-board computer (ECU), and the method may include the following steps:

[0108] In step S101, the required torque of the vehicle and the engine speed are obtained.

[0109] In this step, the vehicle's required torque is obtained by detecting the driver's input signal. For example, when the driver depresses the accelerator pedal, the accelerator pedal position sensor detects the pedal's displacement. The accelerator pedal position sensor can be a potentiometer or a Hall effect sensor, which converts the pedal position information into an electrical signal; for example, the deeper the pedal is depressed, the higher the voltage signal generated. This signal is then sent to the ECU, which, based on a pre-set mapping relationship (determined through vehicle calibration data), converts the pedal position signal into a torque request signal required by the vehicle. Generally, the deeper the pedal is depressed, the greater the torque required by the vehicle.

[0110] The required torque for the vehicle can also be determined based on feedback signals from the vehicle's driving status. For example, other systems in the vehicle can also provide feedback signals to the ECU to adjust the required torque. For instance, when the vehicle's cruise control system (if enabled) is working, it sends a torque adjustment request to the ECU based on the difference between the set cruise speed and the actual vehicle speed. Alternatively, if the vehicle's anti-lock braking system (ABS) and electronic stability control system (ESC) detect slippage or instability during operation, they will also send signals to the ECU requesting a reduction in the vehicle's power output, i.e., a reduction in the required torque, to ensure driving safety.

[0111] When obtaining engine speed, the engine speed can be obtained through the signal from the crankshaft position sensor.

[0112] For example, a crankshaft position sensor is typically mounted near the engine's crankshaft and generates a signal by sensing the teeth or magnetic pulses on the crankshaft. As the crankshaft rotates, the sensor produces a series of pulse signals. The frequency of these pulse signals is proportional to the engine's rotational speed, allowing the ECU to count the pulse signals. Knowing the pre-defined number of crankshaft teeth and the pulse frequency, the ECU can then calculate the engine's rotational speed.

[0113] In step S102, the exhaust gas recirculation parameters corresponding to the vehicle's engine are determined based on the required torque and the engine speed.

[0114] Among these parameters, the exhaust gas recirculation (EGR) rate can be included. The EGR rate refers to the percentage of recirculated exhaust gas in the exhaust gas recirculation system relative to the total intake air volume (including fresh air and recirculated exhaust gas) entering the cylinder. It is an important parameter for controlling the engine combustion process and reducing nitrogen oxide (NOx) emissions.

[0115] In this step, the ECU can store the engine's MAP (Motion Array Map). The MAP is a three-dimensional data graph obtained through extensive engine testing and calibration. Two axes represent engine speed and required torque, respectively, and the third axis represents the corresponding EGR rate. Once the current engine speed and required torque are obtained, the ECU will look up the corresponding initial EGR rate value in the MAP.

[0116] The EGR rate can then be corrected using the following methods.

[0117] Method 1: Intake air temperature correction.

[0118] The intake air temperature sensor sends the intake air temperature signal to the ECU. If the intake air temperature is low, the combustion speed will be slower, and the EGR rate may need to be appropriately reduced to ensure combustion stability. Conversely, if the intake air temperature is high, the EGR rate can be appropriately increased to better control the combustion temperature and reduce NOx emissions.

[0119] Method 2: Coolant temperature correction.

[0120] Coolant temperature also affects the EGR rate. When the coolant temperature is low, the engine is in a cold start or warm-up phase. To ensure normal engine operation and rapid warm-up, the ECU will set the EGR rate to a lower value or temporarily disable the EGR system. Once the coolant temperature reaches the normal operating range, the EGR rate will be readjusted based on factors such as engine speed and required torque.

[0121] Method 3: Atmospheric pressure correction.

[0122] An atmospheric pressure sensor detects the current atmospheric pressure. In high-altitude areas, the atmospheric pressure is lower and the air is thinner, resulting in less fresh air entering the cylinders. In this situation, the ECU will adjust the EGR rate accordingly based on the change in atmospheric pressure to ensure sufficient oxygen for combustion and maintain engine power performance.

[0123] In step S103, if the engine meets the exhaust gas recirculation parameters, the required exhaust gas flow rate of the engine is determined.

[0124] In step S104, the valve opening of the engine's opening adjustment valve corresponding to the exhaust gas flow rate is determined according to the preset flow rate opening correspondence.

[0125] The opening regulating valve includes a first opening regulating valve and a second opening regulating valve.

[0126] Optionally, the total exhaust gas flow rate discharged from the exhaust manifold of the engine can be obtained; then, according to the preset flow rate opening correspondence, the first valve opening of the first opening regulating valve corresponding to the exhaust gas flow rate can be determined; and the difference between the total exhaust gas flow rate and the exhaust gas flow rate can be used as the exhaust gas flow rate; and then, according to the preset flow rate opening correspondence, the second valve opening of the second opening regulating valve corresponding to the exhaust gas flow rate can be determined.

[0127] In step S105, the valve opening adjustment valve is controlled according to the valve opening degree.

[0128] By adopting the above technical solution, the exhaust gas that needs to be bypassed in the turbocharger can be directly introduced into the cylinder, so that the external EGR can work in conjunction with the turbocharger. This reduces the number of bypass valves in the turbocharger, simplifies the structure, reduces the manufacturing difficulty and cost of the turbocharger, and can also reduce engine fuel consumption and improve engine thermal efficiency.

[0129] Figure 6 This is a block diagram of an exhaust gas recirculation device provided in an embodiment of this application, such as... Figure 5 As shown, the device 200 includes:

[0130] Module 201 is used to acquire the required torque and engine speed of the vehicle;

[0131] The first determining module 202 is used to determine the exhaust gas recirculation parameters of the vehicle's engine based on the required torque and the engine speed.

[0132] The second determining module 203 is used to determine the required exhaust gas flow rate of the engine when the engine meets the exhaust gas recirculation parameters.

[0133] The third determining module 204 is used to determine the valve opening of the engine opening regulating valve corresponding to the exhaust gas flow rate according to the preset flow rate opening correspondence relationship.

[0134] The control module 205 is used to control the opening regulating valve according to the valve opening degree.

[0135] Optionally, the opening regulating valve includes a first opening regulating valve and a second opening regulating valve, and the third determining module includes:

[0136] The acquisition submodule is used to acquire the total exhaust gas flow rate discharged from the exhaust manifold of the engine;

[0137] The first determining submodule is used to determine the first valve opening of the first opening regulating valve corresponding to the exhaust gas flow rate according to the preset flow rate opening correspondence relationship;

[0138] The second determining submodule is used as the difference between the total exhaust gas flow rate and the exhaust gas flow rate as the discharge gas flow rate;

[0139] The third determining submodule is used to determine the second valve opening of the second opening regulating valve corresponding to the discharge gas flow rate based on the preset flow rate opening correspondence.

[0140] For the above-described apparatus embodiments, since they are basically similar to the above-described method embodiments, the relevant parts can be referred to in the description of the method embodiments.

[0141] Using the above-mentioned device, the exhaust gas that needs to be bypassed in the turbocharger can be directly introduced into the cylinder, so that the external EGR can be coupled with the turbocharger. This reduces the number of bypass valves in the turbocharger, simplifies the structure, reduces the manufacturing difficulty and cost of the turbocharger, and can also reduce engine fuel consumption and improve engine thermal efficiency.

[0142] Figure 7 This is a schematic diagram of a vehicle provided in an embodiment of this application, such as... Figure 7 As shown, the vehicle 300 includes the engine 100 mentioned above.

[0143] This invention also provides an electronic device, such as... Figure 8 As shown, it includes a processor 401, a communication interface 402, a memory 403, and a communication bus 404, wherein the processor 401, the communication interface 402, and the memory 403 communicate with each other through the communication bus 404.

[0144] Memory 403 is used to store computer programs.

[0145] When processor 401 executes the program stored in memory 403, it performs the following steps: acquiring the required torque and engine speed of the vehicle; determining the exhaust gas recirculation parameters corresponding to the engine of the vehicle based on the required torque and engine speed; determining the required exhaust gas flow rate of the engine when the engine meets the exhaust gas recirculation parameters; determining the valve opening of the valve adjustment valve in the engine corresponding to the exhaust gas flow rate based on a preset flow rate opening correspondence; and controlling the valve adjustment valve according to the valve opening.

[0146] The processor 401 can also perform other steps in the above method, which will not be described in detail here.

[0147] The communication bus mentioned in the above electronic devices can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus can be divided into address bus, data bus, control bus, etc. For ease of illustration, only one thick line is used to represent it in the diagram, but this does not indicate that there is only one bus or one type of bus.

[0148] The communication interface is used for communication between the aforementioned electronic devices and other devices.

[0149] The memory may include random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Optionally, the memory may also be at least one storage device located remotely from the aforementioned processor.

[0150] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0151] In another embodiment of the present invention, a computer-readable storage medium is also provided, which stores instructions that, when executed on a computer, cause the computer to perform the methods described in the above embodiments.

[0152] In another embodiment of the present invention, a computer program product containing instructions is also provided, which, when run on a computer, causes the computer to perform the methods described in the above embodiments.

[0153] In the above embodiments, implementation can be achieved entirely or partially through software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented entirely or partially in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of the present invention are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid state disk (SSD)).

[0154] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0155] The various embodiments in this specification are described in a related manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. For embodiments of devices, electronic devices, computer-readable storage media, and computer program products containing instructions, the descriptions are relatively simple because they are basically similar to the method embodiments; relevant parts can be referred to the descriptions of the method embodiments.

[0156] The above description is merely a preferred embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention are included within the scope of protection of the present invention.

Claims

1. An engine, characterized in that, The engine includes an engine cylinder, a turbocharger, a first exhaust gas bypass, and a first opening regulating valve, and the turbocharger is provided with an exhaust gas outlet. The engine cylinder has an intake manifold on one side and an exhaust manifold on the other side. The first exhaust gas bypass has one end connected to the turbocharger via the exhaust gas outlet provided on the turbocharger, and the other end connected to the intake manifold; it is used to guide the exhaust gas discharged from the turbocharger into the engine cylinder. The first opening regulating valve is located on the first waste gas bypass and is used to control the flow rate of waste gas input into the first waste gas bypass.

2. The engine according to claim 1, characterized in that, The engine also includes a second exhaust gas bypass. One end of the second waste gas bypass is connected to the first waste gas bypass and is used to introduce the first part of the waste gas in the first waste gas bypass. The other end of the second waste gas bypass is used to discharge the first portion of waste gas input from the first waste gas bypass.

3. The engine according to claim 2, characterized in that, The engine also includes a second opening adjustment valve; The second opening regulating valve is located on the second waste gas bypass and is used to control the flow rate of the first part of the waste gas input into the second waste gas bypass.

4. The engine according to claim 1, characterized in that, The turbocharger includes a turbine, one end of which is provided with an intake pipe and the other end with an exhaust pipe; the exhaust pipe is a three-way pipe. The intake pipe is connected to the exhaust manifold at one end and to the turbine of the turbocharger at the other end. It is used to introduce the exhaust gas into the turbocharger when the exhaust manifold discharges exhaust gas, so as to drive the turbine in the turbocharger to run. The first end of the exhaust pipe is connected to the turbine of the turbocharger and is used to receive the exhaust gas passing through the turbine. The second end of the exhaust pipe is an exhaust port, used to discharge the second part of the exhaust gas after passing through the turbine. The third end of the exhaust pipe is the exhaust outlet, which is used to introduce the third part of the exhaust gas after passing through the turbine into the engine cylinder through the connected first exhaust gas bypass.

5. The engine according to claim 1, characterized in that, The turbocharger includes a turbine, the turbine includes a volute, and the volute is provided with an inlet, an outlet, and an exhaust gas outlet; The inlet of the volute is connected to the exhaust manifold, and is used to connect the exhaust gas to the turbocharger when the exhaust manifold discharges exhaust gas, so as to drive the turbine in the turbocharger to run. The outlet of the volute is used to discharge the fourth part of the exhaust gas after passing through the turbine; The exhaust outlet of the volute is used to introduce the fifth part of the exhaust gas after passing through the turbine into the engine cylinder through the connected first exhaust gas bypass.

6. The engine according to claim 4 or 5, characterized in that, The turbocharger also includes a compressor. The first impeller of the compressor is connected to the second impeller of the turbine via a linkage shaft. The first impeller is disposed on the intake manifold, and the second impeller is disposed on the exhaust manifold. The second impeller is driven by the exhaust gas discharged from the exhaust manifold to drive the first impeller to compress the gas in the intake manifold and introduce it into the engine cylinder.

7. The engine according to any one of claims 1-6, characterized in that, An intercooler is provided on the first exhaust gas bypass. One end of the intercooler is connected to the exhaust gas outlet, and the other end of the intercooler is connected to the first opening adjustment valve. The intercooler is used to cool the exhaust gas input into the first exhaust gas bypass.

8. A waste gas recirculation method, characterized in that, The method includes: Obtain the vehicle's required torque and engine speed; Based on the required torque and the engine speed, determine the exhaust gas recirculation parameters corresponding to the vehicle's engine; Determine the required exhaust gas flow rate for the engine if the engine meets the exhaust gas recirculation parameters. Based on the preset flow rate-opening correspondence, determine the valve opening of the engine's opening adjustment valve corresponding to the exhaust gas flow rate; The valve opening is controlled according to the valve opening degree.

9. The method according to claim 8, characterized in that, The opening adjustment valve includes a first opening adjustment valve and a second opening adjustment valve. The step of determining the valve opening of the engine's regulating valve corresponding to the exhaust gas flow rate based on a preset flow rate-opening correspondence includes: Obtain the total exhaust gas flow rate discharged from the exhaust manifold of the engine; Based on the preset flow rate opening correspondence, determine the first valve opening of the first opening regulating valve corresponding to the exhaust gas flow rate; The difference between the total exhaust gas flow rate and the exhaust gas flow rate is taken as the discharge gas flow rate; Based on the preset flow rate opening correspondence, the second valve opening of the second opening regulating valve corresponding to the exhaust gas flow rate is determined.

10. A vehicle, characterized in that, Includes the engine for a vehicle as described in any one of claims 1-7.

Images