Exhaust gas recirculation system and its control method, vehicle

Abstract

This invention relates to an exhaust gas recirculation (EGR) system and its control method, as well as a vehicle. The EGR system includes a turbocharger, a three-way valve, a first intercooler, and an EGR management device. The turbocharger includes a compressor and a turbine. The compressor is connected to the three-way valve, through which outside air enters. A second intercooler and an exhaust valve are located between the turbine and the three-way valve. Exhaust gas generated by the engine is delivered to the second intercooler via the turbine. A portion of the exhaust gas discharged from the second intercooler enters the three-way valve and mixes with outside air. The mixed gas is cooled by the first intercooler before entering the EGR management device. The EGR management device includes an ultrasonic vibrator configured to atomize condensate in the mixture, ensuring the atomized condensate has a particle size that meets preset requirements, and then enters the engine intake with the mixture. This invention solves the problem of easy failure and engine damage associated with using desiccant absorbers to adsorb condensate in related technologies.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, specifically to an exhaust gas recirculation system and its control method, and a vehicle. Background Technology

[0002] To better reduce nitrogen oxide emissions, existing vehicles typically incorporate an EGR (Exhaust Gas Recirculation) system. The core principle of this system is to cool some exhaust gases before introducing them into the engine's combustion chamber for combustion. However, after the high-temperature exhaust gases are cooled by the EGR intercooler, a large amount of condensate is produced. If the condensate particles are large, when they enter the combustion chamber with the exhaust gases, they may dilute the oil film, interfere with the normal combustion process, and even cause water hammer, damaging the engine.

[0003] Based on the above problems, some related technologies involve installing a desiccant downstream of the intercooler to adsorb and trap moisture in the gas, preventing it from condensing into water droplets. When the engine enters high-load, high-temperature conditions, the heated desiccant automatically evaporates the stored moisture, which then enters the cylinder with the intake air to participate in combustion. However, this approach has the following problems: First, under high humidity or continuous low-load conditions, the desiccant's absorbent material may quickly become saturated and fail, allowing large-diameter water droplets to directly enter the combustion chamber, potentially damaging the engine. Second, the desiccant's absorbent material, constantly exposed to high humidity, high temperature, and corrosive exhaust gas conditions, will gradually weaken its adsorption-desorption cycle performance, eventually leading to failure. This not only easily damages the engine but also requires periodic disassembly and replacement of the desiccant material, resulting in high costs. Summary of the Invention

[0004] One objective of this invention is to provide an exhaust gas recirculation system to solve the problem in related technologies where the desiccant adsorbs condensate and the desiccant material is prone to failure, leading to engine damage; another objective is to provide a control method for the exhaust gas recirculation system; and a third objective is to provide a vehicle.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows: An exhaust gas recirculation system includes a turbocharger, a three-way valve, a first intercooler, and an EGR management device. The turbocharger includes a compressor and a turbine, wherein the compressor is connected to the three-way valve, and outside air enters the three-way valve through the compressor. A second intercooler and an exhaust valve are provided between the turbine and the three-way valve. Exhaust gas generated by the engine is delivered to the second intercooler through the turbine. Part of the exhaust gas discharged from the second intercooler is discharged through the exhaust valve, and the other part enters the three-way valve to mix with outside air. The mixed gas is cooled by the first intercooler and then enters the EGR management device, which is used to connect to the intake end of the engine. The EGR management device includes a housing and an ultrasonic vibrator located inside the housing. The ultrasonic vibrator is configured to atomize the condensate in the mixture after it has been cooled and enters the housing, so that the particle size of the atomized condensate meets a preset requirement and enters the air inlet with the mixture.

[0006] According to the above technical means, exhaust gas and outside air are mixed through a three-way valve and then enter the first intercooler. The first intercooler then cools the mixture before it enters the EGR management device. At this time, the mixture contains condensate. The ultrasonic vibrator atomizes the condensate to ensure that the particle size of the condensate meets the preset requirements. These preset requirements are the minimum particle size requirements for entering the engine. This avoids the dilution of the oil film, interference with the normal combustion process, and even the occurrence of "water hammer" caused by excessively large condensate particles.

[0007] Furthermore, compared to the use of hygroscopic materials to absorb and retain moisture in the gas mixture in related technologies, the embodiments of the present invention directly atomize the condensate using an ultrasonic vibrator. On the one hand, the possibility of ultrasonic vibrator failure is very small, and on the other hand, there is no need to periodically disassemble and reassemble the hygroscopic device, resulting in lower costs.

[0008] Furthermore, a dynamic balancing damping device is installed on the housing, the dynamic balancing damping device is connected to the housing of the engine, and the dynamic balancing damping device is configured to output a force on the housing to balance the vibration force generated when the engine is running.

[0009] Based on the aforementioned technical means, a dynamic balancing damping device is integrated into the EGR management unit. This device can apply a reverse force to the engine when it vibrates during operation, thereby balancing the vibration and effectively reducing the impact of engine vibration on driving comfort. Furthermore, the dynamic balancing damping device is directly connected to the engine casing, directly suppressing or even eliminating vibration at its source, improving the long-term reliability of the engine and enhancing the user's driving experience.

[0010] In addition, while the dynamic balancing vibration damping device applies force to the engine casing, it also generates a force on the condensate. This force reduces the particle size of the condensate. When combined with the atomization of the ultrasonic vibrator, the condensate can be reduced in particle size more quickly to meet the requirements for entering the engine.

[0011] Furthermore, the dynamic balancing vibration reduction device includes an electromagnetic actuator, one end of which is connected to the housing, and the other end of which can abut against the outer shell.

[0012] Based on the above-mentioned technical means, it is possible to suppress or even eliminate engine vibration.

[0013] Furthermore, the dynamic balancing vibration damping device also includes a damping spring connected between the housing and the outer shell.

[0014] Based on the above technical means, by further combining damping springs with electromagnetic actuators, it is possible to better suppress or even cancel the vibrations generated during engine operation, thereby improving the driving experience.

[0015] Furthermore, an air intake pipe is provided between the first intercooler and the EGR management device, the air intake pipe has at least one air outlet located inside the housing, and the EGR management device also includes a screen disposed opposite the air outlet, the screen being located above the ultrasonic vibrator.

[0016] According to the above technical means, after the condensate enters the EGR management device, the condensate is first physically cut off by the screen, so that the particle size of the condensate is reduced by the screen. Then, the ultrasonic vibrator atomizes and reduces the particle size. On the one hand, the reduction of the condensate particle size by the screen can improve the atomization effect of the ultrasonic vibrator. On the other hand, the ultrasonic vibrator does not need to output a high vibration frequency to complete the atomization of the condensate, thus reducing energy consumption.

[0017] Furthermore, a particle size sensor is installed inside the housing to detect the particle size of the condensate, and the ultrasonic vibrator can adjust the vibration power according to the particle size of the condensate.

[0018] Based on the above technical means, the ultrasonic vibrator can accurately atomize condensate of different particle sizes, ensuring that the particle size of the atomized condensate meets the requirements for entering the engine.

[0019] Furthermore, it also includes a pressure sensor located at the intake end, wherein the turbocharger activates boost when the engine intake pressure detected by the pressure sensor is less than the minimum intake pressure required for engine operation.

[0020] Based on the above technical means, by detecting the engine's intake pressure through a pressure sensor and determining whether the turbocharger should start boosting based on the intake pressure, it is possible to effectively ensure that the engine's intake pressure meets the starting requirements.

[0021] The present invention also provides a control method for the above-mentioned exhaust gas recirculation system, the control method comprising: After the mixture of outside air and exhaust gas is cooled by the first intercooler, the particle size D of the condensate in the mixture entering the EGR management device is detected. The vibration frequency of the ultrasonic vibrator is controlled according to the particle size D so that the particle size of the condensate entering the engine meets the preset requirements.

[0022] Based on the above technical means, by detecting the particle size D of the condensate in the mixed gas entering the EGR management device, and then controlling the vibration frequency of the ultrasonic vibrator according to the size of the particle size D, the condensate is atomized and the particle size of the condensate meets the preset requirements for entering the engine. On the other hand, the vibration frequency of the ultrasonic vibrator is controlled and adjusted in real time, so that the energy consumption of the ultrasonic vibrator is in the optimal configuration.

[0023] Furthermore, controlling the vibration frequency of the ultrasonic vibrator according to the particle size D includes: When the particle size D < D1, the ultrasonic vibrator is controlled to go into sleep mode, where D1 is the minimum particle size of the condensate corresponding to the start of the ultrasonic vibrator. When D1≤D<D2, the ultrasonic vibrator is controlled to operate at a first power P1, where D2 is the maximum particle size of the condensate corresponding to the ultrasonic vibrator operating at the first power P1. When D2≤D<D3, the ultrasonic vibrator is controlled to operate at the second power P2, where D3 is the maximum particle size of the condensate corresponding to the ultrasonic vibrator operating at the second power P2, and the second power P2 is greater than the first power P1. When D > D3, check for engine faults and restart the engine after the engine faults are resolved.

[0024] Based on the above technical means, by judging the size of the condensate droplets, the ultrasonic vibrator can be selected to be in sleep mode, run at the first power P1, or run at the second power P2, so as to achieve the optimal configuration of the ultrasonic vibrator's energy consumption. In addition, when the condensate droplet size exceeds D3, it indicates that there is a fault in the engine, and the engine fault detection and repair need to be carried out.

[0025] Furthermore, the control method also includes: After the engine starts, obtain the engine speed n; When the rotational speed n < n1, the dynamic balancing damping device is controlled to go into sleep mode, where n1 is the minimum engine speed corresponding to when the dynamic balancing damping device is started. When the rotational speed n is greater than or equal to the preset rotational speed n1, the dynamic balancing damping device is controlled to operate at a frequency f, where frequency f = An. 2 +Bn+C, Where A, B, and C are constants.

[0026] Based on the aforementioned technical means, the start-up, shutdown, and operating frequency of the dynamic balancing damping device are controlled according to the engine speed. This allows the dynamic balancing damping device to generate force, suppressing or even eliminating engine vibrations, effectively reducing the impact of engine vibration on ride comfort. Furthermore, by using the aforementioned frequency f=An... 2 The +Bn+C setting enables the dynamic balancing damping device to adjust its operating frequency in real time according to the engine speed, ensuring real-time suppression or even cancellation of engine vibration.

[0027] Furthermore, the control method also includes: The intake pressure of the engine is obtained, and when the intake pressure is less than the minimum intake pressure required for engine operation, the turbocharger is controlled to start boosting.

[0028] Based on the above technical means, it can be ensured that the engine's intake pressure meets the starting requirements.

[0029] The present invention also provides a vehicle including an engine and the above-described exhaust gas recirculation system, wherein the EGR management device of the exhaust gas recirculation system is connected to the intake end of the engine.

[0030] The beneficial effects of this invention are: (1) The present invention uses the ultrasonic vibrator of the EGR management device to atomize the condensate in the air-fuel mixture so that the particle size of the condensate meets the preset requirements, which is the minimum particle size requirement for entering the engine. This avoids the dilution of the oil film, interference with the normal combustion process, and even the occurrence of "water hammer" caused by excessively large condensate particles.

[0031] Furthermore, compared to the use of hygroscopic materials to absorb and retain moisture in the gas mixture in related technologies, the embodiments of the present invention directly atomize the condensate using an ultrasonic vibrator. On the one hand, the possibility of ultrasonic vibrator failure is very small, and on the other hand, there is no need to periodically disassemble and reassemble the hygroscopic device, resulting in lower costs.

[0032] (2) The present invention integrates a dynamic balancing damping device on the EGR management device to balance the vibration force generated by the engine and effectively reduce the impact of engine vibration on driving comfort. Moreover, the dynamic balancing damping device is directly connected to the engine housing, which directly suppresses or even cancels the vibration at the source, improves the long-term reliability of the engine, and improves the user's driving experience.

[0033] In addition, while the dynamic balancing vibration damping device applies force to the engine casing, it also generates a force on the condensate. This force reduces the particle size of the condensate. When combined with the atomization of the ultrasonic vibrator, the condensate can be reduced in particle size more quickly to meet the requirements for entering the engine. Attached Figure Description

[0034] Figure 1 This is a schematic diagram of the waste gas recirculation system described in this invention; Figure 2 This is a schematic diagram of the EGR management device of the exhaust gas recirculation system described in this invention; Figure 3 This is a schematic flowchart of the control method for the exhaust gas recirculation system described in this invention.

[0035] in, 1. Turbocharger; 11. Compressor; 12. Turbine; 2. Three-way valve; 3. First intercooler; 4. EGR management device; 41. Housing; 42. Ultrasonic vibrator; 43. Dynamic balancing damping device; 431. Electromagnetic actuator; 432. Damping spring; 44. Screen; 45. Particle size sensor; 5. Second intercooler; 6. Exhaust valve; 7. Intake pipe; 71. Exhaust port; 8. Pressure sensor; 10. Engine. Detailed Implementation

[0036] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0037] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0038] This embodiment proposes an exhaust gas recirculation system, which is an integral part of a vehicle, such as... Figure 1 and Figure 2 As shown, the exhaust gas recirculation system includes a turbocharger 1, a three-way valve 2, a first intercooler 3, an EGR management device 4, a second intercooler 5, and an exhaust valve 6. The turbocharger 1 includes a compressor 11 and a turbine 12. The compressor 11 is connected to the three-way valve 2, allowing outside air to be supplied to the three-way valve 2. The turbine 12 is connected to the second intercooler 5, which is connected to the exhaust valve 6. One passage of the exhaust valve 6 is connected to the outside, and the other passage is connected to the three-way valve 2. The exhaust gas generated by the engine 10 during operation is supplied to the second intercooler 5 by the turbine 12. After being cooled by the second intercooler 5, the exhaust gas flows to the exhaust valve 6. A portion of the exhaust gas is supplied to the three-way valve 2 through one passage of the exhaust valve 6 and mixes with the outside air entering the three-way valve 2. The other portion of the exhaust gas is discharged to the outside through the other passage of the exhaust valve 6.

[0039] The exhaust gas mixed with outside air after passing through the three-way valve 2 flows towards the first intercooler 3, where it is cooled. During this process, the high-temperature mixture cools down, producing condensate. This condensate then enters the EGR management device 4, which is connected to the intake end of the engine 10. The EGR management device 4 atomizes the condensate, and the atomized condensate, along with the mixture, enters the engine 10 through the intake end (e.g., the intake manifold) and participates in combustion.

[0040] like Figure 2 As shown, the EGR management device 4 includes a housing 41 and an ultrasonic vibrator 42 located inside the housing 41. The ultrasonic vibrator 42 is used to atomize the condensate in the air-fuel mixture after it has been cooled and enters the housing 41, so that the particle size of the atomized condensate meets a preset requirement and enters the intake end with the air-fuel mixture. The preset requirement is the minimum particle size requirement for condensate to enter the engine 10.

[0041] The ultrasonic vibrator 42 of the EGR management device 4 atomizes the condensate, ensuring that the particle size meets preset requirements. This avoids the problem of excessively large condensate particles diluting the oil film, interfering with normal combustion, or even causing water hammer. Furthermore, compared to related technologies that use hygroscopic materials to absorb and trap moisture in the air-fuel mixture, this embodiment of the invention directly atomizes the condensate using the ultrasonic vibrator 42. This significantly reduces the likelihood of the ultrasonic vibrator 42 failing and eliminates the need for periodic disassembly and reassembly, resulting in lower costs.

[0042] In some embodiments, such as Figure 2 As shown, a particle size sensor 45 is installed on the housing 41. This particle size sensor 45 is used to detect the particle size of the condensate. The ultrasonic vibrator 42 can adjust its vibration power according to the particle size of the condensate. This allows the ultrasonic vibrator 42 to accurately atomize condensate of different particle sizes, ensuring that the particle size of the atomized condensate meets the requirements for entering the engine 10.

[0043] In some embodiments, the present invention provides an air intake pipe 7 between the first intercooler 3 and the EGR management device 4. The air intake pipe 7 has at least one air outlet 71 located inside the housing 41. The EGR management device 4 also includes a screen 44 disposed opposite the air outlet 71, and the screen 44 is located above the ultrasonic vibrator 42.

[0044] After the condensate enters the EGR management device 4, the condensate is first physically cut off by the screen 44, which reduces the particle size of the condensate. Then, the ultrasonic vibrator 42 atomizes and reduces the particle size. On the one hand, the reduction of the condensate particle size by the screen 44 can improve the atomization effect of the ultrasonic vibrator 42. On the other hand, the ultrasonic vibrator 42 does not need to output a high vibration frequency to complete the atomization of the condensate, thus reducing energy consumption.

[0045] As an optional implementation scheme, such as Figure 2 As shown, the screen 44 can be an annular screen, and the air inlet pipe 7 is provided with multiple air outlets 71, each corresponding to a screen 44. That is, the screen 44 reduces the particle size of the condensate flowing out of all air outlets 71. Alternatively, multiple screens 44 can be provided, in which case each screen 44 corresponds to one air outlet 71.

[0046] Considering that engine 10 inevitably vibrates during operation, the "second-order reciprocating inertial force" caused by the inertial force generated by the reciprocating motion of the piston and the rotation of the crankshaft is the main source of vibration in engine 10, and its frequency has a second-order functional relationship with the engine speed. This second-order vibration will significantly affect the driving comfort of the vehicle. In related technologies, an electromagnetic actuator 431 is usually installed on the suspension structure between engine 10 and vehicle frame to suppress engine 10 vibration. However, this structure does not act on engine 10, and is an indirect way to suppress vibration, which cannot suppress vibration at its source, thus failing to improve the durability and reliability of engine 10.

[0047] Based on the above-mentioned problems, in this embodiment of the invention, a dynamic balancing vibration damping device 43 is installed on the housing 41. This device 43 is connected to the housing of the engine 10 and can output a force onto the housing to balance the vibration generated during engine operation. In other words, this embodiment integrates the dynamic balancing vibration damping device 43 into the EGR management device 4. When the engine 10 vibrates during operation, it can apply a reverse force to the engine 10 to balance the vibration, effectively reducing the impact of engine vibration on driving comfort. Furthermore, since the dynamic balancing vibration damping device 43 is directly connected to the housing of the engine 10, it directly suppresses or even cancels vibration at its source, improving the long-term operational reliability of the engine 10 and enhancing the user's driving experience.

[0048] In addition, while the dynamic balancing damping device 43 applies a force to the housing of the engine 10, it also generates a force on the housing 41 of the EGR management device 4. This force acts on the condensate to reduce the particle size of the condensate. At this time, in conjunction with the atomization of the ultrasonic vibrator 42, the particle size of the condensate can be reduced more quickly to meet the requirements for entering the engine 10. This prevents the situation where the atomization time of the ultrasonic vibrator 42 is too short, resulting in the particle size of the condensate entering the engine 10 still being too large and failing to meet the preset requirements.

[0049] In some embodiments, the above-mentioned dynamic balance vibration reduction device 43 includes an electromagnetic actuator 431, one end of which is connected to the housing 41 and the other end is able to abut against the housing of the engine 10. Thus, when the engine 10 vibrates during operation, the electromagnetic actuator 431 can suppress or even cancel the vibration of the engine 10.

[0050] In order to better suppress or even cancel the vibration generated during the operation of the engine 10, the above-mentioned dynamic balance damping device 43 may also include a damping spring 432 connected between the housing 41 and the outer shell. With the damping spring 432 and the electromagnetic actuator 431, the vibration generated during the operation of the engine 10 can be fully suppressed or even canceled, thus improving the driving experience.

[0051] In some embodiments, the exhaust gas recirculation system further includes a pressure sensor 8 disposed at the intake end. When the intake pressure of the engine 10 detected by the pressure sensor 8 is less than the minimum intake pressure required for the engine 10 to operate, the turbocharger 1 starts to boost pressure to ensure that the intake pressure of the engine 10 meets the starting requirements.

[0052] It should be noted that the turbocharger 1, pressure sensor 8, particle size sensor 45, ultrasonic vibrator 42 and electromagnetic actuator 431 mentioned above are all connected to the vehicle's controller (such as the vehicle's central control system) so as to realize signal reception, transmission and control of the above-mentioned components through the controller.

[0053] This invention also provides a control method for an exhaust gas recirculation system, such as... Figure 3 As shown, the control method includes: S1. After the mixture of outside air and exhaust gas is cooled by the first intercooler 3, the particle size D of the condensate in the mixture entering the EGR management device 4 is detected.

[0054] After the engine 10 starts, it exhausts exhaust gas. At this time, the turbocharger 1 of the exhaust gas recirculation system delivers outside air and exhaust gas to the three-way valve 2 for mixing. The mixed air-fuel mixture enters the first intercooler 3, and after being cooled by the first intercooler 3, it flows into the EGR management device 4. Since condensate is produced after the air-fuel mixture is cooled by the first intercooler 3, the particle size of the condensate is detected by the particle size sensor 45 located on the EGR management device 4 to obtain the value of particle size D.

[0055] S2. Control the vibration frequency of the ultrasonic vibrator 42 according to the particle size D so that the particle size of the condensate entering the engine 10 meets the preset requirements.

[0056] After obtaining the particle size D, the vibration frequency of the ultrasonic vibrator 42 needs to be controlled according to the value of particle size D, so that the condensate is atomized by the ultrasonic vibrator 42 and its particle size meets the preset requirements for entering the engine 10. In addition, real-time control and adjustment of the vibration frequency of the ultrasonic vibrator 42 also ensures that the energy consumption of the ultrasonic vibrator 42 is at its optimal configuration.

[0057] Specifically, in some embodiments, controlling the vibration frequency of the ultrasonic vibrator 42 according to the particle size D includes: When the particle size D < D1, the ultrasonic vibrator 42 is controlled to go into sleep mode. D1 is the minimum particle size of the condensate corresponding to the start of the ultrasonic vibrator 42.

[0058] In other words, if the particle size D of the condensate is smaller than the minimum particle size D1 of the condensate when the ultrasonic vibrator 42 is started, the ultrasonic vibrator 42 does not need to be started. The particle size of the condensate also meets the preset requirements for entering the engine 10. Therefore, it can directly enter the engine 10 with the air-fuel mixture.

[0059] When D1≤D<D2, the ultrasonic vibrator 42 is controlled to operate at the first power P1, where D2 is the maximum particle size of the condensate corresponding to the ultrasonic vibrator 42 operating at the first power P1.

[0060] When the particle size D is greater than or equal to D1 and less than D2, that is, the particle size D of the condensate is relatively large, the ultrasonic vibrator 42 needs to be activated. However, the particle size D does not exceed the maximum particle size D2 of the condensate corresponding to the ultrasonic vibrator 42 running at the first power P1. Therefore, the ultrasonic vibrator 42 only needs to run at the first power P1 to complete the atomization of the condensate, so that the particle size of the condensate meets the preset requirements for entering the engine 10.

[0061] When D2≤D<D3, the ultrasonic vibrator 42 is controlled to operate at the second power P2, where D3 is the maximum particle size of the condensate corresponding to the ultrasonic vibrator 42 operating at the second power P2, and the second power P2 is greater than the first power P1.

[0062] When the particle size D is greater than or equal to D2 and less than D3, meaning the condensate particle size D is very large but does not exceed the maximum condensate particle size D3 corresponding to the ultrasonic vibrator 42 operating at the second power P2, the ultrasonic vibrator 42 cannot atomize the condensate into particles that meet the preset requirements when operating at only the first power P1. Therefore, it is necessary to increase the power of the ultrasonic vibrator 42, and by operating the ultrasonic vibrator 42 at the second power P2, the particle size of the condensate can meet the preset requirements for entering the engine 10.

[0063] When D > D3, check for engine 10 faults, and restart engine 10 after the engine 10 faults are resolved.

[0064] When the particle size D is greater than D3, it indicates that there is a fault in engine 10, which causes excessive condensation of water in the exhaust gas. Therefore, it is necessary to check the fault in engine 10 and restart engine 10 after the fault in engine 10 is resolved to continue the atomization of the condensate.

[0065] In this embodiment of the invention, the ultrasonic vibrator 42 is selected to be in sleep mode, run at the first power P1, or run at the second power P2 by judging the size of the condensate droplets, so as to achieve the optimal configuration of the energy consumption of the ultrasonic vibrator 42. In addition, when the condensate droplet size exceeds D3, it indicates that the engine 10 has a fault, and at this time, the fault detection and repair of the engine 10 are required.

[0066] In some embodiments, after the engine 10 is started, the engine speed n can be obtained, and the start-up and shutdown of the dynamic balance damping device 43 and its operating frequency can be controlled according to the magnitude of the engine speed n, so as to suppress or even cancel the vibration of the engine 10.

[0067] For example, when the rotational speed n < n1, the dynamic balancing damping device 43 is controlled to go into sleep mode, where n1 is the minimum rotational speed of the engine 10 when the dynamic balancing damping device 43 is started.

[0068] In other words, when the engine speed n of engine 10 is not high, the vibration of engine 10 will not affect the user's driving experience, so there is no need for the dynamic balancing damping device 43 to suppress or cancel vibration. Therefore, the dynamic balancing damping device 43 is put into a dormant state to reduce energy waste.

[0069] When the rotational speed n is greater than or equal to the preset rotational speed n1, the dynamic balancing damping device 43 is controlled to operate at a frequency f, where frequency f = An. 2 +Bn+C, where A, B, and C are constants.

[0070] In this embodiment of the invention, the starting and stopping of the dynamic balancing vibration damping device 43 and its operating frequency are controlled by the engine speed 10. The dynamic balancing vibration damping device 43 then generates force to suppress or even eliminate the vibrations generated by the engine 10, effectively reducing the impact of engine vibration on ride comfort. Furthermore, the frequency f=An is used... 2 The +Bn+C setting enables the dynamic balance damping device 43 to adjust its operating frequency in real time according to the engine speed of the engine 10, ensuring real-time suppression or even cancellation of the vibration force of the engine 10.

[0071] In some embodiments, the control method of the present invention further includes: The intake pressure of the engine 10 is obtained, and when the intake pressure is less than the minimum intake pressure required for the engine 10 to operate, the turbocharger 1 is controlled to start boosting. In other words, if the intake pressure is too low, boosting is required to make the engine 10 meet the operating requirements.

[0072] The present invention also provides a vehicle including an engine 10 and the above-mentioned exhaust gas recirculation system. The EGR management device 4 of the exhaust gas recirculation system is connected to the intake end of the engine 10. The control method of the exhaust gas recirculation system realizes the atomization of condensate and the suppression or even elimination of vibration during engine operation, effectively improving the service life of the engine 10 and improving the user's driving experience.

[0073] The above embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention.

Claims

1. A waste gas recirculation system, characterized in that, The system includes a turbocharger (1), a three-way valve (2), a first intercooler (3), and an EGR management device (4). The turbocharger (1) includes a compressor (11) and a turbine (12). The compressor (11) is connected to the three-way valve (2). Outside air enters the three-way valve (2) through the compressor (11). A second intercooler (5) and an exhaust valve (6) are provided between the turbine (12) and the three-way valve (2). The exhaust gas generated by the engine (10) is delivered to the second intercooler (5) through the turbine (12). Part of the exhaust gas discharged through the second intercooler (5) is discharged through the exhaust valve (6), and the other part enters the three-way valve (2) to mix with the outside air. The mixed gas is cooled by the first intercooler (3) and then enters the EGR management device (4). The EGR management device (4) is used to connect to the intake end of the engine (10). The EGR management device (4) includes a housing (41) and an ultrasonic vibrator (42) located inside the housing (41). The ultrasonic vibrator (42) is configured to atomize the condensate in the mixed gas after the cooled mixed gas enters the housing (41) so that the particle size of the atomized condensate meets the preset requirements and enters the air inlet with the mixed gas.

2. The waste gas recirculation system according to claim 1, characterized in that: A dynamic balancing damping device (43) is installed on the housing (41). The dynamic balancing damping device (43) is connected to the housing of the engine (10). The dynamic balancing damping device (43) is configured to output a force on the housing to balance the vibration force generated by the engine (10) during operation.

3. The waste gas recirculation system according to claim 2, characterized in that: The dynamic balancing and vibration damping device (43) includes an electromagnetic actuator (431), one end of which is connected to the housing (41) and the other end is able to abut against the outer shell.

4. The waste gas recirculation system according to claim 3, characterized in that: The dynamic balancing damping device (43) also includes a damping spring (432) connected between the housing (41) and the outer shell.

5. The waste gas recirculation system according to any one of claims 1-4, characterized in that: An air intake pipe (7) is provided between the first intercooler (3) and the EGR management device (4). The air intake pipe (7) is provided with at least one air outlet (71) located inside the housing (41). The EGR management device (4) also includes a screen (44) arranged opposite the air outlet (71) and the screen (44) is located above the ultrasonic vibrator (42).

6. The waste gas recirculation system according to any one of claims 1-4, characterized in that: A particle size sensor (45) is installed inside the housing (41). The particle size sensor (45) is used to detect the particle size of the condensate. The ultrasonic vibrator (42) can adjust the vibration power according to the particle size of the condensate.

7. The waste gas recirculation system according to any one of claims 1-4, characterized in that: It also includes a pressure sensor (8) located at the intake end, and when the intake pressure of the engine (10) detected by the pressure sensor (8) is less than the minimum intake pressure required for the engine (10) to operate, the turbocharger (1) starts to boost.

8. A control method for the waste gas recirculation system according to any one of claims 1-7, characterized in that: The control method includes: After the mixture of outside air and exhaust gas is cooled by the first intercooler (3), the particle size D of the condensate in the mixture entering the EGR management device (4) is detected. The vibration frequency of the ultrasonic vibrator (42) is controlled according to the size of the particle size D so that the particle size of the condensate entering the engine (10) meets the preset requirements.

9. The control method according to claim 8, characterized in that: The control of the vibration frequency of the ultrasonic vibrator (42) according to the particle size D includes: When the particle size D < D1, the ultrasonic vibrator (42) is controlled to go into sleep mode, where D1 is the minimum particle size of the condensate corresponding to the start of the ultrasonic vibrator (42); When D1≤D<D2, the ultrasonic vibrator (42) is controlled to operate at the first power P1, where D2 is the maximum particle size of the condensate corresponding to the ultrasonic vibrator (42) operating at the first power P1. When D2≤D<D3, the ultrasonic vibrator (42) is controlled to operate at the second power P2, where D3 is the maximum particle size of the condensate corresponding to the ultrasonic vibrator (42) operating at the second power P2, and the second power P2 is greater than the first power P1; When D > D3, check the engine (10) for faults and restart the engine (10) after the engine (10) faults are resolved.

10. The control method according to claim 8 or 9, characterized in that: The control method further includes: After the engine (10) is started, the rotational speed n of the engine (10) is obtained; When the rotational speed n < n1, the dynamic balance damping device (43) is controlled to go into hibernation, where n1 is the minimum rotational speed of the engine (10) when the dynamic balance damping device (43) is started; When the rotational speed n is greater than or equal to the preset rotational speed n1, the dynamic balance damping device (43) is controlled to operate at a frequency f, where the frequency f = An. 2 +Bn+C, Where A, B, and C are constants.

11. The control method according to claim 8, characterized in that: The control method further includes: The intake pressure of the engine (10) is obtained, and when the intake pressure is less than the minimum intake pressure required for the engine (10) to operate, the turbocharger (1) is controlled to start boosting.

12. A vehicle, characterized in that: Includes an engine (10) and an exhaust gas recirculation system according to any one of claims 1-7, wherein the EGR management device (4) of the exhaust gas recirculation system is connected to the intake end of the engine (10).

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