Engine air inlet assembly and vehicle

Abstract

The utility model discloses an engine air inlet assembly and a vehicle, the engine air inlet assembly comprises a combustion chamber, an air inlet pipeline connected with the combustion chamber, an air inlet adjusting mechanism and an electromagnetic valve, and the air inlet adjusting mechanism is arranged on the air inlet pipeline and used for adjusting the air inlet amount of the air inlet pipeline; the electromagnetic valve is located outside the air inlet pipeline, connected with the air inlet adjusting mechanism and used for controlling the air inlet adjusting mechanism to achieve switching of accelerator control modes of the engine air inlet assembly. According to the engine air inlet assembly provided by the utility model, the electromagnetic valve is arranged, so that the engine air inlet assembly can realize differential control on the speed regulation characteristic of an accelerator, the adaptability of a vehicle to complex working conditions is improved, and the power performance and the fuel consumption economic performance of the vehicle are optimized.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to an engine air intake assembly and a vehicle. Background Art

[0002] With the development of modern automotive technologies such as assisted driving and autonomous driving, the active safety, stability and ride comfort of commercial vehicles have become the focus of the road transportation industry. Different operating conditions and different groups of people have different requirements for the working mode of the engine. In order to meet the different needs of the market and users, and meet the requirements of different users for vehicles, designers have specifically added power mode and economic mode.

[0003] In the prior art, the switching of the power mode of the vehicle usually requires manual selection, and the vehicle cannot automatically achieve differentiated adjustment of the throttle speed regulation characteristics. Utility Model Content

[0004] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the utility model is to provide an engine intake assembly, which can achieve differentiated control of throttle speed regulation characteristics by setting a solenoid valve, thereby improving the adaptability of the vehicle to complex working conditions and optimizing the power performance and fuel consumption economy performance of the vehicle.

[0005] Another object of the present invention is to provide a vehicle.

[0006] In order to achieve the above-mentioned purpose, the engine intake assembly proposed in the first aspect of the utility model embodiment includes: a combustion chamber and an intake pipe connected to the combustion chamber; an intake regulating mechanism, which is arranged on the intake pipe and is used to adjust the intake amount of the intake pipe; a solenoid valve, which is located outside the intake pipe and connected to the intake regulating mechanism, and is used to control the intake regulating mechanism to achieve switching of the throttle control mode of the engine intake assembly.

[0007] According to the engine air intake assembly proposed in the embodiment of the utility model, an air intake regulating mechanism is arranged on the air intake pipeline, and a solenoid valve is arranged to be connected with the air intake regulating mechanism to adjust the air intake amount of the air intake pipeline. The throttle speed regulation characteristic curve of the vehicle can be in line with the current operating conditions of the vehicle, and can meet the vehicle's demand for vehicle power under different operating conditions. By timely adjusting the throttle control mode of the engine air intake assembly, the engine can have a differentiated control function of the throttle speed regulation characteristic, improve the adaptability of the vehicle to complex working conditions, optimize the vehicle's power performance and fuel consumption economy performance, and also improve the driver's driving experience.

[0008] In some embodiments of the utility model, the intake regulating mechanism includes: a throttle valve, which is arranged in the intake pipeline; and a throttle control unit, which is connected to the throttle valve and is used to adjust the opening of the throttle valve.

[0009] In some embodiments of the utility model, the throttle valve includes: a rotating shaft, one end of which extends into the interior of the intake pipe and contacts the inner wall of the intake pipe, and the length of the rotating shaft inside the intake pipe is equal to the inner diameter of the intake pipe; and a blade, which is arranged on the rotating shaft and can rotate relative to the rotating shaft.

[0010] In some embodiments of the utility model, the throttle control unit includes: a motor, the motor is located outside the intake pipe, the motor is fixedly connected to one end of the rotating shaft located outside the intake pipe, and the motor drives the blades to rotate when it rotates.

[0011] In some embodiments of the present invention, the solenoid valve is connected to the motor and is used to control the motor to drive the rotating shaft and the blades to rotate to a target angle, so as to control the opening of the throttle valve.

[0012] In some embodiments of the present invention, the engine intake assembly also includes: a controller, which is electrically connected to the solenoid valve and is used to send a power mode switching signal to the solenoid valve to switch the engine intake assembly to operate in a first throttle control mode or a second throttle control mode.

[0013] In some embodiments of the present invention, the engine response rate in the first throttle control mode is greater than the engine response rate in the second throttle control mode.

[0014] In some embodiments of the present invention, when the blade is at a first angle, the engine intake assembly operates in the first throttle control mode, and when the blade is at a second angle, the engine intake assembly operates in the second throttle control mode.

[0015] In some embodiments of the present invention, the first angle is smaller than the second angle.

[0016] In order to achieve the above-mentioned purpose, a second embodiment of the present utility model provides a vehicle, comprising a vehicle body and an engine air intake assembly as described in any one of the above embodiments, wherein the engine air intake assembly is arranged on the vehicle body.

[0017] According to the vehicle of the embodiment of the utility model, by setting the engine intake assembly of any of the above embodiments on the vehicle body, when the vehicle is under different working conditions, the angle of the intake valve is controlled by the solenoid valve to achieve the switching of the throttle control mode of the engine intake assembly, thereby adding the function of differentiating the throttle speed regulation characteristics of the vehicle, so that the throttle speed regulation characteristic curve of the vehicle can be consistent with the current operating conditions and gross weight of the vehicle, and can meet the performance requirements of the vehicle under different working conditions. The adaptability of the dump truck to complex working conditions is improved, and the driving experience of the driver is enhanced.

[0018] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0020] Figure 1 is a block diagram of an engine intake assembly according to an embodiment of the utility model;

[0021] Figure 2 is a schematic diagram of an engine intake assembly according to an embodiment of the utility model;

[0022] Figure 3 is a schematic diagram of an engine intake assembly according to another embodiment of the utility model;

[0023] Figure 4 A schematic diagram of a throttle speed regulation characteristic curve according to the utility model;

[0024] Figure 5 It is a schematic diagram of another throttle speed regulation characteristic curve according to the utility model;

[0025] Figure 6 A flowchart of a throttle control strategy according to an embodiment of the utility model;

[0026] Figure 7 The block diagram of a vehicle according to an embodiment of the present utility model.

[0027] Reference numerals:

[0028] Vehicles 1000;

[0029] Engine air intake assembly 100, vehicle body 200;

[0030] Combustion chamber 10, air intake pipeline 20, air intake adjustment mechanism 30, solenoid valve 40, controller 50;

[0031] Throttle control unit 32, throttle valve 31;

[0032] Rotating shaft 311 , blades 312 , and motor 321 . DETAILED DESCRIPTION

[0033] The embodiments of the present utility model are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present utility model are described in detail below.

[0034] Reference below Figure 1-Figure 6 An engine air intake assembly according to an embodiment of the present utility model is described.

[0035] In one embodiment of the present invention, Figure 1 As shown, it is a block diagram of an engine intake assembly according to an embodiment of the utility model, wherein the engine intake assembly 100 includes a combustion chamber 10 and an intake pipe 20 connected to the combustion chamber 10, an intake regulating mechanism 30 and a solenoid valve 40.

[0036] It is understandable that when the engine is running, after the air enters the intake pipe 20, it will mix with the fuel in the combustion chamber 10 to form a combustible mixture, thereby burning and performing work to provide power for the vehicle. The intake regulating mechanism 30 is arranged on the intake pipe 20, and is used to adjust the intake amount of the intake pipe 20. The solenoid valve 40 is located outside the intake pipe 20 and connected to the intake regulating mechanism 30, and is used to control the intake regulating mechanism 30 to switch the throttle control mode of the engine intake assembly 100.

[0037] Among them, the solenoid valve 40 is an industrial equipment controlled by electromagnetics. It is an automated basic component used to control fluids. It belongs to an actuator and is not limited to hydraulics and pneumatics. It is used in industrial control systems to adjust the direction, flow, speed and other parameters of the medium. The solenoid valve 40 can be used in conjunction with different circuits to achieve the desired control, and the accuracy and flexibility of the control can be guaranteed. There are many types of solenoid valves 40, and different solenoid valves 40 play a role in different positions of the control system. The solenoid valve 40 of this embodiment can respond to the control electrical signal and then control the state of the intake regulating mechanism 30 to achieve the purpose of switching the throttle control mode of the engine intake assembly 100.

[0038] It can be understood that when the vehicle is driving, the driver steps on the accelerator pedal, the engine system runs, and the air enters the intake pipe 20 and mixes with the fuel in the combustion chamber 10 to form a combustible mixture, which provides power for the vehicle through combustion work. The intake volume of the engine can be adjusted by adjusting the intake regulating mechanism 30. The more the engine intake volume, the more complete the fuel combustion and the stronger the power. Therefore, the engine throttle control mode can be adjusted by controlling the intake regulating mechanism 30.

[0039] According to the engine air intake assembly 100 proposed in the embodiment of the utility model, an air intake regulating mechanism 30 is arranged on the air intake pipeline 20, and a solenoid valve 40 is arranged to be connected with the air intake regulating mechanism 30 to adjust the air intake amount of the air intake pipeline 20. The throttle speed regulation characteristic curve of the vehicle can be in line with the current operating conditions of the vehicle, and can meet the vehicle's demand for vehicle power under different operating conditions. By timely adjusting the throttle control mode of the engine air intake assembly 100, the engine can have a differentiated control function of the throttle speed regulation characteristic, improve the adaptability of the vehicle to complex working conditions, optimize the vehicle's power performance and fuel consumption economy performance, and also improve the driver's driving experience.

[0040] In some embodiments, Figure 2 FIG. 1 is a schematic diagram of an engine intake assembly according to an embodiment of the utility model, wherein the combustion chamber 10 is shown in the figure. The intake regulating mechanism 30 includes a throttle valve 31 and a throttle valve control unit 32, wherein the throttle valve 31 is arranged in the intake pipe 20, wherein the throttle valve 31 is a controllable valve for controlling air to enter the engine.

[0041] Specifically, the throttle valve 31 includes a rotating shaft 311 and a blade 312. One end of the rotating shaft 311 extends into the interior of the intake pipe 20 and contacts the inner wall of the intake pipe 20. The length of the rotating shaft 311 in the intake pipe 20 is equal to the inner diameter of the intake pipe 20. The blade 312 is arranged on the rotating shaft 311 and can rotate relative to the rotating shaft 311. More specifically, the throttle valve 31 is a device on the engine intake system. The blade 312 can be a circular steel sheet with an axis in the middle, namely the rotating shaft 311. When the blade 312 rotates relative to the rotating shaft 311, the rotation angle of the throttle valve 31 in the intake pipe 20 can be changed, thereby adjusting the intake amount in the intake pipe 20.

[0042] In other embodiments, the throttle control unit 32 is connected to the throttle 31, and is used to control and adjust the opening of the throttle 31. Specifically, the throttle control unit 32 includes a motor 321, which is located outside the intake pipe 20, and the motor 321 is fixedly connected to one end of the rotating shaft 311 located outside the intake pipe 20, and the motor 321 drives the blade 312 to rotate when the motor 321 rotates.

[0043] It can be understood that when the vehicle is driving, the driver steps on the accelerator pedal, the engine system runs, and the air enters the intake pipe 20 and mixes with the fuel in the combustion chamber 10 to form a combustible mixture, which provides power for the vehicle through combustion work. The deeper the accelerator pedal is pressed, the larger the opening of the throttle valve 31, and the more air the engine takes in. As the air intake increases, the controller will instruct the fuel injector to increase the fuel supply. The more air intake, the more complete the fuel combustion, and the stronger the power. Therefore, the engine throttle control mode can be adjusted by controlling the opening of the throttle valve 31.

[0044] In some embodiments of the present invention, Figure 3 FIG. 1 is a schematic diagram of an engine intake assembly according to another embodiment of the utility model, wherein the intake adjustment mechanism 30 further includes a controller 50. Specifically, the intake adjustment mechanism 30 may be combined with a controller 50. Figure 2 and Figure 3 Understand the controller 50 of the embodiment of the present invention.

[0045] The controller 50 is electrically connected to the solenoid valve 40 for sending a power mode switching signal to the solenoid valve 40, and the solenoid valve 40 is connected to the motor 321 for controlling the angle of rotation of the rotating shaft 311 driven by the motor 321, and then controlling the angle of the blade 312, so as to control the opening of the throttle valve 31, and then switch the engine intake assembly 100 to operate in the first throttle control mode or the second throttle control mode.

[0046] Specifically, the controller 50 is a VECU (Vehicle Electronic Control Unit) in the vehicle, and the controller 50 has the functions of power mode parameter setting, real-time reading of vehicle operation data, empty and full load logic judgment, trigger mode switching parameters, etc. The controller 50 can determine the target throttle control mode according to the operating conditions of the vehicle and the operation of the driver, and send the corresponding power mode switching signal to the solenoid valve 40. For example, the power mode switching signal may include a first throttle control mode switching signal and a second throttle control mode switching signal, and the first throttle control mode switching signal and the second throttle control mode switching signal are two different electrical signals. After receiving the first throttle control mode switching signal or the second throttle control mode switching signal, the solenoid valve 40 can control the motor 321 to drive the rotating shaft 311 and the blade 312 to rotate to the target angle based on different electrical signals, so as to realize the control of different openings of the throttle 31. Further, the target angle corresponding to the first throttle control mode switching signal or the second throttle control mode switching signal can be set as needed, and no specific restrictions are made here.

[0047] Furthermore, the throttle valve 31 is used to control the amount of air entering the engine. Since the driver's operating state is different when the vehicle is running under different working conditions, the response rate requirements for the engine are also different. Therefore, the throttle control mode of the engine intake assembly 100 can be determined based on the vehicle's operating conditions and the driver's operating conditions. When the controller 50 performs the above functions and confirms that the vehicle needs to be controlled to switch the throttle speed regulation characteristic curve, it can directly send a power mode switching signal to the solenoid valve 40, which is then used to adjust the state of the throttle control unit 32. Specifically, the rotation of the control shaft 311 can be controlled, and then the rotation shaft 311 drives the blade 312 to rotate. When the blade 312 rotates relative to the rotation shaft 311, the amount of gas in the intake pipe 20 can be adjusted. Therefore, when the accelerator pedal is stepped on, the engine intake assembly 100 operates in the corresponding power mode, thereby achieving the purpose of switching the throttle control mode of the engine intake assembly 100.

[0048] In other embodiments, the engine response rate in the first throttle control mode is greater than the engine response rate in the second throttle control mode, wherein the first throttle control mode is the economy mode and the second throttle control mode is the power mode. That is to say, the engine response rate in the economy mode is greater than the engine response rate in the power mode. It can be understood that during the operation of the vehicle, the deeper the driver steps on the accelerator pedal, the larger the opening of the throttle valve 31, the more air intake the engine has, and the amount of oil entering the combustion chamber 10 is controlled by the controller 50 based on the opening of the throttle valve 31. Since the engine response rate requirement is higher in the power mode, the first angle can be set to be smaller than the second angle. Furthermore, when the blade 312 is at a first angle, the engine intake assembly 100 operates in an economic mode, and in this economic mode, the throttle control unit 32 controls the throttle valve 31 to switch to a small slope speed regulation characteristic. When the blade 312 is at a second angle, the engine intake assembly 100 operates in a power mode, and in this power mode, the throttle control unit 32 controls the throttle valve 31 to switch to a large slope speed regulation characteristic.

[0049] In some embodiments of the present invention, the operation of the engine intake assembly 100 in the economy mode or the power mode is achieved by the controller 50 through the final control of the state of the throttle valve 31. Before adjusting the state of the throttle valve 31, the controller 50 needs to first determine the target throttle control mode to be operated by the engine intake assembly 100. After determining the target throttle control mode to be operated, the controller 50 sends a power mode switching signal to the solenoid valve 40. The solenoid valve 40 controls the motor 321 to drive the rotating shaft 311 and the blade 312 to rotate to the target angle, so as to control the different openings of the throttle valve 31, and finally make the engine intake assembly 100 operate in the target throttle control mode, and the target throttle control mode includes the economy mode and the power mode.

[0050] Specifically, power mode parameters can be pre-determined, the controller 50 reads the vehicle operating data in real time, and performs full-load logic judgment based on the pre-determined power mode parameters, that is, determines the target throttle control mode to be operated by the engine intake assembly 100. After determining the target throttle control mode to be operated, the mode switching parameters are triggered. The controller 50 can output a power mode switching signal to the solenoid valve 40 according to the throttle speed regulation characteristic curve of the accelerator pedal to control the state switching of the throttle valve 31. When the driver steps on the accelerator pedal, the pressure in the intake pipe 20 changes according to the switched throttle speed regulation characteristic curve, and finally the engine intake assembly 100 operates in the target throttle control mode, thereby realizing the performance requirements of the vehicle under different operating conditions and gross weight for power or economy.

[0051] The following is a selection and control strategy of a target throttle control mode for operation of an engine intake assembly 100 according to an embodiment of the present utility model.

[0052] It is understandable that commercial vehicles are mainly used for cargo transportation, and there are two vehicle states: empty and loaded. In the heavy state, a large slope throttle speed control characteristic is required to ensure stronger power under the same pedal stroke, output greater and faster power, and ensure fast starting and climbing acceleration capabilities. However, in the empty state, the large slope speed control characteristic has problems of rough power and excessive fuel consumption, and a small slope throttle speed control characteristic is required to optimize fuel consumption. It can be seen that commercial vehicles have different requirements for the throttle control mode of the engine intake assembly 100 under different working conditions. By optimizing the throttle control strategy, the performance requirements for power or economy under different working conditions and gross weight of the vehicle can be met.

[0053] Based on the above, a throttle control strategy can be provided, which controls the engine intake assembly 100 to automatically switch to the economic mode or the power mode according to the actual operating conditions of the engineering vehicle and the user's usage habits. That is, the throttle speed control characteristic curve is switched, that is, the large slope speed control characteristic (power) mode and the small slope speed control characteristic (economic) mode are automatically switched according to the actual operating conditions of the engineering vehicle and the total weight of the vehicle.

[0054] Specifically, it can be combined Figure 4 and Figure 5 Understand the throttle speed regulation characteristic curve of this embodiment. Figure 4 A schematic diagram of a throttle speed regulation characteristic curve according to the utility model; Figure 5 FIG. 1 is a schematic diagram of another throttle speed regulation characteristic curve according to the utility model, wherein: Figure 4 The slope of the throttle speed regulation characteristic curve shown in FIG. 1 is the throttle speed regulation characteristic curve of the vehicle in the small slope economic mode. Figure 5 The throttle speed control characteristic curve shown in FIG. 1 is the throttle speed control characteristic curve of the vehicle in the large slope power mode, wherein Figure 5 and Figure 6 The curves in the figure are, from top to bottom, the relationship curves between the engine speed and the measured torque when the throttle opening is 100%, 90%, 80%, 770%, 60%, 50%, 40%, 30%, 20% and 10%.

[0055] The controller 50 of the above embodiment can identify that the vehicle is in the heavy load mode or the no-load mode according to the above Figure 4 or Figure 5 The throttle speed control characteristic curve shown in the figure is used to intelligently adjust the opening of the throttle valve 31 to achieve the purpose of switching the throttle control mode of the engine intake assembly 100, so as to optimize the performance of the vehicle power type or economy type. For example, logical calculations can be performed based on vehicle driving data such as vehicle speed, rotation speed, throttle opening, etc. to achieve the identification of vehicle working conditions. Based on the analysis of real-time vehicle data, a logical model is established to form a segmentation of vehicle operating conditions, and different throttle control strategies can be formulated. The controller 50 issues a power mode switching signal to the solenoid valve 40 to switch the state of the throttle valve 31, and then adjusts the throttle speed control characteristic curve of the throttle pedal by adjusting the intake amount of the intake line 20, and finally achieves the purpose of switching the throttle control mode of the engine intake assembly 100, and realizes the throttle control requirements of different vehicle working conditions.

[0056] Based on the throttle speed regulation characteristic curve of the above embodiment, a throttle control strategy is also proposed. First, the driver and his driving habits can be identified according to the throttle, vehicle speed, engine speed and face recognition system; then the actual working conditions of the vehicle such as road conditions or construction site conditions are identified; the vehicle load level is determined according to the throttle load, vehicle speed and gearbox output shaft speed, wherein the vehicle load level can be divided into no-load level and heavy-load level; finally, the vehicle control end unit, that is, the controller 50, selects the throttle control mode of the engine intake assembly 100 according to the vehicle's operating conditions and driver's behavior habits, that is, the throttle's large slope speed regulation characteristic (dynamic) mode and the small slope speed regulation characteristic (economic) mode.

[0057] Specifically, it can be combined Figure 6 To understand the throttle control strategy of this embodiment, Figure 6 This is a flow chart of a throttle control strategy according to an embodiment of the present utility model, wherein the throttle control strategy may include steps S1-S4, which are specifically as follows.

[0058] S1, identify the driver and his driving behavior level.

[0059] The driver's identity can be confirmed through the face recognition system, and the driver's driving behavior level can be judged based on the vehicle speed, rotation speed, and throttle load. The driving behavior level can be divided into two levels: incentive and stability.

[0060] Specifically, when the driver drives for the first time, the switching logic is not activated, and the driver can first obtain the driving history data stored in the cloud platform or the vehicle computer for several days, for example, 3 days, 4 days, or 5 days, which is not specifically limited here. Furthermore, based on the acquired driving history data, combined with the vehicle speed, rotation speed, and throttle load, it is determined whether the driving behavior level is intense or stable, and the driving behavior level is sent to the vehicle-side controller for storage, and different driving behavior levels are counted. For example, when the same driver drives next time, the previous driving behavior level is used; if the same driver's driving behavior level is different twice in a row, the current driving behavior level is used.

[0061] S2, identifying the operating condition of the vehicle.

[0062] Among them, the vehicle's operating conditions include road conditions and construction site conditions.

[0063] Specifically, the lane line can be identified based on a visual system such as AEB (Autonomous Emergency Braking) or LDWS (Lane Departure Warning), and when the lane line is identified for the first time, it is considered to have entered the highway condition. If the lane line cannot be identified for more than N seconds, and the vehicle speed is lower than N1Km / h during this time period, and the average throttle load is less than N2%, it is considered to have entered the construction site condition. If any of the above three items is not met, it is considered to have entered the highway condition. Among them, the specific values ​​of N, N1 and N2 can be set as needed, and are not specifically limited here. For example, N can be 3 or 4 or 5 or 10, etc., N1 can be 20 or 25 or 30 or 40, etc., and N2 can be 40 or 45 or 50 or 55, etc. The following description can be taken as an example of N taking a value of 5, N1 taking a value of 25, and N2 taking a value of 50.

[0064] S3, confirm the load rating of the vehicle.

[0065] Among them, the vehicle's load level includes empty level and heavy load level.

[0066] Specifically, the vehicle's load grade is an estimate of the vehicle's gross weight based on the engine output torque, the gearbox output shaft speed, etc. According to the above step S2, the vehicle's current operating condition before operation can be obtained. Within 10 seconds of entering the current operating condition, such as road conditions or construction site conditions, the average estimated gross weight within the operating time period is calculated. When the average estimated gross weight is greater than the design gross weight m%, the vehicle's load grade is considered to be a heavy-load grade. When the average estimated gross weight is less than or equal to the design gross weight m%, the vehicle's load grade is considered to be an unloaded grade.

[0067] S4, selecting a throttle control mode of the vehicle according to the driver and his driving behavior level, the operating condition of the vehicle and the load level of the vehicle.

[0068] The target throttle control mode of the vehicle includes an economic mode and a power mode, wherein the economic mode is a small slope speed regulation characteristic mode, and the power mode is a large slope speed regulation characteristic mode. The selection of the throttle control mode of the vehicle in this step can be understood in conjunction with Table 1, which is a relationship table of a driving behavior level, a vehicle operating condition, a vehicle load level, and a vehicle throttle control mode according to this embodiment.

[0069] Table 1

[0070] Highway empty Heavy load on highway No load on construction site Heavy load on construction site smooth Economic Model Economic Model Economic Model Power Mode fierce Economic Model Power Mode Power Mode Power Mode

[0071] As shown in Table 1, when it is confirmed that the driver's driving behavior level is smooth, the vehicle's operating conditions and the vehicle's load levels are highway no-load, highway heavy-load and construction site no-load, the vehicle's target throttle control mode is the economic mode; when it is confirmed that the driver's driving behavior level is smooth, the vehicle's operating conditions and the vehicle's load level are construction site heavy-load, the vehicle's target throttle control mode is the power mode; when it is confirmed that the driver's driving behavior level is fierce, the vehicle's operating conditions and the vehicle's load level are highway heavy-load, the vehicle's target throttle control mode is the economic mode; when it is confirmed that the driver's driving behavior level is fierce, the vehicle's operating conditions and the vehicle's load levels are highway heavy-load, construction site no-load and construction site heavy-load, the vehicle's target throttle control mode is the power mode.

[0072] Based on the above, according to the throttle control strategy of this embodiment, based on the operating conditions of the dump truck and the user's usage habits, taking into account both heavy-load and no-load conditions, the throttle speed regulation characteristic control strategy of the dump truck engine is optimized. Among them, by identifying different vehicle conditions, adopting differentiated throttle control strategies, and automatically switching the throttle large slope speed regulation characteristic (power) mode and the small slope speed regulation characteristic (economic) mode, the power performance of the vehicle can be improved, so that the vehicle's power and economy can be optimized. It can not only improve the power of the dump truck when starting and climbing under heavy load conditions, but also optimize the fuel consumption economy of the dump truck under empty conditions.

[0073] The embodiment of the utility model also provides a vehicle, such as Figure 7 , which is a block diagram of a vehicle according to an embodiment of the present utility model, the vehicle 1000 comprises a vehicle body and any one of the above engine intake assemblies 100, and the engine intake assemblies 100 are arranged on the vehicle body 20. The vehicle 1000 of the embodiment of the present utility model is a commercial vehicle.

[0074] According to the vehicle 1000 of the embodiment of the utility model, by setting the engine intake assembly 100 of any of the above embodiments on the vehicle body 200, when the vehicle 1000 is under different working conditions, the solenoid valve 40 controls the adjustment of the angle of the intake valve 31 to achieve the switching of the throttle control mode of the engine intake assembly 100, thereby adding the function of differentiating the throttle speed regulation characteristics of the vehicle 1000, so that the throttle speed regulation characteristic curve of the vehicle 1000 can meet the current operating conditions and gross vehicle weight of the vehicle 1000, and can meet the performance requirements of the vehicle 1000 under different working conditions. The adaptability of the dump truck to complex working conditions is improved, and the driving experience of the driver is enhanced.

[0075] Other structures and operations of the vehicle 1000 according to the embodiment of the present invention are known to those skilled in the art and will not be described in detail here.

[0076] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example.

[0077] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. An engine air intake assembly, characterized in that: include: A combustion chamber and an air intake pipeline connected to the combustion chamber; An air intake regulating mechanism, the air intake regulating mechanism is arranged on the air intake pipeline and is used to regulate the air intake amount of the air intake pipeline; A solenoid valve is located outside the air intake pipeline and connected to the air intake regulating mechanism, and is used to control the air intake regulating mechanism to switch the throttle control mode of the engine air intake assembly.

2. The engine air intake assembly according to claim 1, characterized in that: The air intake adjustment mechanism comprises: A throttle valve, the throttle valve being arranged in the air intake pipeline; A throttle control unit is connected to the throttle valve and is used to adjust the opening of the throttle valve.

3. The engine air intake assembly according to claim 2, characterized in that: The throttle valve comprises: A rotating shaft, one end of which extends into the air intake pipeline and contacts the inner wall of the air intake pipeline, and the length of the rotating shaft inside the air intake pipeline is equal to the inner diameter of the air intake pipeline; The blades are arranged on the rotating shaft and are rotatable relative to the rotating shaft.

4. The engine air intake assembly according to claim 3, characterized in that: The throttle control unit comprises: The motor is located outside the air intake pipeline, and the motor is fixedly connected to one end of the rotating shaft located outside the air intake pipeline. When the motor rotates, the blades are driven to rotate.

5. The engine air intake assembly according to claim 4, characterized in that: The solenoid valve is connected to the motor and is used to control the motor to drive the rotating shaft and the blade to rotate to a target angle, so as to control the opening of the throttle valve.

6. The engine air intake assembly according to claim 3, characterized in that: The engine intake assembly also includes: A controller is electrically connected to the solenoid valve and is used to send a power mode switching signal to the solenoid valve to switch the engine intake assembly to operate in a first throttle control mode or a second throttle control mode.

7. The engine air intake assembly according to claim 6, characterized in that: The engine response rate in the first throttle control mode is greater than the engine response rate in the second throttle control mode.

8. The engine air intake assembly according to claim 7, characterized in that: When the blade is at a first angle, the engine intake assembly operates in the first throttle control mode, and when the blade is at a second angle, the engine intake assembly operates in the second throttle control mode.

9. The engine air intake assembly according to claim 8, characterized in that: The first angle is smaller than the second angle.

10. A vehicle, characterized in that: It comprises a vehicle body and the engine air intake assembly according to any one of claims 1 to 9, wherein the engine air intake assembly is arranged on the vehicle body.

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