CN108716433A - Engine thermal management system and its control method - Google Patents
Engine thermal management system and its control method Download PDFInfo
- Publication number
- CN108716433A CN108716433A CN201810182660.4A CN201810182660A CN108716433A CN 108716433 A CN108716433 A CN 108716433A CN 201810182660 A CN201810182660 A CN 201810182660A CN 108716433 A CN108716433 A CN 108716433A
- Authority
- CN
- China
- Prior art keywords
- engine
- bypass
- temperature
- proportioning valve
- air
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
- F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0493—Controlling the air charge temperature
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Health & Medical Sciences (AREA)
- Toxicology (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
The invention discloses a kind of engine thermal management systems comprising：Engine air inlet tube, engine intake manifold, charge air cooler and supercharger air compressor, engine thermal management system further include：Control intake air temperature bypass line, its both ends is separately connected charge air cooler entrance and intercooler outlet, and it is in parallel with charge air cooler, it is provided with the first bypass proportioning valve on control intake air temperature bypass line, the position proportional by adjusting the first bypass proportioning valve realizes that cold preceding charge flow rate bypasses in different flow；Control air inflow bypass line, its both ends is separately connected compressor inlet and blower outlet, and it is in parallel with supercharger air compressor, it controls and is provided with the second bypass proportioning valve on air inflow bypass line, the aperture by adjusting the second bypass proportioning valve realizes the charge flow rate demand of different operating modes；And temperature sensor, it is set on the pipeline of engine intake manifold, for measuring the intake air temperature into engine intake manifold, EUC can acquire the measured value of intake air temperature.
Description
Technical field
The present invention relates to engine thermal administrative skill field, more particularly to a kind of engine thermal management system and its controlling party
Method.
Background technology
As the requirement of environmental protection is higher and higher, emission regulation it is increasingly strict, ensure that NOx ratio discharge reaches limit value requirement and is
Exhaust emissions requires the part being most difficult to.The opposite conventional diesel engine of WHTC cycle Novel diesel engine NOx ratio discharges reduces closely
80%, if it is considered that engineering surplus, NOx ratio discharge will be reduced to 0.35g/kwh even lower, and this aspect is catalyzed SCR
More stringent requirements are proposed for the efficiency of device.On the other hand, the delivery temperature of engine cannot be too low, and too low exhaust temperature is by shadow
The rate for ringing the hydrolysis and SCR reactions of urea, to the wind for causing urea fuel consumption more exceeded than high, urea crystals and discharge
Danger.
However, main engine plants, in order to improve the competitiveness of product, oil consumption is one of main competitiveness, reaching discharge limitation
While, oil consumption is optimal or oil consumption and urea consumption synthesis it is optimal, be one of the competitiveness main means for ensureing product.Often at present
Means be exactly reduce the injection timing and rail pressure of engine, or by additional oil spout come the row of being promoted temperature, these means
Although can reduce NOx emission or to a certain extent can the row's of being promoted temperature, be all based on and sacrifice the means of oil consumption and reach mesh
Target, and it is very limited to promote temperature capability.Research shows that WHTC circulating temperatures are low, it is primarily due to Smaller load or towing astern operating mode
Temperature is low, can promote engine row's temperature by the heat management of Smaller load engine, cold rear intake air temperature is one in control
Relatively effective method, at the same control in cold preceding gas by charge air cooler gas flow can effectively be promoted in cold laggard temperature
Degree, and row's temperature can be further increased from burned angle by reducing charge flow rate, be played the role of " increasing income " to SCR bed temperatures.
However, as shown in Figure 1, existing engine thermal management system is primarily present following disadvantage：
1. for the good engine of pursuit oil consumption, row's temperature is universal relatively low, and for minimum power section, and temperature is arranged in usually promotion
Means can only limited promotion row's temperature, no notable contribution is promoted to SCR catalyst transformation efficiency, but to the sacrifice of oil consumption ratio
It is larger, it can not achieve oil consumption and urea consume minimum principle.
2. heat, such as compressor delivery temperature cannot be utilized adequately, most heat is absorbed by charge air cooler.Such as EGR
Waste-gas heat, it is most of by cooler for recycled exhaust gas absorption etc..
3. although can also play good throttling action using air throttle, negative pressure is big, and oil mixed leads to emission
The problems such as PM is big.
Being disclosed in the information of the background technology part, it is only intended to increase understanding of the overall background of the invention, without answering
It has been the prior art well known to persons skilled in the art when being considered as recognizing or imply that the information is constituted in any form.
Invention content
The purpose of the present invention is to provide a kind of engine thermal management system, to overcome the prior art cannot be sufficient
Using heat, use the big disadvantage of air throttle negative pressure.
To achieve the above object, the present invention provides a kind of engine thermal management systems comprising：Engine air inlet tube,
The exhaust pipe of engine, engine cylinder body, engine intake manifold, charge air cooler, supercharger air compressor and after-treatment system, engine
Heat management system further includes：Intake air temperature bypass line is controlled, both ends are separately connected charge air cooler entrance and intercooler outlet, and
It is in parallel with charge air cooler, it controls and is provided with the first bypass proportioning valve on intake air temperature bypass line, by adjusting the first bypass ratio
The position proportional of valve can realize cold preceding charge flow rate bypass in different flow；Control air inflow bypass line, both ends point
Not Lian Jie compressor inlet and blower outlet, and it is in parallel with supercharger air compressor, control and be provided on air inflow bypass line
Second bypass proportioning valve, by adjusting the aperture of the second bypass proportioning valve, to realize the charge flow rate demand of different operating modes；And
Temperature sensor is set on the pipeline of engine intake manifold, for measures enter engine intake manifold into temperature
Degree, EUC can acquire the measured value of intake air temperature.
In a preferred embodiment, after-treatment system includes：SCR catalyst, EUC can be by collected into temperature
The measured value and highest intake air temperature limit value of degree are compared, to SCR catalyst average bed temperature and target SCR catalyst bed temperature into
Row compares, and is compared with target air-fuel ratio to actual air-fuel ratio, is driven according to comparison result and corresponding control strategy
First bypass proportioning valve and the second bypass proportioning valve are adjusted.
In a preferred embodiment, after-treatment system further includes NOx sensor, and target SCR catalyst bed temperature depends on
In the target efficiency of SCR catalyst, target efficiency is obtained by calculation；Target efficiency=(the measured value-of NOx sensor
Meet the NOx desired values of engineering nargin) measured value of/NOx sensor.
The present invention also provides a kind of control method of engine thermal management system, which includes the following steps：
(1) it defines engine and is in idling operation, towing astern operating mode, cold start-up operating mode and other operating modes；(2) whether engine is first determined whether
In running order, if in running order, the first bypass proportioning valve and the second bypass proportioning valve control function are enabled, no
It does not enable then；When engine is in running order, then judge that engine is in idling operation, towing astern operating mode, cold start-up operating mode
Or which kind of operating mode in other operating modes；(3) idling operation residing for engine, towing astern operating mode or cold start-up operating mode determine
The action control strategy of first bypass proportioning valve and the second bypass proportioning valve, or other operating modes residing for engine, really
The fixed level-one open loop control strategy based on boundary condition and the two level Closed-loop Control Strategy based on Δ T, wherein Δ T is according to public affairs
Formula Δ T=Tb-TtIt is calculated, wherein TbFor SCR catalyst average bed temperature, TtFor target SCR catalyst bed temperature；And (4)
According to action control strategy, level-one open loop control strategy or the two level Closed-loop Control Strategy in step (3) come to the first by-pass ratio
The aperture of the position of example valve and the second bypass proportioning valve is adjusted, to realize that the temperature to engine thermal management system controls.
In a preferred embodiment, level-one open loop control strategy is mainly with the intake air temperature of inlet manifold and air-fuel
Than for boundary condition；Two level Closed-loop Control Strategy is by being carried out to SCR catalyst average bed temperature and target SCR catalyst bed temperature
Compare, actual air-fuel ratio be compared with target air-fuel ratio, and the intake air temperature to inlet manifold measured value and highest
Intake air temperature limit value is compared, and realizes the control to the delivery temperature of engine thermal management system.
In a preferred embodiment, engine thermal management system includes：Engine air inlet tube, the exhaust pipe of engine,
Engine cylinder body, engine intake manifold, charge air cooler, supercharger air compressor and after-treatment system, engine thermal management system is also
Including：Intake air temperature bypass line is controlled, both ends are separately connected charge air cooler entrance and intercooler outlet, and simultaneously with charge air cooler
Connection controls and is provided with the first bypass proportioning valve on intake air temperature bypass line, by adjusting the position ratio of the first bypass proportioning valve
Example can realize cold preceding charge flow rate bypass in different flow；Air inflow bypass line is controlled, both ends, which are separately connected, calms the anger
Machine entrance and blower outlet, and it is in parallel with supercharger air compressor, it controls and is provided with the second by-pass ratio on air inflow bypass line
Example valve, by adjusting the aperture of the second bypass proportioning valve, to realize the charge flow rate demand of different operating modes；And temperature sensing
Device is set on the pipeline of engine intake manifold, for measuring the intake air temperature into engine intake manifold, EUC energy
Enough acquire the measured value of intake air temperature.
In a preferred embodiment, when engine is in idling operation or towing astern operating mode, control strategy is specific
For：It adjusts the first bypass proportioning valve and is in fully open position, the caliber that setting at this time flows through charge air cooler is less than by control intake air temperature
The caliber on siphunculus road, in it is cold before gas only partly flow through charge air cooler, it is total that another part gas flows directly into engine charge
Pipe, to improve delivery temperature；Adjust the second bypass proportioning valve standard-sized sheet, engine by-passing part air inlet, to reduce cryogenic gas pair
The cooling of SCR catalyst.
In a preferred embodiment, when engine is in other operating modes, control strategy is specially：(1) as Δ T <
0, and when the measured value of Δ λ >=0 and intake air temperature≤highest intake air temperature limit value, the first bypass proportioning valve is adjusted at this time close to entirely
It opens, engine intake manifold is flowed directly into the gas of blower outlet, to improve intake air temperature；Meanwhile second by-pass ratio
Example valve portion is opened or standard-sized sheet, with cold rear charge flow rate in reduction, improves delivery temperature；(2) as Δ T < 0, but Δ λ≤0 or into
When the measured value of temperature degree >=highest intake air temperature limit value, the first bypass proportioning valve is adjusted at this time and is in part closing or all closes
Closed position, so that the gas of blower outlet is cooled down by charge air cooler；Meanwhile it is all or part of to adjust the second bypass proportioning valve
It closes, to ensure sufficient air inflow；(3) when Δ T >=0, the first bypass proportioning valve is adjusted at this time and the second bypass proportioning valve is equal
Close All, to maintain conventional admission pattern；Wherein, Δ T is according to formula Δ T=Tb-TtIt is calculated, wherein TbIt is urged for SCR
Change device average bed temperature, TtFor target SCR catalyst bed temperature；Δ λ is according to formula Δ λ=λr-λtIt is calculated, wherein λrFor reality
Air-fuel ratio, λtFor target air-fuel ratio.
In a preferred embodiment, when engine is in cold start-up operating mode, control strategy is specially：Adjust first
Bypass proportioning valve is in fully open position, while adjusting the second bypass proportioning valve Close All, to increase intake air temperature.
In a preferred embodiment, highest intake air temperature limit value is 50 DEG C.
Compared with prior art, engine thermal management system according to the present invention has the advantages that：
(1) intake air temperature that can improve sub-load reduces air-fuel ratio to a certain extent, reduces charge flow rate, drop
Low NOx ratio discharge, reduces the oil consumption of sub-load, simultaneously because eliminating air throttle, increases control intake air temperature bypass pipe
Road, control air inflow bypass line, the first bypass proportioning valve and the second bypass proportioning valve, can be while reducing air inflow again
It will not cause air-intake negative-pressure.
(2) SCR catalyst bed temperature mean temperature can be largely promoted, especially for the vehicle of WHTC classes to be authenticated
, an important factor for catalyst converter bed temperature is SCR catalyst highly effective reaction, promotion row's temperature of engine thermal management system of the invention
Means not premised on sacrificing oil consumption, that is, ensure more easily by discharge while, oil consumption is more excellent.
(3) while improving SCR catalyst temperature and SCR catalyst efficiency, urea injecting quantity can also be reduced, reduced
NH_3 leakage reduces the risk of urea crystals；The NO of engine can also suitably be increasedXFormer row's value, improves the fuel oil of engine
Economy.
Description of the drawings
Fig. 1 is the structural schematic diagram of the engine thermal management system of the prior art；
Fig. 2 is the structural schematic diagram of engine thermal management system according to the present invention；And
Fig. 3 is the control strategy flow chart of the control method of engine thermal management system according to the present invention.
Main appended drawing reference explanation：
The 1- exhaust pipes of engine, 2- exhaust gas introduce pipe, 3-EGR coolers, 4- charger turbines, 5-EGR coolers into
Water, the water outlet of 6-EGR coolers, the whirlpools 7- heel row tracheae, 8- after-treatment systems, 9- supercharger air compressors, 10- booster air inlet pipe
Road, 11- charge air coolers, 12- air throttles, 13-EGR valves, 14- engine air inlet tubes, 15- engine intake manifolds, 16- engine airs
Cylinder body, 17- control intake air temperature bypass line, and 18- first bypasses proportioning valve, and 19- controls air inflow bypass line, 20- second
Bypass proportioning valve.
Specific implementation mode
Below in conjunction with the accompanying drawings, the specific implementation mode of the present invention is described in detail, it is to be understood that the guarantor of the present invention
Shield range is not restricted by specific implementation.
Unless otherwise explicitly stated, otherwise in entire disclosure and claims, term " comprising " or its change
It changes such as "comprising" or " including " etc. and will be understood to comprise stated element or component, and do not exclude other members
Part or other component parts.
As shown in Fig. 2, engine thermal management system according to the preferred embodiment of the present invention comprising：Engine exhaust
Pipe 1, cooler for recycled exhaust gas 3, charger turbine 4, after-treatment system 8, supercharger air compressor 9, booster air inlet pipeline 10, in it is cold
Device 11, engine air inlet tube 14, engine intake manifold 15 and engine cylinder body 16.Engine thermal management system further includes：
Control intake air temperature bypass line 17, control intake air temperature bypass line 19 and temperature sensor.Control intake air temperature bypass
The both ends of pipeline 17 are separately connected charge air cooler entrance and intercooler outlet, and in parallel with charge air cooler 11, control intake air temperature bypass
It is provided with the first bypass proportioning valve 18 on pipeline 17, by adjusting the position proportional of the first bypass proportioning valve 18, can realize not
With cold preceding charge flow rate bypass in flow.The both ends of control air inflow bypass line 19 are separately connected compressor inlet and calm the anger
Machine exports, and in parallel with supercharger air compressor 9, and 19 are provided with the second bypass proportioning valve 20 on control air inflow bypass line, lead to
The aperture for overregulating the second bypass proportioning valve 20, to realize the charge flow rate demand of different operating modes.Temperature sensor is set to hair
On the pipeline of motivation inlet manifold 15, for measuring the intake air temperature into engine intake manifold 15, EUC can acquire air inlet
The measured value T of temperature2。
It should be noted that the present invention utilizes formula Δ T=Tb-Tt, Δ λ=λr-λtDefine Δ T and Δ λ, wherein Tb
For SCR catalyst average bed temperature, TtFor target SCR catalyst bed temperature；λrFor actual air-fuel ratio, λtFor target air-fuel ratio.It should note
Meaning is that air-fuel ratio described in the disclosure of invention is calculated according to speed densimetry, since intake air temperature improves,
Density of the induced air reduces, and then can reduce air inflow, the smoke intensity of engine will not be caused to become so must take into consideration the reduction of air inflow
Greatly, sub-load, which suitably reduces air inflow and promotes intake air temperature, is conducive to oil consumption.Invention defines engine load rate,
50% load below, as sub-load.
In said program, after-treatment system 8 includes SCR catalyst, and EUC can be by the measured value of collected intake air temperature
T2It is compared with highest intake air temperature limit value, to SCR catalyst average bed temperature TbWith target SCR catalyst bed temperature TtCompared
Compared with, and to actual air-fuel ratio λrWith target air-fuel ratio λtIt is compared, is driven according to comparison result and corresponding control strategy
One bypass proportioning valve 18 and second bypasses proportioning valve 20 and is adjusted.After-treatment system 8 further includes NOx sensor, and target SCR is urged
Change the target efficiency that device bed temperature depends on SCR catalyst, target efficiency is obtained by calculation, and the small Mr. Yu's temperature of target efficiency
SCR catalyst limiting efficiency under degree and air speed；Target efficiency=(measured value-of NOx sensor meets the NOx mesh of engineering nargin
Scale value)/NOx sensor measured value.
The control method of the engine thermal management system of the present invention, includes the following steps：(1) it defines engine and is in idling
Operating mode, towing astern operating mode, cold start-up operating mode and other operating modes；(2) first determine whether engine is in running order, if be in
Working condition, then the first bypass proportioning valve and the second bypass proportioning valve control function are enabled, otherwise do not enable；When engine is in
When working condition, then which kind of work that engine is in idling operation, towing astern operating mode, cold start-up operating mode or other operating modes judged
Condition；(3) idling operation residing for engine, towing astern operating mode or cold start-up operating mode determine the first bypass proportioning valve 18 and
The action control strategy of two bypass proportioning valves 20, or other operating modes residing for engine, determine based on boundary condition
Level-one open loop control strategy and two level Closed-loop Control Strategy based on Δ T, wherein Δ T is according to above-mentioned formula Δ T=Tb-TtMeter
It obtains；And (4) according to action control strategy, level-one open loop control strategy or the two level Closed-loop Control Strategy in step (3)
It is adjusted come the aperture of position and the second bypass proportioning valve 20 to the first bypass proportioning valve 18, to realize to engine heat pipe
The temperature of reason system controls.
In said program, level-one open loop control strategy is mainly using the intake air temperature of inlet manifold and air-fuel ratio as perimeter strip
Part；Two level Closed-loop Control Strategy is by being compared, to reality with target SCR catalyst bed temperature to SCR catalyst average bed temperature
Border air-fuel ratio is compared with target air-fuel ratio, and the intake air temperature to inlet manifold measured value T2With highest intake air temperature
Limit value TmaxIt is compared, and realizes the control to the delivery temperature of engine thermal management system.
The flow of the control strategy of engine thermal management system of the engine under various operating modes is as follows：
When engine is in idling operation or towing astern operating mode, control strategy is specially：Adjust the first bypass proportioning valve
18 are in fully open position, and the caliber that setting at this time flows through charge air cooler 11 is less than the caliber for controlling intake air temperature bypass line 17, in
Gas before cold only partly flows through charge air cooler 11, and most of gas flows directly into engine intake manifold 15, to improve exhaust
Temperature；Adjust the second bypass 20 standard-sized sheet of proportioning valve, engine by-passing part air inlet, to reduce cryogenic gas to SCR catalyst
It is cooling.
When engine is in other operating modes, control strategy is specially：(1) as Δ T < 0, and Δ λ >=0 and intake air temperature
Measured value T2≤ highest intake air temperature limit value TmaxWhen, illustrate that SCR catalyst bed temperature mean temperature is less than target temperature at this time,
And actual air-fuel ratio λ at this timerHigher than target air-fuel ratio λt, will not lead to that smoke intensity is big, oil consumption is poor because of the reduction of air inflow etc. asks
Topic, adjusts the first bypass proportioning valve 18 close to standard-sized sheet at this time, as much as possible to allow the gas of blower outlet to flow directly into start
Machine inlet manifold 15, to improve intake air temperature；Meanwhile second bypasses the unlatching of 20 part of proportioning valve or standard-sized sheet, after cold in reduction
Charge flow rate, a part of gas flow back to air inlet again, to improve delivery temperature.(2) as Δ T < 0, but Δ λ≤0 or intake air temperature
Measured value T2>=highest intake air temperature limit value TmaxWhen, although SCR catalyst bed temperature mean temperature at this time is less than desired value,
The measured value T of intake air temperature2Higher than highest intake air temperature limit value Tmax, air inlet will be unfavorable for, entire burning also can be because of intake air temperature
It is excessively high and be deteriorated；On the other hand, if actual air-fuel ratio λrLess than target air-fuel ratio λt, smoke intensity can be caused big, oil consumption is poor or even dynamic
The problems such as power is insufficient.Therefore the first bypass proportioning valve 18 must be adjusted and be in part closing or Close All position, so that
The gas of blower outlet is cooled down by charge air cooler 11；Meanwhile the 20 all or part of closing of the second bypass proportioning valve is adjusted, to protect
Demonstrate,prove sufficient air inflow.(3) when Δ T >=0, the first bypass proportioning valve 18 and second is adjusted at this time and bypasses the whole passes of proportioning valve 20
It closes, to maintain conventional admission pattern.Highest intake air temperature limit value Tmax≤50℃.As shown in figure 3, the one of the present invention is preferred real
It applies in mode, highest intake air temperature limit value TmaxIt is 50 DEG C.
When engine is in cold start-up operating mode, control strategy is specially：It adjusts the first bypass proportioning valve 18 and is in standard-sized sheet
Position, while the second bypass 20 Close All of proportioning valve is adjusted, to increase intake air temperature.
In conclusion the engine thermal management system of the present invention has the advantages that：(1) sub-load can be improved
Intake air temperature, reduce air-fuel ratio to a certain extent, reduce charge flow rate, reduce NOx ratio discharge, reduce the oil of sub-load
Consumption increases control intake air temperature bypass line, control air inflow bypass line, by first simultaneously because eliminate air throttle
Logical proportioning valve and the second bypass proportioning valve, can will not cause air-intake negative-pressure again while reducing air inflow.It (2) can be very big
SCR catalyst bed temperature mean temperature is promoted in degree, especially for the vehicle of WHTC classes to be authenticated, catalyst converter bed temperature is SCR
An important factor for catalyst converter highly effective reaction, the means of promotion row's temperature of engine thermal management system of the invention are not to sacrifice oil consumption
Premised on, that is, while guarantee more easily by discharge, oil consumption is more excellent.(3) SCR catalyst temperature and SCR catalyst are being improved
While efficiency, urea injecting quantity can also be reduced, reduce NH_3 leakage, reduce the risk of urea crystals；Can also suitably it increase
The NO of engineXFormer row's value, improves the fuel economy of engine.
The description of the aforementioned specific exemplary embodiment to the present invention is in order to illustrate and illustration purpose.These descriptions
It is not wishing to limit the invention to disclosed precise forms, and it will be apparent that according to the above instruction, can much be changed
And variation.The purpose of selecting and describing the exemplary embodiment is that explaining the specific principle of the present invention and its actually answering
With so that those skilled in the art can realize and utilize the present invention a variety of different exemplary implementation schemes and
Various chooses and changes.The scope of the present invention is intended to be limited by claims and its equivalents.
Claims (10)
1. a kind of engine thermal management system comprising：Engine air inlet tube, the exhaust pipe of engine, engine cylinder body, engine
Inlet manifold, charge air cooler, supercharger air compressor and after-treatment system, which is characterized in that the engine thermal management system also wraps
It includes：
Control intake air temperature bypass line, both ends are separately connected charge air cooler entrance and intercooler outlet, and with the charge air cooler
Parallel connection is provided with the first bypass proportioning valve on the control intake air temperature bypass line, passes through and adjusts the first bypass ratio
The position proportional of valve can realize cold preceding charge flow rate bypass in different flow；
Control air inflow bypass line, both ends are separately connected compressor inlet and blower outlet, and with the booster pressure
Mechanism of qi is in parallel, and the second bypass proportioning valve is provided on the control air inflow bypass line, by adjusting second by-pass ratio
The aperture of example valve, to realize the charge flow rate demand of different operating modes；And
Temperature sensor is set on the pipeline of the engine intake manifold, enters the engine charge for measuring
The intake air temperature of manifold, EUC can acquire the measured value of the intake air temperature.
2. engine thermal management system according to claim 1, which is characterized in that the after-treatment system is urged comprising SCR
Change device, the measured value of the collected intake air temperature and highest intake air temperature limit value can be compared by the EUC, right
SCR catalyst average bed temperature is compared with target SCR catalyst bed temperature, and is compared actual air-fuel ratio and target air-fuel ratio
Compared with, driven according to comparison result and corresponding control strategy it is described first bypass proportioning valve and it is described second bypass proportioning valve into
Row is adjusted.
3. engine thermal management system according to claim 2, which is characterized in that the after-treatment system further includes NOx
Sensor, the target SCR catalyst bed temperature depend on the target efficiency of the SCR catalyst, and the target efficiency is to pass through
It is calculated；The target efficiency=(measured value-of NOx sensor meets the NOx desired values of engineering nargin)/NOx sensings
The measured value of device.
4. a kind of control method of engine thermal management system, which is characterized in that the control method includes the following steps：
(1) it defines engine and is in idling operation, towing astern operating mode, cold start-up operating mode and other operating modes；
(2) first determine whether engine is in running order, if in running order, the first bypass proportioning valve and second
It is enabled to bypass proportioning valve control function, does not otherwise enable；When engine is in running order, then judge that engine is in described
Which kind of operating mode in idling operation, towing astern operating mode, cold start-up operating mode or other operating modes；
(3) idling operation residing for engine, towing astern operating mode or cold start-up operating mode, determine the first bypass proportioning valve and
The action control strategy of second bypass proportioning valve, or other operating modes residing for engine, determine based on boundary condition
Level-one open loop control strategy and two level Closed-loop Control Strategy based on Δ T, wherein Δ T is according to formula Δ T=Tb-TtIt calculates
It arrives, wherein TbFor SCR catalyst average bed temperature, TtFor target SCR catalyst bed temperature；And
(4) the action control strategy according to step (3), level-one open loop control strategy or two level Closed-loop Control Strategy come pair
The aperture of the position of the first bypass proportioning valve and the second bypass proportioning valve is adjusted, to realize to engine heat pipe
The temperature of reason system controls.
5. control method according to claim 4, which is characterized in that the level-one open loop control strategy is mainly with inlet manifold
Intake air temperature and air-fuel ratio be boundary condition；The two level Closed-loop Control Strategy is by SCR catalyst average bed temperature
It is compared with target SCR catalyst bed temperature, actual air-fuel ratio is compared with target air-fuel ratio, and to inlet manifold's
The measured value of intake air temperature is compared with highest intake air temperature limit value, and realizes the delivery temperature to engine thermal management system
Control.
6. control method according to claim 4, which is characterized in that the engine thermal management system includes：Engine
Air inlet pipe, the exhaust pipe of engine, engine cylinder body, engine intake manifold, charge air cooler, supercharger air compressor and post-processing system
System, the engine thermal management system further include：
Control intake air temperature bypass line, both ends are separately connected charge air cooler entrance and intercooler outlet, and with the charge air cooler
Parallel connection is provided with the first bypass proportioning valve on the control intake air temperature bypass line, by adjusting the first bypass ratio
The position proportional of valve can realize cold preceding charge flow rate bypass in different flow；
Control air inflow bypass line, both ends are separately connected compressor inlet and blower outlet, and with the booster pressure
Mechanism of qi is in parallel, the second bypass proportioning valve is provided on the control air inflow bypass line, by adjusting second by-pass ratio
The aperture of example valve, to realize the charge flow rate demand of different operating modes；And
Temperature sensor is set on the pipeline of the engine intake manifold, enters the engine charge for measuring
The intake air temperature T of manifold2, EUC can acquire the measured value of the intake air temperature.
7. control method according to claim 4, which is characterized in that when engine is in the idling operation or described
When towing astern operating mode, control strategy is specially：Adjust the first bypass proportioning valve and be in fully open position, in cold preceding gas only have
Part flows through the charge air cooler, and another part gas flows directly into the engine intake manifold, to improve delivery temperature；It adjusts
The second bypass proportioning valve standard-sized sheet, engine by-passing part air inlet, to reduce cooling of the cryogenic gas to SCR catalyst.
8. control method according to claim 5, which is characterized in that when engine is in other operating modes, control strategy
Specially：
(1) as Δ T < 0, and when the measured value of Δ λ >=0 and intake air temperature≤highest intake air temperature limit value, described is adjusted at this time
One bypass proportioning valve flows directly into engine intake manifold close to standard-sized sheet, to the gas of blower outlet, to improve into temperature
Degree；Meanwhile the second bypass ratio valve portion is opened or standard-sized sheet, with cold rear charge flow rate in reduction, improves delivery temperature；
(2) as Δ T < 0, but when the measured value of Δ λ≤0 or the intake air temperature >=highest intake air temperature limit value, institute is adjusted at this time
It states the first bypass proportioning valve and is in part closing or Close All position, so that the gas of blower outlet is cold by charge air cooler
But；Meanwhile adjusting the second bypass proportioning valve and completely or partially closing, to ensure sufficient air inflow；
(3) when Δ T >=0, the first bypass proportioning valve and the second bypass equal Close All of proportioning valve are adjusted at this time, with dimension
Hold conventional admission pattern；
Wherein, Δ T is according to formula Δ T=Tb-TtIt is calculated, wherein TbFor SCR catalyst average bed temperature, TtIt is urged for target SCR
Change device bed temperature；Δ λ is according to formula Δ λ=λr-λtIt is calculated, wherein λrFor actual air-fuel ratio, λtFor target air-fuel ratio.
9. control method according to claim 4, which is characterized in that when engine is in cold start-up operating mode, control plan
Slightly it is specially：It adjusts the first bypass proportioning valve and is in fully open position, while adjusting the second by-passing valve Close All, with
Increase intake air temperature.
10. control method according to claim 8, which is characterized in that the highest intake air temperature limit value is 50 DEG C.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810182660.4A CN108716433B (en) | 2018-03-06 | 2018-03-06 | Engine thermal management system and control method thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810182660.4A CN108716433B (en) | 2018-03-06 | 2018-03-06 | Engine thermal management system and control method thereof |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108716433A true CN108716433A (en) | 2018-10-30 |
| CN108716433B CN108716433B (en) | 2020-09-11 |
Family
ID=63898741
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810182660.4A Active CN108716433B (en) | 2018-03-06 | 2018-03-06 | Engine thermal management system and control method thereof |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN108716433B (en) |
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110685793A (en) * | 2019-09-26 | 2020-01-14 | 湖南行必达网联科技有限公司 | Intercooling bypass device, diesel engine air intake system, control method and vehicle |
| CN111980787A (en) * | 2019-05-24 | 2020-11-24 | 北京福田康明斯发动机有限公司 | Engine exhaust heat management method and system |
| CN112268706A (en) * | 2020-10-21 | 2021-01-26 | 重庆康明斯发动机有限公司 | Air-to-air intercooling test system for V-shaped engine |
| CN113022547A (en) * | 2021-03-29 | 2021-06-25 | 广西玉柴机器股份有限公司 | Hybrid power engine assembled with efficient aftertreatment heat management system |
| CN113309623A (en) * | 2020-02-26 | 2021-08-27 | 上海汽车集团股份有限公司 | Method and device for improving SCR (Selective catalytic reduction) aftertreatment exhaust temperature and electronic control unit |
| CN114294093A (en) * | 2021-11-19 | 2022-04-08 | 东风商用车有限公司 | Engine air dynamic compensation and exhaust temperature management system with exhaust heat exchange function |
| CN114294099A (en) * | 2021-11-19 | 2022-04-08 | 东风商用车有限公司 | Engine intake flow and temperature compensation management system |
| CN114294102A (en) * | 2021-11-19 | 2022-04-08 | 东风商用车有限公司 | Dynamic air compensation and exhaust temperature management system with bypass heat exchange function for engine |
| CN114295386A (en) * | 2021-11-19 | 2022-04-08 | 东风商用车有限公司 | Diesel engine dynamic air compensation and thermal management system based on pressure flow sensor |
| CN114320630A (en) * | 2022-03-14 | 2022-04-12 | 潍柴动力股份有限公司 | Control method and system for engine exhaust temperature |
| CN114294094B (en) * | 2021-11-19 | 2023-05-12 | 东风商用车有限公司 | Dynamic air compensation system with bypass heat exchange function for engine |
| CN117418944A (en) * | 2023-12-18 | 2024-01-19 | 潍柴动力股份有限公司 | Control method and device of EGR (exhaust gas Recirculation) system, electronic equipment and storage medium |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2003322039A (en) * | 2002-04-26 | 2003-11-14 | Suzuki Motor Corp | Supply gas cooling control device of engine with supercharger |
| CN201486644U (en) * | 2009-06-08 | 2010-05-26 | 奇瑞汽车股份有限公司 | Air inlet system of turbocharged engine |
| CN103362636A (en) * | 2013-08-02 | 2013-10-23 | 中国人民解放军军事交通学院 | Vehicular diesel engine highland second-stage adjustable pressurization system and control method thereof |
| DE102012012730A1 (en) * | 2012-06-26 | 2014-01-02 | Volkswagen Aktiengesellschaft | Combustion engine e.g. diesel combustion engine for motor car, has low pressure exhaust gas recirculation unit which connects exhaust line downstream to turbines with fresh gas line upstream through bypass |
| CN105443272A (en) * | 2015-11-27 | 2016-03-30 | 天津大学 | Low-temperature combustion and small-load stable combustion device and method for internal combustion engine |
| CN206129453U (en) * | 2016-10-21 | 2017-04-26 | 东风商用车有限公司 | Air inlet system for improving exhaust temperature of diesel engine |
| CN107524550A (en) * | 2016-06-16 | 2017-12-29 | 通用汽车环球科技运作有限责任公司 | Air inlet system for vehicle |
-
2018
- 2018-03-06 CN CN201810182660.4A patent/CN108716433B/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2003322039A (en) * | 2002-04-26 | 2003-11-14 | Suzuki Motor Corp | Supply gas cooling control device of engine with supercharger |
| CN201486644U (en) * | 2009-06-08 | 2010-05-26 | 奇瑞汽车股份有限公司 | Air inlet system of turbocharged engine |
| DE102012012730A1 (en) * | 2012-06-26 | 2014-01-02 | Volkswagen Aktiengesellschaft | Combustion engine e.g. diesel combustion engine for motor car, has low pressure exhaust gas recirculation unit which connects exhaust line downstream to turbines with fresh gas line upstream through bypass |
| CN103362636A (en) * | 2013-08-02 | 2013-10-23 | 中国人民解放军军事交通学院 | Vehicular diesel engine highland second-stage adjustable pressurization system and control method thereof |
| CN105443272A (en) * | 2015-11-27 | 2016-03-30 | 天津大学 | Low-temperature combustion and small-load stable combustion device and method for internal combustion engine |
| CN107524550A (en) * | 2016-06-16 | 2017-12-29 | 通用汽车环球科技运作有限责任公司 | Air inlet system for vehicle |
| CN206129453U (en) * | 2016-10-21 | 2017-04-26 | 东风商用车有限公司 | Air inlet system for improving exhaust temperature of diesel engine |
Cited By (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111980787A (en) * | 2019-05-24 | 2020-11-24 | 北京福田康明斯发动机有限公司 | Engine exhaust heat management method and system |
| CN111980787B (en) * | 2019-05-24 | 2021-11-19 | 北京福田康明斯发动机有限公司 | Engine exhaust heat management method and system |
| CN110685793A (en) * | 2019-09-26 | 2020-01-14 | 湖南行必达网联科技有限公司 | Intercooling bypass device, diesel engine air intake system, control method and vehicle |
| CN113309623A (en) * | 2020-02-26 | 2021-08-27 | 上海汽车集团股份有限公司 | Method and device for improving SCR (Selective catalytic reduction) aftertreatment exhaust temperature and electronic control unit |
| CN112268706A (en) * | 2020-10-21 | 2021-01-26 | 重庆康明斯发动机有限公司 | Air-to-air intercooling test system for V-shaped engine |
| CN113022547A (en) * | 2021-03-29 | 2021-06-25 | 广西玉柴机器股份有限公司 | Hybrid power engine assembled with efficient aftertreatment heat management system |
| CN114294102A (en) * | 2021-11-19 | 2022-04-08 | 东风商用车有限公司 | Dynamic air compensation and exhaust temperature management system with bypass heat exchange function for engine |
| CN114294099A (en) * | 2021-11-19 | 2022-04-08 | 东风商用车有限公司 | Engine intake flow and temperature compensation management system |
| CN114294093A (en) * | 2021-11-19 | 2022-04-08 | 东风商用车有限公司 | Engine air dynamic compensation and exhaust temperature management system with exhaust heat exchange function |
| CN114295386A (en) * | 2021-11-19 | 2022-04-08 | 东风商用车有限公司 | Diesel engine dynamic air compensation and thermal management system based on pressure flow sensor |
| CN114294099B (en) * | 2021-11-19 | 2023-05-12 | 东风商用车有限公司 | Engine air inlet flow and temperature compensation management system |
| CN114294102B (en) * | 2021-11-19 | 2023-05-12 | 东风商用车有限公司 | Dynamic air compensation and exhaust temperature management system with bypass heat exchange function for engine |
| CN114294094B (en) * | 2021-11-19 | 2023-05-12 | 东风商用车有限公司 | Dynamic air compensation system with bypass heat exchange function for engine |
| CN114294093B (en) * | 2021-11-19 | 2023-05-12 | 东风商用车有限公司 | Engine air dynamic compensation and exhaust temperature management system with exhaust heat exchange function |
| CN114295386B (en) * | 2021-11-19 | 2023-10-24 | 东风商用车有限公司 | Dynamic air compensation and thermal management system of diesel engine based on pressure flow sensor |
| CN114320630A (en) * | 2022-03-14 | 2022-04-12 | 潍柴动力股份有限公司 | Control method and system for engine exhaust temperature |
| CN117418944A (en) * | 2023-12-18 | 2024-01-19 | 潍柴动力股份有限公司 | Control method and device of EGR (exhaust gas Recirculation) system, electronic equipment and storage medium |
| CN117418944B (en) * | 2023-12-18 | 2024-03-19 | 潍柴动力股份有限公司 | Control method and device of EGR (exhaust gas Recirculation) system, electronic equipment and storage medium |
Also Published As
| Publication number | Publication date |
|---|---|
| CN108716433B (en) | 2020-09-11 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108716433A (en) | Engine thermal management system and its control method | |
| CN101397953B (en) | Turbocharged engine control operation with adjustable compressor bypass | |
| US8056340B2 (en) | EGR mixer for high-boost engine systems | |
| US8042527B2 (en) | Coordination of HP and LP EGR | |
| US7971576B2 (en) | Internal combustion engine and method for operating an internal combustion engine | |
| US8516816B2 (en) | Avoidance of coolant overheating in exhaust-to-coolant heat exchangers | |
| US8733102B2 (en) | High-pressure exhaust-gas recirculation system with heat recovery | |
| JP5288046B2 (en) | Control device for internal combustion engine | |
| CN104775881B (en) | The control method of engine SCR catalyst system | |
| WO2019119783A1 (en) | Exhaust gas recirculation system for petrol engine, and control method thereof | |
| US10865745B2 (en) | Air intake heater system for a combustion engine, method for heating intake air and a vehicle comprising such a system | |
| CN201747481U (en) | EGR system control device | |
| CN104500281B (en) | Internal combustion engine exhaust gas recirculation closed-loop control method | |
| CN104234848A (en) | System and method for controlling an engine that includes low pressure egr | |
| RU2569397C2 (en) | Operation of supercharged gas engine (versions) and gas engine | |
| CN106968811B (en) | Method for operating an internal combustion engine, in particular a diesel engine | |
| EP2418369A1 (en) | System for controlling exhaust gas temperature of an internal combustion engine with an exhaust gas after-treatment device and prime mover including same | |
| JP2017036695A (en) | Control device of diesel engine | |
| CN109374309B (en) | Waste gas recirculation intercooler heat exchange efficiency test bed and control method thereof | |
| KR102299493B1 (en) | Internal combustion engine system and method for operating the same | |
| CN206592181U (en) | Device for improving exhaust temperature of diesel engine | |
| EP2792874A1 (en) | Improved combustion control for combustion engines | |
| CN105736124B (en) | A kind of diesel engine intake control device and control method | |
| CN204511606U (en) | Motor SCR catalyst system | |
| CN109252990B (en) | Air inlet temperature control system meeting requirements of gasoline compression ignition full working condition on air inlet temperature |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |