CN113266443A - Valve structure, engine thermodynamic cycle control system and method - Google Patents
Valve structure, engine thermodynamic cycle control system and method Download PDFInfo
- Publication number
- CN113266443A CN113266443A CN202110742250.2A CN202110742250A CN113266443A CN 113266443 A CN113266443 A CN 113266443A CN 202110742250 A CN202110742250 A CN 202110742250A CN 113266443 A CN113266443 A CN 113266443A
- Authority
- CN
- China
- Prior art keywords
- engine
- valve
- time
- preset
- real
- 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.)
- Pending
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0203—Variable control of intake and exhaust valves
- F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
The invention discloses a valve structure, an engine thermodynamic cycle control system and an engine thermodynamic cycle control method, and relates to the technical field of vehicle engineering. The valve structure comprises a cylinder cover, a sealing piece, an air pipe, a driving piece and a valve. The cylinder cover is provided with an air port. The sealing element is buckled on the cylinder cover and is arranged corresponding to the air port. The trachea is communicated with the sealing element. The driving member is disposed within the seal member. The valve is connected with the output end of the driving piece, the valve is movably arranged between the sealing piece and the cylinder cover, and the valve can seal or release an air port. The valve structure has the characteristics of integration, automation, high efficiency and flexibility, can effectively improve the ventilation capacity, is simpler and more compact in arrangement structure, can have better arrangement expansion capacity under a limited cabin space, and provides sufficient space for arrangement of other components.
Description
Technical Field
The invention relates to the technical field of vehicle engineering, in particular to a valve structure, an engine thermodynamic cycle control system and an engine thermodynamic cycle control method.
Background
The air distribution system of the automobile engine is one of the most important systems of the engine, and in the air distribution system, the function of a valve is important, and fresh air is mainly provided in a cylinder before combustion; and after combustion, exhaust gas in the cylinder is discharged. To distinguish between these two effects of the valve, it is commonly referred to as an intake valve and an exhaust valve.
The traditional air valve is controlled by an air distribution system, and the traditional air distribution system mainly comprises a timing gear train, a camshaft and an air valve transmission assembly. The valve is driven by the cam shaft to realize the control of air inlet and air outlet. In the working process: the crankshaft drives the cam shaft to rotate continuously through an engine wheel train (timing gear), the cams on the air inlet and exhaust cam shaft and the cam shaft rotate synchronously, the push rod is pressed down according to the shape designed by the cams, and the push rod pushes the tappet, so that the opening and closing functions of an inlet valve and an exhaust valve are controlled, and the air inlet and the exhaust of the engine are realized. The traditional air distribution system adopts traditional mechanical structures such as a timing gear, a tappet, a push rod, a cam shaft and the like to realize the opening and closing of the valve. In this system, the controlled action is achieved by mechanical actions such as contact, pushing, pressing, etc. between the components. The valve is controlled to be opened and closed through a traditional mechanical structure, the lift range of the valve is fixed, the opening and closing time of the air inlet and outlet valve can only be changed, and the air inflow cannot be flexibly adjusted according to the change of load. The mechanical mechanism inevitably generates friction damage in the control process, and has the advantages of poor flexibility, low automation degree, inaccurate degree and compact spatial arrangement. In order to overcome the defects, in the prior art, an Electronic Control Unit (ECU) is adopted to control a hydraulic driving component and other electric control direct driving valves, and in the mode, only the mechanical mechanism control is changed into the electro-hydraulic control, and the difference between the mode and the original VVT is avoided.
Therefore, there is a need for a valve structure, and a thermodynamic cycle control system and method for an engine, which can effectively increase the coefficient of intake air flow, reduce the coefficient of residual exhaust gas, and improve the ventilation capability, and have the characteristics of integration, automation, high efficiency, and flexibility.
Disclosure of Invention
The invention aims to provide a valve structure, an engine thermodynamic cycle control system and an engine thermodynamic cycle control method, which can effectively increase an intake flow coefficient, reduce a residual waste gas coefficient and improve air exchange capacity and have the characteristics of integration, automation, high efficiency and flexibility.
In order to achieve the technical effects, the technical scheme of the invention is as follows:
a valve structure comprising: the cylinder cover is provided with an air port; the sealing element is buckled on the cylinder cover and is arranged corresponding to the air port; a gas tube in communication with the seal; a drive member disposed within the seal; the valve, the valve with the output of driving piece is connected, the valve movably is established the sealing member with between the cylinder cap, the valve can seal or release the gas port.
Further, the gas port, the sealing member, the gas pipe, the driving member and the valve are all multiple, and each gas port corresponds to one sealing member, one gas pipe, one driving member and one valve.
Further, the driving member includes an electromagnetic driving structure.
An engine thermodynamic cycle control system comprising: a control component; the sensing assembly is in communication connection with the control assembly and is used for detecting the running parameters of the vehicle; a valve arrangement as hereinbefore described, a drive member of the valve arrangement being in communication with the control assembly.
Further, the sensing assembly includes an intake air temperature sensor, an intake air pressure sensor, a crank angle sensor, a rotational speed sensor, an ambient pressure sensor, an ambient temperature sensor, a cooling water temperature sensor, an accelerator pedal sensor, and an engine sensor.
Further, the control assembly comprises an arithmetic unit and a controller, the arithmetic unit is in communication connection with the sensing assembly and the controller, and the controller is used for controlling the driving piece.
An engine thermodynamic cycle control method, which adopts the engine thermodynamic cycle control system, comprises: step S1, the control component acquires a starting signal of the engine; step S2, if the engine is started, executing step S3, if the engine is not started, returning to execute step S1; step S3, acquiring running parameters of the vehicle by a sensing assembly, and controlling the engine to enter different running working conditions by a control assembly when the running parameters are in different preset parameter ranges; and step S4, the operation parameters are out of all the preset parameter ranges, and the control is finished when the engine is not started.
Further, the step S3 includes adjusting an operation curve of a valve of the engine according to the operation condition after the engine enters different operation conditions, so that the operation curve is located in different preset curve ranges, where the preset curve ranges are determined according to a valve opening speed, a valve closing speed, a valve opening time, and a valve closing time.
Further, the operation parameters comprise a real-time environment pressure value, a real-time air inlet temperature value, a real-time environment temperature value, a real-time cooling water temperature value, a real-time pedal opening and a real-time operation state signal, and the preset parameter range comprises a preset environment pressure value, a preset air inlet temperature value, a cold start environment temperature value, a high-temperature environment temperature value, a preset cooling water temperature value, a preset pedal opening, a hybrid state signal range and a general state signal range.
Further, the step S3 includes: s3.1, if the real-time ambient pressure value is smaller than the preset ambient pressure value, the control assembly controls the engine to execute the plateau working condition, otherwise, the step S3.2 is executed; s3.2, if the real-time air inlet temperature value is larger than the preset air inlet temperature value, the control assembly controls the engine to execute a high-temperature working condition, otherwise, the step S3.3 is executed; s3.3, if the real-time environment temperature value is smaller than the cold starting environment temperature value, the control assembly controls the engine to execute a cold starting working condition, otherwise, the step S3.4 is executed; s3.4, if the real-time environment temperature value is smaller than the high-temperature environment temperature value, the control assembly controls the engine to execute a starting working condition, otherwise, the step S3.5 is executed; s3.5, if the temperature value of the real-time cooling water is smaller than the preset cooling water temperature value, the control component controls the engine to execute a warming working condition, otherwise, the step S3.6 is executed; s3.6, if the real-time pedal opening is larger than the preset pedal opening, the control assembly controls the engine to execute an acceleration working condition, otherwise, the step S3.7 is executed; s3.7, if the real-time running state is within the hybrid state signal range, the control component controls the engine to execute the hybrid working condition, otherwise, the step S3.8 is executed; and S3.8, if the real-time running state is in the general state signal range, controlling the engine to execute a hybrid working condition by the control component, otherwise, executing the step S4.
The invention has the beneficial effects that: the valve structure has the characteristics of integration, automation, high efficiency and flexibility, can effectively improve the ventilation capacity, is simpler and more compact in arrangement structure, can have better arrangement expansion capacity under a limited cabin space, and provides sufficient space for arrangement of other components. According to the thermodynamic cycle control system of the engine, due to the valve structure, the opening and closing time, the opening and closing speed, the opening duration and the like of the valve can be adjusted more flexibly and accurately, and meanwhile, the intake flow coefficient can be effectively increased, the residual exhaust gas coefficient can be reduced, and the ventilation capacity can be improved. According to the engine thermodynamic cycle control method, the engine thermodynamic cycle control system is adopted, flexible closing and opening of the valve can be achieved, and therefore the engine can be controlled to operate under the most appropriate operation condition according to the actual operation parameters of the engine, and the air intake control effect and the control efficiency of the engine are improved.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
FIG. 1 is a top view of a valve structure provided by an embodiment of the present invention;
FIG. 2 is a schematic view of the internal structure of a valve structure provided in an embodiment of the present invention;
FIG. 3 is a schematic diagram of an engine thermodynamic cycle control system provided in accordance with an embodiment of the present invention;
FIG. 4 is a graph of flow coefficient versus effective valve area provided by an embodiment of the present invention;
FIG. 5 is one of the graphs illustrating the operation of the valve according to the present embodiment;
FIG. 6 is a second graph illustrating operation of a valve according to an embodiment of the present invention;
FIG. 7 is a third graph of the operation of a valve according to an embodiment of the present invention;
FIG. 8 is a graph of the operation of a valve according to an embodiment of the present invention;
FIG. 9 is a graph of the operation of a valve according to an embodiment of the present invention;
FIG. 10 is a graph illustrating a sixth operational curve for a valve according to an embodiment of the present invention;
FIG. 11 is a graph of a range of predetermined curves for a valve according to an embodiment of the present invention;
FIG. 12 is a flow chart of a method of controlling a thermodynamic cycle of an engine according to an embodiment of the present invention;
fig. 13 is a second flowchart of a method for controlling a thermodynamic cycle of an engine according to an embodiment of the present invention.
Reference numerals
1. A cylinder cover; 11. an exhaust port; 12. an air inlet;
2. a seal member;
3. an air tube;
4. a drive member;
5. an air valve; 51. an exhaust valve; 52. an intake valve;
61. an intake air temperature sensor; 62. an intake air pressure sensor; 63. a crank angle sensor; 64. a rotational speed sensor; 65. an ambient pressure sensor; 66. an ambient temperature sensor; 67. a cooling water temperature sensor; 68. an accelerator pedal sensor; 69. an engine sensor;
71. an arithmetic unit; 72. a controller; 73. an executive component;
81. an Atkinson cycle curve; 82. otto cycle curve; 83. a miller cycle curve;
91. a first preset curve; 92. a second preset curve; 93. a third preset curve; 94. a fourth preset curve; 95. a fifth preset curve; 96. a sixth preset curve; 97. a seventh preset curve; 98. an eighth predetermined curve.
Detailed Description
In order to make the technical problems solved, the technical solutions adopted and the technical effects achieved by the present invention clearer, the technical solutions of the present invention are further described below by way of specific embodiments with reference to the accompanying drawings.
In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
It will be understood that the terms "central," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in an orientation or positional relationship indicated in the drawings for convenience and simplicity of description only and do not indicate or imply that the device or element so referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be considered as limiting the invention. In the description of the present invention, "a plurality" means two or more unless otherwise specified. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to have a special meaning.
The valve structure, engine thermodynamic cycle control system and method of embodiments of the present invention are described below with reference to fig. 1-13.
As shown in fig. 1 and 2, fig. 1 discloses a valve structure including a cylinder head 1, a sealing member 2, an air pipe 3, a driver 4, and a valve 5. The cylinder cover 1 is provided with an air port. The sealing element 2 is buckled on the cylinder cover 1 and is arranged corresponding to the air port. The gas pipe 3 communicates with the sealing member 2. The driver 4 is arranged inside the seal 2. The valve 5 is connected with the output end of the driving piece 4, the valve 5 is movably arranged between the sealing piece 2 and the cylinder cover 1, and the valve 5 can seal or release the air port.
It will be appreciated that the seal 2 provides a good seal between the air tube 3 and the air port, thereby preventing air from escaping from the junction of the seal 2 and the cylinder head 1. Because the valve 5 can seal or release the air port, the sealing element 2 can also adjust the communication area between the air port and the air pipe 3, which is beneficial to improving the adjustment precision of the opening of the air port. Meanwhile, compared with the valve structure in the prior art, the valve structure of the embodiment can realize the adjustment of the opening area of the air port through the driving piece 4 and the air valve 5 which are arranged in the sealing piece 2, so that the adjustment of the opening area of the air port is more flexible, the opening and closing time of the air valve 5, the opening and closing speed of the air valve 5 and the opening duration of the air valve 5 can be flexibly adjusted, and various combustion cycles such as Miller cycle, deep Miller cycle, Atkinson cycle, Otto cycle and the like can be realized. In addition, the cam is not required to be additionally arranged, the friction can be reduced, the friction work of the engine is reduced, the energy utilization rate of the engine is improved, the valve 5 rod is not required to be additionally arranged, the thickness of the cylinder cover 1 can be reduced, the spatial arrangement limitation of the engine is favorably reduced, and the installation range of the engine is improved. Further, as shown in fig. 4, in the air intake process of the valve structure, the position of the valve 5 is not shielded, so that the opening speed of the valve 5 can be increased, and the flexible control of the closing time and the opening time of the valve can be realized, thereby effectively increasing the air intake flow coefficient; in the exhaust process, exhaust interference can be effectively avoided, so that the exhaust energy of the turbocharged engine can be more efficiently utilized, and the overall air exchange capacity of the valve structure is effectively improved.
According to the valve structure of this embodiment, have integrate, automatic, high-efficient, nimble activated characteristics, can effectively improve its air exchange capacity, arrangement structure is simpler and compact simultaneously, can possess better arrangement expansion ability under the cabin space of injecing, provides abundant space for the arrangement of other parts.
In some embodiments, as shown in fig. 1 and 2, there are a plurality of ports, seals 2, air pipes 3, drivers 4, and valves 5, each port being provided for one seal 2, one air pipe 3, one driver 4, and one valve 5.
It can be understood that, according to the specific exhaust and intake requirements of the valve structure, the air ports can be divided into the air inlet 12 and the air outlet 11, and the valve 5 is divided into the air inlet valve 52 and the exhaust valve 51, so that the movement of the driving piece 4 and the valve 5 correspondingly arranged with different air ports can be controlled according to actual requirements, the valves 5 can be respectively and independently controlled, and the overall normal control of the valve structure is better ensured.
In some embodiments, the driver 4 comprises an electromagnetic drive structure.
It can be understood that the electromagnetic driving structure can be conveniently in communication connection with an electronic control unit of the engine, so that the electronic control unit of the engine can control the motion of the valve 5, the opening and closing speed, the opening and closing time and the like of the valve 5 can be controlled more accurately, and the control precision of the plurality of air ports is improved.
As shown in FIG. 3, the invention also discloses an engine thermodynamic cycle control system, which comprises a control assembly, a sensing assembly and the valve structure. The sensing assembly is in communication connection with the control assembly and is used for detecting operating parameters of the vehicle. The driver 4 of the valve arrangement is in communication with the control assembly.
According to the thermodynamic cycle control system of the engine, due to the valve structure, the opening and closing time, the opening and closing speed, the opening duration and the like of the valve 5 can be adjusted more flexibly and accurately, and meanwhile, the intake flow coefficient can be effectively increased, the residual exhaust gas coefficient can be reduced, and the ventilation capacity can be improved. In addition, the sensing assembly of the embodiment can accurately acquire the operating parameters of the engine, and the control assembly can quickly and accurately adjust the control strategy of the valve 5 according to the operating parameters acquired by the sensing assembly.
Specifically, as shown in fig. 5, the engine thermodynamic cycle control system of the present embodiment can realize different opening times and closing times according to the requirements of the engine, so as to ensure the same opening and closing speed and flexible control of the opening time.
As shown in fig. 6, the engine thermodynamic cycle control system of the present embodiment can realize different closing times according to the requirements of the engine, and ensure that the opening speed and the opening time are the same, and the opening time is flexibly controlled.
As shown in fig. 7, the engine thermodynamic cycle control system of the present embodiment can realize different opening times according to the requirements of the engine, ensure that the closing speed and the closing time are the same, and flexibly control the opening time.
As shown in fig. 8, the engine thermodynamic cycle control system of the present embodiment can realize different closing times and opening speeds according to the requirements of the engine, and ensure that the opening times and the closing speeds are the same and the opening times are flexibly controlled.
As shown in fig. 9, the engine thermodynamic cycle control system of the present embodiment can realize different opening times according to the requirements of the engine, and ensure that the opening speed and the closing time are the same, and the opening time is flexibly controlled.
As shown in fig. 10, the engine thermodynamic cycle control system of the present embodiment can realize different opening times and closing times, different opening speeds and closing speeds, flexible control of opening time, effective control of in-cylinder air amount, and can form different combustion modes of an atkinson cycle curve 81, an otto cycle curve 82, and a miller cycle curve 83 according to the requirements of the engine.
In some embodiments, as shown in fig. 3, the sensing components include an intake air temperature sensor 61, an intake air pressure sensor 62, a crank angle sensor 63, a rotational speed sensor 64, an ambient pressure sensor 65, an ambient temperature sensor 66, a cooling water temperature sensor 67, an accelerator pedal sensor 68, and an engine sensor 69.
It can be understood that through the above structure setting, can improve the accuracy of the data that each sensor detected, also be favorable to the control assembly to get into different operating modes with the control engine according to multiple detected data to improve the operating condition kind of engine, and then effectively improve the control reliability and the application scope of engine.
In some embodiments, as shown in fig. 3, the control assembly includes an operator 71 and a controller 72, the operator 71 being communicatively coupled to the sensing assembly and the controller 72, the controller 72 being configured to control the drive member 4.
It is understood that the reliability of the control can be improved by the above-described structural arrangement, thereby further improving the control accuracy of the valve 5. In addition, in this embodiment, as shown in fig. 3, the control assembly further includes an actuator 73, the actuator 73 is respectively connected to the controller 72 and the driving member 4, and the controller 72 controls the actuator 73 to operate to control the driving member 4 to move.
As shown in fig. 12 and fig. 13, the present invention also discloses an engine thermodynamic cycle control method, which employs the engine thermodynamic cycle control system described above, and includes: step S1, the control component acquires a starting signal of the engine; step S2, if the engine is started, executing step S3, if the engine is not started, returning to execute step S1; step S3, the sensing assembly acquires the running parameters of the vehicle, and the control assembly controls the engine to enter different running working conditions when the running parameters are in different preset parameter ranges; and step S4, ending the control when the operation parameters are out of all preset parameter ranges and the engine is not started.
According to the engine thermodynamic cycle control method provided by the embodiment of the invention, the engine thermodynamic cycle control system is adopted, so that the flexible closing and opening of the valve 5 can be realized, the engine can be controlled to operate under the most appropriate operation condition according to the actual operation parameters of the engine, and the air inlet control effect and the control efficiency of the engine are improved.
In some embodiments, as shown in fig. 13, step S3 further includes, after the engine enters different operating conditions, adjusting the operating curve of the valve 5 of the engine according to the operating conditions so that the operating curve is within different preset curve ranges, wherein the preset curve ranges are determined according to the valve opening speed, the valve closing speed, the valve opening time and the valve closing time.
It can be understood that, under different operating conditions of the engine, the operating curves of the valves 5 usually operate within a certain range, and in this embodiment, preset curve ranges of a plurality of groups of valves 5 are preset for different operating conditions of the engine, so that the valves 5 can be rapidly controlled to operate within the corresponding preset curve ranges according to the actual operating conditions of the engine, and the thermodynamic cycle control efficiency and the control effect of the engine are further improved.
In some embodiments, as shown in fig. 13, the operation parameters include a real-time ambient pressure value, a real-time intake air temperature value, a real-time ambient temperature value, a real-time cooling water temperature value, a real-time pedal opening degree, and a real-time operation state signal, and the preset parameter ranges include a preset ambient pressure value, a preset intake air temperature value, a cold start ambient temperature value, a high-temperature ambient temperature value, a preset cooling water temperature value, a preset pedal opening degree, a hybrid state signal range, and a general state signal range.
It can be understood that the operating conditions of the engine can be divided into a plurality of different operating conditions according to the environmental parameters of the engine during operation and the operating parameters of the engine, and the air requirements corresponding to each operating condition are different, so that the operating parameters are refined, the most appropriate operating curve of the valve 5 can be provided for different operating conditions of the engine, the operating curve of the valve 5 under different operating conditions of the engine can be further optimized, and the control effect and the control efficiency of the valve 5 are further improved.
In some embodiments, as shown in fig. 13, step S3 includes: s3.1, controlling the engine to execute the plateau working condition by the control assembly if the real-time ambient pressure value is smaller than the preset ambient pressure value, otherwise executing the step S3.2; s3.2, if the real-time intake temperature value is larger than the preset intake temperature value, the control assembly controls the engine to execute a high-temperature working condition, otherwise, the step S3.3 is executed; s3.3, if the real-time environment temperature value is smaller than the cold starting environment temperature value, the control assembly controls the engine to execute a cold starting working condition, and if not, the step S3.4 is executed; s3.4, controlling the engine to execute a starting working condition by the control assembly if the real-time environment temperature value is smaller than the high-temperature environment temperature value, otherwise executing the step S3.5; s3.5, controlling the engine to execute a warming working condition by the control assembly if the real-time cooling water temperature value is smaller than the preset cooling water temperature value, otherwise executing the step S3.6; s3.6, if the real-time pedal opening is larger than the preset pedal opening, the control assembly controls the engine to execute an acceleration working condition, otherwise, the step S3.7 is executed; s3.7, controlling the engine to execute the hybrid working condition by the control assembly if the real-time running state is within the hybrid state signal range, otherwise executing the step S3.8; and S3.8, controlling the engine to execute the hybrid working condition by the control assembly when the real-time running state is in the general state signal range, otherwise, executing the step S4.
In some specific embodiments, as shown in fig. 11, the preset curve range is formed by a first preset curve 91, a second preset curve 92, a third preset curve 93, a fourth preset curve 94, a fifth preset curve 95, a sixth preset curve 96, a seventh preset curve 97 and an eighth preset curve 98. The opening time and the closing time of the valves 5 of the first preset curve 91, the second preset curve 92, the third preset curve 93 and the fourth preset curve 94 are the same, the opening time and the closing time of the valves 5 of the fifth preset curve 95 and the sixth preset curve 96 are the same, the opening time of the valve 5 of the seventh preset curve 97 is greater than the opening time of the valve 5 of the sixth preset curve 96 and less than the opening time of the valve 5 of the eighth preset curve 98, and the closing time of the valve 5 of the seventh preset curve 97 is less than the closing time of the valve 5 of the sixth preset curve 96 and greater than the closing time of the valve 5 of the eighth preset curve 98; the opening speeds of the valves 5 of the first preset curve 91, the second preset curve 92, the third preset curve 93 and the fourth preset curve 94 are sequentially reduced, the closing speeds of the valves 5 of the first preset curve 91, the second preset curve 92, the third preset curve 93 and the fourth preset curve 94 are sequentially reduced, the opening speed of the valve 5 of the sixth preset curve 96 is smaller than the opening speed of the valve 5 of the fifth preset curve 95, and the closing speed of the valve 5 of the sixth preset curve 96 is smaller than the closing speed of the valve 5 of the fifth preset curve 95.
Specifically, under the highland working condition, because the air is rarer, thereby the air input is required to be increased, at this moment, the operation curve of the control component control valve 5 is positioned between the second preset curve 92 and the fourth preset curve 94, at this moment, the opening speed of the valve 5 is higher, the opening time of the valve 5 is longer, and therefore more air can be provided for the engine.
Under the cold start operating mode, because the environment is cold, extremely rich gas mixture and minute amount of air are required, and the operation curve that control assembly controlled valve 5 this moment is located between seventh preset curve 97 and eighth preset curve 98, and the opening speed of valve 5 is less this moment, and the opening time of valve 5 is shorter to can provide less air for the engine.
Under the starting condition, the ambient temperature is normal, a rich mixed gas and a small amount of air are needed at the moment, the operation curve of the control assembly control valve 5 is located between the sixth preset curve 96 and the eighth preset curve 98, the opening speed of the valve 5 is low at the moment, the opening time is short, and a small amount of air can be provided for the engine.
Under the warm-up operating mode, the cooling water temperature is low excessively, needs slightly dense gas mixture and a small amount of air this moment, and the operation curve of control assembly control valve 5 is located between fifth preset curve 95 and the seventh preset curve 97, and the opening speed of valve 5 is little this moment, and the opening time is short, can provide a small amount of air for the engine.
Under the acceleration condition, the parameters of the accelerator pedal are large, the air inflow needs to be increased rapidly, the running curve of the control assembly for controlling the valve 5 is located between the third preset curve 93 and the fourth preset curve 94, the opening speed of the valve 5 is high, the opening time is long, and the air inflow speed and the air inflow of the engine can be improved.
In a hybrid working condition, a relatively large amount of air is needed, the operating curve of the control assembly controlling the valve 5 is located between the second preset curve 92 and the third preset curve 93, at this time, the opening speed of the valve 5 is high, and the opening time factory can provide a relatively large amount of air for the engine.
Under general operating conditions, a large amount of air is needed, the operating curve of the control assembly for controlling the valve 5 is located between the first preset curve 91 and the fourth preset curve 94, and at the moment, the valve 5 is high in opening speed and long in opening time, so that a large amount of air can be provided for the engine.
In addition, in this embodiment, the hybrid status signal range is located between the hybrid status high limit value and the hybrid status low limit value, the general status signal range is located between the general status high limit value and the general status low limit value, and the hybrid status signal range and the general status signal range can be calculated according to the signals output by the intake air temperature sensor 61, the crank angle sensor 63, and the rotation speed sensor 64, and detailed descriptions of the calculation processes thereof are omitted here.
In the description herein, references to the description of "some embodiments," "other embodiments," or the like, mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
The above description is only a preferred embodiment of the present invention, and for those skilled in the art, the present invention should not be limited by the description of the present invention, which should be interpreted as a limitation.
Claims (10)
1. A valve structure characterized by comprising:
the cylinder cover (1), wherein the cylinder cover (1) is provided with an air port;
the sealing element (2) is buckled on the cylinder cover (1) and is arranged corresponding to the air port;
a gas pipe (3), the gas pipe (3) being in communication with the seal (2);
a driver (4), the driver (4) being disposed within the seal (2);
valve (5), valve (5) with the output of driving piece (4) is connected, valve (5) movably establish sealing member (2) with between cylinder cap (1), valve (5) can seal or release the gas port.
2. A valve structure according to claim 1, wherein said air ports, said seal members (2), said air pipes (3), said drive members (4) and said air valves (5) are plural, and each of said air ports is provided corresponding to one of said seal members (2), one of said air pipes (3), one of said drive members (4) and one of said air valves (5).
3. A valve arrangement according to claim 1, characterized in that the driver (4) comprises an electromagnetic drive arrangement.
4. An engine thermodynamic cycle control system, comprising:
a control component;
the sensing assembly is in communication connection with the control assembly and is used for detecting the running parameters of the vehicle;
a valve arrangement according to any one of claims 1-3, a driver (4) of the valve arrangement being in communication with the control unit.
5. The engine thermodynamic cycle control system according to claim 4, wherein the sensing components include an intake air temperature sensor (61), an intake air pressure sensor (62), a crank angle sensor (63), a rotation speed sensor (64), an ambient pressure sensor (65), an ambient temperature sensor (66), a cooling water temperature sensor (67), an accelerator pedal sensor (68), and an engine sensor (69).
6. The engine thermodynamic cycle control system according to claim 4, wherein the control assembly includes an operator (71) and a controller (72), the operator (71) being communicatively connected with the sensing assembly and the controller (72), the controller (72) being for controlling the drive member (4).
7. An engine thermodynamic cycle control method employing the engine thermodynamic cycle control system according to any one of claims 4 to 6, characterized by comprising:
step S1, the control component acquires a starting signal of the engine;
step S2, if the engine is started, executing step S3, if the engine is not started, returning to execute step S1;
step S3, acquiring running parameters of the vehicle by a sensing assembly, and controlling the engine to enter different running working conditions by a control assembly when the running parameters are in different preset parameter ranges;
and step S4, the operation parameters are out of all the preset parameter ranges, and the control is finished when the engine is not started.
8. The engine thermodynamic cycle control method according to claim 7, wherein the step S3 further includes, after the engine enters different operating conditions, adjusting an operating curve of a valve (5) of the engine according to the operating conditions so that the operating curve is within different preset curve ranges, wherein the preset curve ranges are determined according to valve opening speed, valve closing speed, valve opening time and valve closing time.
9. The engine thermodynamic cycle control method according to claim 7, wherein the operating parameters include a real-time ambient pressure value, a real-time intake air temperature value, a real-time ambient temperature value, a real-time cooling water temperature value, a real-time pedal opening degree, and a real-time operating state signal, and the preset parameter ranges include a preset ambient pressure value, a preset intake air temperature value, a cold start ambient temperature value, a high temperature ambient temperature value, a preset cooling water temperature value, a preset pedal opening degree, a hybrid state signal range, and a general state signal range.
10. The engine thermodynamic cycle control method according to claim 9, wherein the step S3 includes:
s3.1, if the real-time ambient pressure value is smaller than the preset ambient pressure value, the control assembly controls the engine to execute the plateau working condition, otherwise, the step S3.2 is executed;
s3.2, if the real-time air inlet temperature value is larger than the preset air inlet temperature value, the control assembly controls the engine to execute a high-temperature working condition, otherwise, the step S3.3 is executed;
s3.3, if the real-time environment temperature value is smaller than the cold starting environment temperature value, the control assembly controls the engine to execute a cold starting working condition, otherwise, the step S3.4 is executed;
s3.4, if the real-time environment temperature value is smaller than the high-temperature environment temperature value, the control assembly controls the engine to execute a starting working condition, otherwise, the step S3.5 is executed;
s3.5, if the temperature value of the real-time cooling water is smaller than the preset cooling water temperature value, the control component controls the engine to execute a warming working condition, otherwise, the step S3.6 is executed;
s3.6, if the real-time pedal opening is larger than the preset pedal opening, the control assembly controls the engine to execute an acceleration working condition, otherwise, the step S3.7 is executed;
s3.7, if the real-time running state is within the hybrid state signal range, the control component controls the engine to execute the hybrid working condition, otherwise, the step S3.8 is executed;
and S3.8, if the real-time running state is in the general state signal range, controlling the engine to execute a hybrid working condition by the control component, otherwise, executing the step S4.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110742250.2A CN113266443A (en) | 2021-06-24 | 2021-06-24 | Valve structure, engine thermodynamic cycle control system and method |
| PCT/CN2021/141530 WO2022267410A1 (en) | 2021-06-24 | 2021-12-27 | Valve structure, and engine thermodynamic cycle control system and method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110742250.2A CN113266443A (en) | 2021-06-24 | 2021-06-24 | Valve structure, engine thermodynamic cycle control system and method |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113266443A true CN113266443A (en) | 2021-08-17 |
Family
ID=77236461
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110742250.2A Pending CN113266443A (en) | 2021-06-24 | 2021-06-24 | Valve structure, engine thermodynamic cycle control system and method |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN113266443A (en) |
| WO (1) | WO2022267410A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114216686A (en) * | 2021-12-17 | 2022-03-22 | 奇瑞汽车股份有限公司 | Automobile engine development test system |
| WO2022267410A1 (en) * | 2021-06-24 | 2022-12-29 | 中国第一汽车股份有限公司 | Valve structure, and engine thermodynamic cycle control system and method |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6390036B1 (en) * | 1999-08-19 | 2002-05-21 | Nissan Motor Co., Ltd. | Apparatus for controlling electromagnetically powered engine valve |
| CN101067390A (en) * | 2007-06-03 | 2007-11-07 | 赛星嘎 | Electronic control oscillating air valve |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100321329B1 (en) * | 1995-10-02 | 2002-03-08 | 가나이 쓰도무 | Control device for an internal combustion engine |
| JP2005264904A (en) * | 2004-03-22 | 2005-09-29 | Toyota Motor Corp | Air intake/exhaust device for internal combustion engine |
| CN109404141B (en) * | 2018-11-09 | 2021-05-18 | 潍柴动力股份有限公司 | Variable valve control device and method |
| CN113266443A (en) * | 2021-06-24 | 2021-08-17 | 中国第一汽车股份有限公司 | Valve structure, engine thermodynamic cycle control system and method |
-
2021
- 2021-06-24 CN CN202110742250.2A patent/CN113266443A/en active Pending
- 2021-12-27 WO PCT/CN2021/141530 patent/WO2022267410A1/en active Application Filing
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6390036B1 (en) * | 1999-08-19 | 2002-05-21 | Nissan Motor Co., Ltd. | Apparatus for controlling electromagnetically powered engine valve |
| CN101067390A (en) * | 2007-06-03 | 2007-11-07 | 赛星嘎 | Electronic control oscillating air valve |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2022267410A1 (en) * | 2021-06-24 | 2022-12-29 | 中国第一汽车股份有限公司 | Valve structure, and engine thermodynamic cycle control system and method |
| CN114216686A (en) * | 2021-12-17 | 2022-03-22 | 奇瑞汽车股份有限公司 | Automobile engine development test system |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2022267410A1 (en) | 2022-12-29 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US5529549A (en) | Hybrid internal combustion engine | |
| US6561145B1 (en) | Torque control method and system in an engine with a fully variable intake valve | |
| CN101498247A (en) | Speed control in a torque-based system | |
| US10450983B2 (en) | Method and system for diagnosing operation of an engine compression ratio changing mechanism | |
| CN102116204B (en) | Variable valve lift control systems and methods | |
| US20070095313A1 (en) | Internal combustion engine with variable compression ratio and valve characteristics | |
| RU2017136194A (en) | Method (options) and system for lowering transmission transmission | |
| CN113266443A (en) | Valve structure, engine thermodynamic cycle control system and method | |
| US5695430A (en) | Hybrid internal combustion engine | |
| JPH08232694A (en) | Control method of external-ignition pistion internal combustion engine with fuel injection device | |
| CN102072029A (en) | System and method for controlling engine torque | |
| CN104937243A (en) | Internal-combustion-engine control device and control method | |
| CN102200062A (en) | System and method for estimating torque output of a homogeneous charge compression ignition engine | |
| CN106335492B (en) | The control device of vehicle | |
| CN106337746A (en) | Control apparatus for vehicle | |
| CN111741883A (en) | Method for controlling a drive train during an upshift | |
| US6343578B1 (en) | Device and method for variable valve timing in an internal combustion engine | |
| GB2490944A (en) | Start-stop operation of an internal combustion engine of a motor vehicle | |
| US9309821B2 (en) | Engine valve lift control systems and methods for reduced fuel consumption | |
| CN101555840B (en) | Systems and methods for predicting engine delta friction torque using both coolant and oil temperature | |
| US20160265460A1 (en) | Managing shift energy in a transmission of a vehicle | |
| CN102128092B (en) | Engine including intake vacuum management system | |
| CN102562213A (en) | Valve stepless lift control system of engine of automobile | |
| JP2010179805A (en) | Hybrid vehicle | |
| CN101680384B (en) | Internal combustion engine control apparatus |
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 | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20210817 |
|
| RJ01 | Rejection of invention patent application after publication |