CN115217596A - Engine and control method thereof - Google Patents

Engine and control method thereof Download PDF

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Publication number
CN115217596A
CN115217596A CN202110827738.5A CN202110827738A CN115217596A CN 115217596 A CN115217596 A CN 115217596A CN 202110827738 A CN202110827738 A CN 202110827738A CN 115217596 A CN115217596 A CN 115217596A
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China
Prior art keywords
burn
exhaust
lean
rich
cylinder
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CN202110827738.5A
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CN115217596B (en
Inventor
王磊
罗亨波
张双
杜家坤
冶麟
张宗澜
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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    • 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
    • F01N9/00—Electrical control of exhaust gas treating 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
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • 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
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/011—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more purifying devices arranged in parallel
    • 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
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
    • F01N2560/022—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting CO or CO2
    • 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
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
    • F01N2560/023—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting HC
    • 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
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
    • F01N2560/026—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting NOx
    • 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
    • F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
    • F01N2570/10—Carbon or carbon oxides
    • 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
    • F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
    • F01N2570/12—Hydrocarbons
    • 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
    • F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
    • F01N2570/14—Nitrogen oxides
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

The invention provides an engine and a control method thereof, and relates to the field of engines. The engine comprises a lean-burn cylinder group, a rich-burn cylinder group, an air inlet channel, an exhaust channel and two exhaust gas treatment structures which are arranged in parallel; the lean-burn cylinder group is connected with a lean-burn exhaust pipeline, and the lean-burn exhaust pipeline is connected with a first branch and a second branch in a branching manner; the concentrated combustion gas cylinder group is connected with a concentrated combustion exhaust pipeline, and the concentrated combustion exhaust pipeline is connected with a third branch and a fourth branch in a branching manner; the two tail gas treatment structures respectively comprise a TWC component and an LNT component which are connected in series, a first branch and a third branch are connected to one tail gas treatment structure, and a second branch and a fourth branch are connected to the other tail gas treatment structure; the device comprises a lean-burn exhaust pipeline, a lean-burn valve, a rich-burn valve and a main controller, wherein the lean-burn valve is arranged on the lean-burn exhaust pipeline, the rich-burn valve is arranged on the rich-burn exhaust pipeline, and the main controller is electrically connected with the lean-burn valve and the rich-burn valve respectively so as to control the lean-burn exhaust and the rich-burn exhaust to alternately flow to two tail gas treatment structures, so that the optimal tail gas emission control is realized.

Description

Engine and control method thereof
Technical Field
The invention relates to the technical field of engines, in particular to an engine and a control method thereof.
Background
With the increasing strictness of domestic emission regulations, engine design of high thermal efficiency becomes a development target, and lean combustion of a gasoline engine is an effective technology for achieving 45% thermal efficiency.
The lean burn technology of the engine refers to the fact that the air-fuel ratio in the actual combustion process of the engine is higher than the stoichiometric air-fuel ratio, fuel economy can be improved, and emission of CO, H2 and hydrocarbon gas is reduced. However, when the excess air ratio is greater than 1, the catalytic ability of a conventional three-way catalyst aftertreatment system (TWC) for nitrogen oxides (NOx) is drastically reduced, resulting in NOx emissions being exceeded.
An oxynitride trap (LNT) can adsorb NOx components during lean combustion, and as disclosed in the prior art, the fuel combustion system specifically comprises a lean combustion cylinder, a Miller cycle combustion cylinder, a first air inlet flow channel, a second air inlet flow channel, a first exhaust flow channel, a second exhaust flow channel, a flow channel switching device and a bipolar LNT catalyst; the bipolar LNT catalyst includes an LNT-A pole and an LNT-B pole. The system adopts a bipolar LNT (Low-temperature fuel) catalyst, and utilizes the characteristics of high content of nitrogen oxides discharged in a lean combustion mode and high content of reducing gases discharged in a Miller cycle combustion mode to simultaneously carry out the processes of adsorption, trapping and desorption catalytic conversion of nitrogen oxides by an LNT-A pole and an LNT-B pole, and simultaneously switches the flow direction of waste gas to realize circulation, thereby avoiding the process of frequent rich-lean switching in the lean combustion operation process of an engine.
However, the fuel combustion system in the related art cannot control Nox gas emission and reducing gas emission such as CO, H2, and hydrocarbons at the same time, cannot achieve optimal exhaust emission control, and is difficult to ensure stable torque output of the engine.
Disclosure of Invention
In order to solve the above problems, an object of the present invention is to provide an engine and a control method thereof, which solve the problems that the conventional combustion system cannot control Nox gas emission and reducing gas emission such as CO, H2, hydrocarbons, etc., cannot achieve optimal exhaust emission control, and cannot ensure stable torque output of the engine.
The technical scheme of the engine of the invention is as follows:
the engine comprises a lean-burn cylinder group, a rich-burn cylinder group, an air inlet channel, an exhaust channel and two exhaust gas treatment structures which are arranged in parallel, wherein the air inlet channel is respectively connected with an air inlet of the lean-burn cylinder group and an air inlet of the rich-burn cylinder group;
the exhaust channel comprises a lean-burn exhaust pipeline and a rich-burn exhaust pipeline, the exhaust port of the lean-burn cylinder group is connected with the lean-burn exhaust pipeline, and the tail end of the lean-burn exhaust pipeline is connected with a first branch and a second branch; the exhaust port of the rich-combustion cylinder group is connected with the rich-combustion exhaust pipeline, and the tail end of the rich-combustion exhaust pipeline is connected with a third branch and a fourth branch;
the two exhaust treatment structures comprise a TWC component and an LNT component which are connected in series, the first branch and the third branch are connected to one exhaust treatment structure, and the second branch and the fourth branch are connected to the other exhaust treatment structure;
the tail gas treatment device is characterized by further comprising a lean-burn valve, a rich-burn valve and a main controller, wherein the lean-burn valve is installed at the tail end of the lean-burn exhaust pipeline, the rich-burn valve is installed at the tail end of the rich-burn exhaust pipeline, and the main controller is respectively electrically connected with the lean-burn valve and the rich-burn valve to control the lean-burn exhaust and the rich-burn exhaust to alternately flow to the two tail gas treatment structures.
Furthermore, the tail ends of the two tail gas treatment structures are connected with tail gas pipelines, two exhaust detection sensors are arranged on the tail gas pipelines respectively and used for detecting HC, CO and Nox components in exhaust gas, and the exhaust detection sensors are electrically connected with the main controller respectively so as to send detection results to the main controller.
Further, the TWC component is disposed in series upstream of the LNT component.
Further, the exhaust gas treatment structure further comprises a post-positioned GPF component, and the post-positioned GPF component is arranged in series with the TWC component and the LNT component.
Further, the lean-burn cylinder group comprises a first cylinder and a fourth cylinder, and the lean-burn exhaust pipeline is a lean-burn exhaust manifold connected with the first cylinder and the fourth cylinder respectively;
the rich-combustion cylinder group comprises a second cylinder and a third cylinder, and the rich-combustion exhaust pipeline is a rich-combustion exhaust manifold respectively connected with the second cylinder and the third cylinder.
Further, the lean-burn cylinder group comprises a second cylinder and a third cylinder, and the lean-burn exhaust pipeline is a lean-burn exhaust manifold connected with the second cylinder and the third cylinder respectively;
the rich-combustion cylinder group comprises a first cylinder and a fourth cylinder, and the rich-combustion exhaust pipeline is a rich-combustion exhaust manifold respectively connected with the first cylinder and the fourth cylinder.
Furthermore, the lean-burn valve and the rich-burn valve are both of three-way valve structures, and the three-way valve structures have a one-inlet one-outlet state and a one-inlet two-outlet state.
Further, the main controller is an ECU control unit, and the ECU control unit is provided with an emission limit value, so as to respectively control the lean burn valve and the rich burn valve to switch the exhaust flow direction when the result detected by the emission detection sensor exceeds the emission limit value.
The technical scheme of the control method of the engine is as follows:
the control method of the engine includes the steps of:
after starting, the lean-burn cylinder group is in a lean-burn operating mode, lean-burn exhaust flows to an exhaust gas treatment structure, a TWC component in the exhaust gas treatment structure purifies HC and CO components, and an LNT component adsorbs Nox components;
the rich gas cylinder group is in a rich combustion working mode, rich combustion exhaust flows to the other exhaust gas treatment structure, a TWC component in the other exhaust gas treatment structure purifies HC and CO components, and Nox components adsorbed by an LNT component are desorbed and react with the HC, H2 and CO components to generate N2;
detecting whether HC, CO and NOx components exceed an emission limit value or not during operation;
if the flow direction of the exhaust gas exceeds the limit value, the main controller controls a lean-burn valve and a rich-burn valve to switch the flow direction of the exhaust gas, the lean-burn exhaust gas flows to the other exhaust gas treatment structure, a TWC component in the other exhaust gas treatment structure purifies HC and CO components, and an LNT component adsorbs NOx components;
the rich-burn exhaust flows to an exhaust treatment structure, the TWC component in the exhaust treatment structure purifies HC and CO components, and Nox components adsorbed by the LNT component are desorbed and react with the HC, H2 and CO components to generate N2.
Further, the method also comprises the following steps: judging whether the lean-burn valve and the rich-burn valve are switched in place, if so, carrying out the next step, otherwise, continuing to operate the switching action;
and judging whether the engine has a stop request, if so, performing stop operation, and if not, returning to the running state of the engine.
Has the advantages that: the engine adopts a design form of a lean-burn cylinder group, a rich-burn cylinder group, a lean-burn exhaust pipeline, a rich-burn exhaust pipeline and two exhaust gas treatment structures, and during the operation of the engine, the main controller adjusts the lean-burn exhaust and the rich-burn exhaust to alternately flow to the two exhaust gas treatment structures, namely, the original lean-burn exhaust flows to one exhaust gas treatment structure through a first branch and is adjusted to flow to the other exhaust gas treatment structure through a second branch; correspondingly, the original rich-burn exhaust gas flows to the other tail gas treatment structure through the fourth branch, and is adjusted to flow to the tail gas treatment structure through the third branch.
Due to the high Nox content of lean exhaust, LNT components of exhaust gas treatment structures are primarily utilized to adsorb large amounts of Nox components. When the exhaust gas treatment structure is switched to the rich combustion exhaust gas flowing through, a large amount of reducing gas such as HC, CO and the like are contained in the rich combustion exhaust gas, one part of the rich combustion exhaust gas is purified by the TWC component, and when the rest part of the rich combustion exhaust gas passes through the LNT component, nox adsorbed by the LNT component is desorbed, so that the subsequent Nox component is adsorbed again, and in addition, excessive reducing gas such as HC, CO and the like in the rich combustion exhaust gas can be fully consumed. And simultaneously, the emission of Nox gas and the emission of reducing gases such as CO, H2, hydrocarbons and the like are controlled, the optimal exhaust emission control is realized, and the torque stable output of the engine is ensured.
Drawings
FIG. 1 is a schematic illustration of an engine according to an embodiment of the present invention;
FIG. 2 is a partial schematic view of the lean exhaust circuit of FIG. 1 with the first branch and the second branch;
fig. 3 is a flowchart of a control method of the engine in the embodiment of the engine of the invention.
In the figure: 1-an air inlet channel, 11-a cylinder, 12-a cylinder, 13-a cylinder, 14-a cylinder, 2-a lean-burn exhaust pipeline, 20-a lean-burn valve, 21-a first branch and 22-a second branch;
3-a rich-combustion exhaust pipeline, 30-a rich-combustion valve, 31-a third branch, 32-a fourth branch, 4-an exhaust gas treatment structure, 41-a TWC part, 42-an LNT part, 43-an emission detection sensor and 5-a main controller.
Detailed Description
The following detailed description of the present invention is provided in connection with the accompanying drawings and examples. The following examples are intended to illustrate the invention, but are not intended to limit the scope of the invention.
Embodiment 1 of the engine of the invention, as shown in fig. 1 to 3, the engine includes a lean-burn cylinder group, a rich-burn cylinder group, an intake passage 1, an exhaust passage, and two exhaust gas treatment structures 4 arranged in parallel, the intake passage 1 being connected to an intake port of the lean-burn cylinder group and an intake port of the rich-burn cylinder group, respectively; the exhaust channel comprises a lean-burn exhaust pipeline 2 and a rich-burn exhaust pipeline 3, an exhaust port of the lean-burn cylinder group is connected with the lean-burn exhaust pipeline 2, and the tail end of the lean-burn exhaust pipeline 2 is connected with a first branch 21 and a second branch 22; the exhaust ports of the rich-burn cylinder group are connected with a rich-burn exhaust pipeline 3, and the tail end of the rich-burn exhaust pipeline 3 is connected with a third branch 31 and a fourth branch 32.
Both exhaust gas treatment structures 4 comprise a TWC component 41 and a LNT component 42 in series, the first branch 21 and the third branch 31 being connected to one exhaust gas treatment structure 4, the second branch 22 and the fourth branch 32 being connected to the other exhaust gas treatment structure; the engine further comprises a lean burn valve 20, a rich burn valve 30 and a main controller 5, wherein the lean burn valve 20 is installed at the tail end of the lean burn exhaust pipeline 2, the rich burn valve 30 is installed at the tail end of the rich burn exhaust pipeline 3, and the main controller 5 is electrically connected with the lean burn valve 20 and the rich burn valve 30 respectively so as to control the lean burn exhaust gas and the rich burn exhaust gas to flow to the two tail gas treatment structures 4 alternately.
The engine adopts the design form of a lean-burn cylinder group, a rich-burn cylinder group, a lean-burn exhaust pipeline 2, a rich-burn exhaust pipeline 3 and two exhaust gas treatment structures 4, and during the operation of the engine, the main controller 4 adjusts that lean-burn exhaust gas and rich-burn exhaust gas alternately flow to the two exhaust gas treatment structures 5, namely the original lean-burn exhaust gas flows to one exhaust gas treatment structure 4 through a first branch 21 and is adjusted to flow to the other exhaust gas treatment structure through a second branch 22; correspondingly, the original rich-burn exhaust gas flows to the other tail gas treatment structure through the fourth branch 32, and is adjusted to flow to the tail gas treatment structure 4 through the third branch 31.
Since Nox components in lean exhaust gas are high, a large amount of Nox components are adsorbed mainly by the LNT component 42 of the exhaust gas treatment structure 4. When the exhaust gas is switched to the rich-burn exhaust gas flowing through the exhaust gas treatment structure 4, a large amount of reducing gas such as HC, CO and the like is contained in the rich-burn exhaust gas, a part of the rich-burn exhaust gas is purified by the TWC component 41, and when the rest of the rich-burn exhaust gas passes through the LNT component 42, nox adsorbed by the LNT component is desorbed to ensure that the subsequent Nox component is re-adsorbed, and the excessive reducing gas such as HC, CO and the like in the rich-burn exhaust gas can be fully consumed. And simultaneously, NOx gas emission and emission of reducing gases such as CO, H2, hydrocarbons and the like are controlled, so that the optimal tail gas emission control is realized, and the torque stable output of the engine is ensured.
In this embodiment, the tail ends of the two tail gas processing structures 4 are connected to tail gas pipelines, the two tail gas pipelines are respectively provided with an emission detection sensor 43, the emission detection sensors 43 are used for detecting HC, CO and Nox components in the exhaust gas, and the exhaust detection sensors 43 are respectively electrically connected with the main controller 5 to send a detection result signal to the main controller 5.
Specifically, the TWC member 41 is disposed in series upstream of the LNT member 42, the TWC member 41 is a three-way catalyst, and the LNT member 42 is a nitrogen oxide trap. Also, the exhaust gas treatment structure 4 includes a post-mounted GPF member (not shown) that is arranged in series with the TWC member 41 and the LNT member 42, i.e., a gasoline particulate trap. In the present embodiment, TWC component 41 is integrally coupled with the GPF component, functioning as a three-way catalyst and a gasoline particulate trap. In order to meet different use requirements, in other embodiments, the post-positioned GPF component can be omitted.
The engine is a four-cylinder engine, the ignition sequence is 1-3-4-2, the lean-burn cylinder group comprises a first cylinder 11 and a fourth cylinder 14, and the lean-burn exhaust pipeline 2 is a lean-burn exhaust manifold respectively connected with the first cylinder 11 and the fourth cylinder 14; the rich-burn cylinder group includes the second cylinder 12 and the third cylinder 13, and the rich-burn exhaust gas line 2 is a rich-burn exhaust manifold connected to the second cylinder 12 and the third cylinder 13, respectively.
In addition, the lean burn valve 20 and the rich burn valve 30 are both of a three-way valve structure having a one-in one-out state and a one-in two-out state. This three-way valve structural design one entry and two exports, and the inside of valve body is equipped with the valve block, controls the position or the angle of adjusting the valve block, realizes that entry and arbitrary one export intercommunication just break off with another export, still can all communicate with two exports. That is, the three-way valve structure can control the exhaust to flow to only one branch, and also control the exhaust to be divided into two branches.
In the present embodiment, the main controller 5 is an ECU control unit provided with an emission limit value to control the lean valve 20 and the rich valve 30 to switch the exhaust gas flow direction when the result detected by the emission detection sensor 43 exceeds the emission limit value, respectively.
The control method of the engine, as shown in fig. 3, includes the steps of:
after starting, the lean-burn cylinder group is in a lean-burn working mode, lean-burn exhaust flows to one exhaust gas treatment structure 4, a TWC component 41 in one exhaust gas treatment structure 4 purifies HC and CO components, and an LNT component 42 adsorbs NOx components; the lean exhaust gas contains a large amount of Nox components, the TWC part 41 purifies most of HC and CO components in the lean exhaust gas, and the LNT part 42 adsorbs the remaining Nox components;
the rich gas cylinder group is in a rich combustion working mode, rich combustion exhaust flows to another exhaust gas treatment structure, a TWC component 41 in the other exhaust gas treatment structure purifies HC and CO components, nox components adsorbed by an LNT component 42 are desorbed and react with the HC, H2 and CO components to generate N2; the rich exhaust gas contains a large amount of reducing gas components such as HC, CO, etc., the TWC portion 41 purifies a part of HC, CO, and Nox components, and Nox desorbed from the LNT portion 42 reacts with the reducing gas components such as HC, H2, CO, etc. in the remaining rich exhaust gas to generate N2.
Secondly, in the stable running process of the engine, respectively detecting whether HC, CO and Nox components at the downstream of the LNT component 42 in the two detection exhaust gas treatment structures exceed an emission limit value at regular intervals;
step three, if the limit value is exceeded, the main controller 5 controls the lean burn valve 20 and the rich burn valve 30 to switch the exhaust flow direction, the lean burn exhaust flows to the other exhaust gas treatment structure, a TWC component in the other exhaust gas treatment structure purifies HC and CO components, and an LNT component adsorbs NOx components; the rich-burn exhaust flows to an exhaust treatment structure, the TWC component in the exhaust treatment structure purifies HC and CO components, and Nox components adsorbed by the LNT component are desorbed and react with the HC, H2 and CO components to generate N2. Namely, the reaction of the two tail gas treatment structures in the step one is reversed, so that not only can the NOx adsorbed by the LNT component be desorbed, and the subsequent NOx component be adsorbed again, but also the excessive reducing gas such as HC, CO and the like in the rich combustion exhaust gas can be fully consumed.
Further comprising: step four, judging whether the lean-burn valve 20 and the rich-burn valve 30 are switched in place, if so, carrying out the next step, otherwise, continuing to operate the switching action;
and step five, judging whether the engine has a stop request, if so, performing stop operation, otherwise, returning to the running state of the engine.
Other embodiments of the engine of the present invention may be adjusted according to actual use requirements, for example: the lean-burn exhaust pipeline is a lean-burn exhaust manifold which is respectively connected with the second cylinder and the third cylinder; the rich-burn cylinder group comprises a first cylinder and a fourth cylinder, and the rich-burn exhaust pipelines are rich-burn exhaust manifolds respectively connected with the first cylinder and the fourth cylinder, so that the aim of optimal exhaust emission control can be fulfilled.
The specific embodiment of the engine control method of the present invention is the same as the specific embodiment of the engine control method of the specific embodiment of the engine of the present invention, and details thereof are not repeated.
The above description is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, many modifications and substitutions can be made without departing from the technical principle of the present invention, and these modifications and substitutions should also be regarded as the protection scope of the present invention.

Claims (10)

1. An engine is characterized by comprising a lean-burn cylinder group, a rich-burn cylinder group, an intake passage, an exhaust passage and two exhaust gas treatment structures which are arranged in parallel, wherein the intake passage is respectively connected with an intake port of the lean-burn cylinder group and an intake port of the rich-burn cylinder group;
the exhaust channel comprises a lean-burn exhaust pipeline and a rich-burn exhaust pipeline, an exhaust port of the lean-burn cylinder group is connected with the lean-burn exhaust pipeline, and the tail end of the lean-burn exhaust pipeline is connected with a first branch and a second branch; the exhaust port of the rich-combustion cylinder group is connected with the rich-combustion exhaust pipeline, and the tail end of the rich-combustion exhaust pipeline is connected with a third branch and a fourth branch;
the two exhaust treatment structures comprise a TWC component and an LNT component which are connected in series, the first branch and the third branch are connected to one exhaust treatment structure, and the second branch and the fourth branch are connected to the other exhaust treatment structure;
the tail gas treatment device is characterized by further comprising a lean-burn valve, a rich-burn valve and a main controller, wherein the lean-burn valve is installed at the tail end of the lean-burn exhaust pipeline, the rich-burn valve is installed at the tail end of the rich-burn exhaust pipeline, and the main controller is respectively electrically connected with the lean-burn valve and the rich-burn valve to control the lean-burn exhaust and the rich-burn exhaust to alternately flow to the two tail gas treatment structures.
2. The engine according to claim 1, wherein the tail gas pipelines are connected to the tail ends of the two tail gas processing structures, emission detection sensors are respectively arranged on the two tail gas pipelines and used for detecting HC, CO and NOx components in exhaust gas, and the exhaust detection sensors are respectively and electrically connected with the main controller so as to send detection results to the main controller.
3. The engine of claim 2, wherein the TWC component is disposed in series upstream of the LNT component.
4. An engine according to claim 3, wherein the exhaust gas treatment structure further comprises a post-positioned GPF component arranged in series with the TWC component and the LNT component.
5. An engine according to any one of claims 1 to 4, wherein the lean-burn cylinder group includes a first cylinder and a fourth cylinder, and the lean-burn exhaust line is a lean-burn exhaust manifold connected to the first cylinder and the fourth cylinder, respectively;
the rich-burn cylinder group comprises a second cylinder and a third cylinder, and the rich-burn exhaust pipeline is a rich-burn exhaust manifold respectively connected with the second cylinder and the third cylinder.
6. An engine according to any one of claims 1 to 4, characterized in that the lean-burn cylinder group includes cylinder number two and cylinder number three, and the lean-burn exhaust line is a lean-burn exhaust manifold connected to the cylinder number two and cylinder number three, respectively;
the rich-combustion cylinder group comprises a first cylinder and a fourth cylinder, and the rich-combustion exhaust pipeline is a rich-combustion exhaust manifold respectively connected with the first cylinder and the fourth cylinder.
7. The engine of claim 1, wherein the lean-burn valve and the rich-burn valve are each of a three-way valve configuration having an in-one-out state and an in-two-out state.
8. An engine according to claim 1, wherein the main controller is an ECU control unit provided with emission limits for controlling the lean valve and the rich valve to switch exhaust flow directions when the result detected by the emission detection sensor exceeds the emission limits, respectively.
9. A control method of an engine, characterized in that the control method is used for controlling the engine according to any one of claims 1 to 8, comprising the steps of:
after starting, the lean-burn cylinder group is in a lean-burn operating mode, lean-burn exhaust flows to an exhaust gas treatment structure, a TWC component in the exhaust gas treatment structure purifies HC and CO components, and an LNT component adsorbs Nox components;
the rich gas cylinder group is in a rich combustion working mode, rich combustion exhaust flows to the other exhaust treatment structure, the TWC component in the other exhaust treatment structure purifies HC and CO components, and Nox components adsorbed by the LNT component are desorbed and are desorbed with HC and H 2 CO component to produce N 2 ；
Detecting whether HC, CO and NOx components exceed an emission limit value during operation;
if the flow direction of the exhaust gas exceeds the limit value, the main controller controls a lean burn valve and a rich burn valve to switch the flow direction of the exhaust gas, the lean burn exhaust gas flows to the other exhaust gas treatment structure, a TWC component in the other exhaust gas treatment structure purifies HC and CO components, and an LNT component adsorbs NOx components;
the strong combustion exhaust flows to an exhaust treatment structure, a TWC component in the exhaust treatment structure purifies HC and CO components, and Nox components adsorbed by an LNT component are desorbed and are desorbed with HC and H 2 CO component to produce N 2 。
10. The engine control method according to claim 9, characterized by further comprising:
judging whether the lean-burn valve and the rich-burn valve are switched in place, if so, carrying out the next step, otherwise, continuing to operate the switching action;
and judging whether the engine has a stop request, if so, performing stop operation, and otherwise, returning to the running state of the engine.
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