CN202055939U - Engine system with exhaust gas recirculation system - Google Patents

Engine system with exhaust gas recirculation system Download PDF

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Publication number
CN202055939U
CN202055939U CN201020278611XU CN201020278611U CN202055939U CN 202055939 U CN202055939 U CN 202055939U CN 201020278611X U CN201020278611X U CN 201020278611XU CN 201020278611 U CN201020278611 U CN 201020278611U CN 202055939 U CN202055939 U CN 202055939U
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China
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oil
flow
temperature
engine
motor
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CN201020278611XU
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Chinese (zh)
Inventor
I·G·佩格
R·斯塔克
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
    • F01M5/02—Conditioning lubricant for aiding engine starting, e.g. heating
    • F01M5/021—Conditioning lubricant for aiding engine starting, e.g. heating by heating
    • 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
    • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
    • F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
    • F01M5/005—Controlling temperature of lubricant
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G5/00—Profiting from waste heat of combustion engines, not otherwise provided for
    • F02G5/02—Profiting from waste heat of exhaust gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/28—Layout, e.g. schematics with liquid-cooled heat exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/33—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage controlling the temperature of the recirculated gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/40—Oil temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2037/00—Controlling
    • F01P2037/02—Controlling starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/04—Lubricant cooler
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/16—Outlet manifold
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
    • 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

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Abstract

An engine system comprises an engine having an exhaust gas recirculation system for recirculating exhaust gas from an exhaust side of the engine to an inlet side of the engine, the exhaust gas recirculation system including an exhaust gas cooler and an exhaust gas recirculation control valve, an oil heat exchanger arranged to receive a heat transfer fluid directly from the exhaust gas cooler and supply oil directly to a main oil gallery of the engine, a first flow control means to vary the flow of oil through the exhaust gas cooler and the oil heat exchanger, a second flow control means to vary the flow of oil through the oil heat exchanger, and a controller connected to the exhaust gas recirculation control valve, the first flow control means and the second flow control means to control the flow of the recirculating exhaust gas, the heat transfer fluid and the oil based upon engine operating conditions, wherein the controller is operable to control exhaust gas recirculation control valve and the first and second flow control means so as to heat the oil returning to the main gallery after a cold start-up.

Description

Engine system with exhaust gas recycling system
Technical field
The utility model relates to explosive motor, and relates to a kind of method that motor fuel consumes that reduces especially.
Background technique
Usually need to reduce the fuel consumption of motor, so that reduce the operating cost of motor and the discharge amount of motor.The volume of fuel of the discharge amount of motor and motor consumption is closely related, and at discharging CO 2Situation under especially true.
Two principal elements that influence fuel economy are:
1) cold starting starts (CSC); And
2) engine warm-up (EWU).
For CSC, need actuating motor usually with the unlubricated and therefore high internal engine parts rotary engine that rubs of cold thick heavy-bodied oil.Above-mentioned two problems all increases the inertia of actuating motor, and Vehicular battery is directly produced additional consumption.When motor started, battery charge replenished by alternator, but this can damage fuel economy.
For EWU,, need motor to turn round again to overcome cold heavy-bodied oil, until reaching optimal engine operating temperature and relevant low oil viscosity in case motor starts comparatively difficultly.During EWU, can consume extra fuel to compensate higher frictional loss, this is the infringement fuel economy further.
Therefore, as everyone knows need to reduce the viscosity of the traditional lubrication agent that is used for lubricating engine, so that because the pumping loss of the frictional loss that reduces, reduction and the reduction by the required power of engine pump delivering lubricant reduce fuel consumption.
The model utility content
The purpose of this utility model provides a kind of improved method that motor fuel consumes that reduces, especially during engine warm-up.
According to first aspect of the present utility model, a kind of method that reduces the fuel consumption of motor is provided, comprising: the thermal fluid that will be used for the extraction flow of coolant exhaust cooler directly is passed to oil heat exchanger from vent gas cooler; Oil directly is passed to the main oil gallery of motor from oil heat exchanger; And based on engine operating status control exhaust gas recirculation, thermal fluid and oily flow, after cold starting, the oil of getting back to main oil gallery is heated.
This method also can comprise: during the cold-start phase of engine running, wherein the temperature of motor is lower than first predetermined temperature, the flow of exhaust gas recirculation is controlled to be in low speed, the flow of thermal fluid is controlled to be in low-down speed, and the flow of oil is controlled is in low-down speed.
This method also can comprise: during the short starting stage of the cold-start phase of engine running, making does not have thermal fluid to flow through vent gas cooler or oil heat exchanger.
This method also can comprise: during the warm-up period of engine running, wherein the temperature of motor is higher than first predetermined temperature but is lower than second predetermined temperature, the flow control of exhaust gas recirculation is become to be in higher but be lower than the medium rates of maximum rate than low speed, the flow control of thermal fluid is become to be in low speed, and the flow control of oil is become to be in low speed.
During warm-up period,, then can only allow thermal fluid to flow through oil heat exchanger if the temperature of oil is lower than the temperature of heat-exchange fluid.
This method also can comprise: during the normal operating phase of engine running, wherein the temperature of motor is higher than than the second high predetermined temperature of first predetermined temperature but is lower than the 3rd predetermined temperature, the flow control of exhaust gas recirculation is become to be in the required two-forty of emission control, the flow control of thermal fluid is become to be in high speed, so that produce the exhaust cooling that strengthens, and the flow control of oil become to be in high speed, so that keep in-engine oil pressure.
During normal operating phase, if the temperature of oil is lower than the minimum expection operating temperature of oil, then can prevent to flow through oil heat exchanger from the thermal fluid of vent gas cooler, if and the temperature of oil is higher than the temperature that oil the highest expection operating temperature and the temperature of freezing mixture are lower than oil, then can allow thermal fluid to flow through oil heat exchanger with cold oil from vent gas cooler.
This method also can comprise: be higher than in the temperature of motor during hot operation phase of engine running of the 3rd predetermined temperature, with the flow control one-tenth of exhaust gas recirculation is zero substantially, the flow control of thermal fluid is become to be in high speed, and the flow control of oil is become to be in high speed to keep in-engine oil pressure.
During the hot operation phase, if the temperature of oil is lower than the minimum expection operating temperature of oil, then can prevent to flow through oil heat exchanger from the thermal fluid of vent gas cooler, if and the temperature of oil is higher than the temperature that oil the highest expection operating temperature and the temperature of freezing mixture are lower than oil, then can allow thermal fluid to flow through oil heat exchanger with cold oil from vent gas cooler.
The flow rate of exhaust gas recirculation can be by automatically controlled exhaust-gas-recirculation valve control.
Can pass through the flow rate of the running control thermal transfer fluid of control variable flow rate pump by vent gas cooler and oil heat exchanger.
Control the flow rate of oil by the running of control variable flow rate oil pump.
The flow rate of may command oil is to keep substantially invariable oil pressure in the main oil gallery of motor.
According to second aspect of the present utility model, a kind of engine system is provided, comprise: motor, this motor has and is used for exhaust is recycled to the exhaust gas recycling system of the air inlet side of motor from the exhaust side of motor, and this exhaust gas recycling system comprises vent gas cooler and EGR control valve; Oil heat exchanger, it is arranged to directly receive thermal fluid and directly supply oil to the main oil gallery of motor from vent gas cooler; The first flow control gear, it changes the flow by the thermal fluid of vent gas cooler and oil heat exchanger; Second flow control device, it changes the flow by the oil of oil heat exchanger; And controller, it is connected to EGR control valve, first flow control gear and second flow control device, with flow based on engine operating status control exhaust gas recirculation, thermal fluid and oil, wherein, but operation control with control EGR control valve and first and second flow control device after cold starting, the oil of getting back to main oil gallery is heated.
Be lower than in the temperature of motor during the cold-start phase of engine running of first predetermined temperature, but operation control is with the control exhaust-gas-recirculation valve, to produce low exhaust gas recirculatioon flow rate; Control first flow control gear is to produce the thermal fluid of very low flow rate; With the oil of control second flow control device with the very low flow rate of generation.
During the warm-up period of engine running, wherein the temperature of motor is higher than first predetermined temperature but is lower than second predetermined temperature, but operation control is with the control exhaust-gas-recirculation valve, and is higher but be lower than the exhaust gas recirculation flow rate of the centre of maximum flow rate than low flow rate to produce; Control first flow control gear is to produce the thermal fluid of low flow rate; With control second flow control device producing the oil of low flow rate, by exhaust gas recirculation oil is heated continuing.
During the normal operating phase of engine running, wherein the temperature of motor is higher than than the second high predetermined temperature of first predetermined temperature but is lower than the 3rd predetermined temperature, but thereby operation control produces the higher rate of the required exhaust gas recirculatioon of engine running efficiently with the control exhaust-gas-recirculation valve; Control first flow control gear with the high speed that produces thermal fluid to strengthen the cooling of exhaust; With the oil of control second flow control device with the generation high flow rate.
During the hot operation phase of the motor of engine running, wherein the temperature of motor is higher than the 3rd predetermined temperature, but operation control serves as zero exhaust gas recirculation flow with the control exhaust-gas-recirculation valve to produce substantially; Control first flow control gear is to produce the high flow rate of thermal fluid; With control second flow control device to produce high oily flow rate.
First flow rate control device can be the variable flow rate pump.
First flow rate control device can comprise automatically controlled flow control valve.
Second flow rate control device can be the variable flow rate oil pump.
The flow rate of may command oil is to keep substantially invariable oil pressure in the main oil gallery of motor.
Motor can have engine-cooling system, and freezing mixture circulates with cooled engine in this engine-cooling system, and thermal fluid can be the freezing mixture that is used for cooled engine.
Alternatively, motor can have engine-cooling system, and this engine-cooling system comprises: radiator, freezing mixture circulate in this radiator with cooled engine; With independent heat transfer loop, the oil heat exchanger that it is used for vent gas cooler and has low temperature radiator, and thermal fluid can only flow through independent heat transfer loop.
Description of drawings
Now will be by the utility model is described with reference to the drawings, wherein:
Figure 1A is first embodiment's the schematic block diagram of cooling system of motor that is used to form the part of engine system according to an aspect of the present utility model;
Figure 1B is second embodiment's the schematic block diagram of cooling system of motor that is used to form the part of engine system according to an aspect of the present utility model;
Fig. 2 is the schematic block diagram of the oil supply loop of the exhaust gas recycling system of the motor shown in Figure 1A and the 1B and the motor shown in Figure 1A and the 1B;
Fig. 3 is the method flow diagram that is used to reduce fuel consumption according to another aspect of the present utility model; And
Fig. 4 is the chart that shows the controlling method of using in the method shown in Figure 3.
Fig. 5 is another chart that shows the controlling method of using in the method shown in Figure 3.
Embodiment
At first with reference to Figure 1A and 2, the part of the engine system 10 of the motor 1 that comprises motor vehicle and controller 20 is shown.Engine system 10 also comprises the cooling system that is used for motor 1, and it comprises combined type constant temperature and bypass valve 2, radiator 3, vent gas cooler 5, changeable flow coolant pump 4, the automatically controlled coolant flow valve 22 that is positioned at vent gas cooler 5 upstreams and oil heat exchanger 6 (being sometimes referred to as oil cooler).Passenger cabin heater (not shown) can be arranged in the cooling system in the position of vent gas cooler 5 upstreams, so that will be from the heat exchange of motor 1 main cabin to motor vehicle.Changeable flow coolant pump 4 is by controller 20 controls, to change the flow rate (flow rate) of passing through motor and also passing through the freezing mixture of vent gas cooler 5 and oil heat exchanger 6.
Be to be understood that, if provide control valve 22 to control to the flow of vent gas cooler 5, then can use the coolant pump that drives and have the output relevant by motor 1, but preferably use the variable flow rate pump 4 that its output can be automatically controlled, so that provide the coolant flow of improvement to control with engine speed.Receive the freezing mixture of high flow rate even note that motor 1, coolant flow valve 22 also can be used for optionally hanging down the freezing mixture of flow rate to cooler for recycled exhaust gas 5 supplies.
Vent gas cooler 5 is connected in the cooling system, and feasible thermal fluid or freezing mixture by vent gas cooler 5 directly reaches oil heat exchanger 6, thereby makes when needed from vent gas cooler 5 by the maximum heat transfer of oil heat exchanger 6 to oil.Ideally, oil heat exchanger 6 and 5 close connections of vent gas cooler are so that reduce thermal loss when the heating of needs oil.
Vent gas cooler 5 forms the part of exhaust gas recycling system, and this exhaust gas recycling system also comprises exhaust-gas-recirculation valve 11.Can operate exhaust gas recycling system optionally will pass the air inlet side (such as intake manifold 7) of motor 1 back from the exhaust of the exhaust side (such as vent systems 8) of motor 1.Turbosupercharger 9 is shown as with vent systems 8 and is connected, and provides boost (boost) with the air-flow that is increased to intake manifold 7 by device well-known in the art to motor 1.By turbosupercharger 9 back, before tail pipe 15 places are expelled to atmosphere, exhaust can be passed through one or more after-treatment device (not shown), such as, but not limited to catalytic exhaust-gas converter, lean nitrogen oxide catcher and particulate filter etc.
Exhausts are aspirated from vent systems 8 in position in turbosupercharger 9 upstreams, so that make the temperature of this exhaust get maximum value, and this exhaust is passed through vent gas cooler 5 arrival intake manifold 7 with the speed of exhaust-gas-recirculation valve 11 controls.The opening and closing of exhaust-gas-recirculation valve 11 are by controller 20 controls.
Get oil by the variable flow rate pump of controlling by controller 20 12 from fuel tank 14 pumps of motor 1, and should directly arrive the main oil gallery (not shown) of motors 1 and flow back to fuel tank 14 by oil heat exchanger 6 by oil through drainback passage 13.Should be appreciated that and in oil heat exchanger 6 upstreams oil purifier to be set.
Temperature transducer 21 is used to controller 20 that the indication of engine operating temperature is provided.In the example shown, temperature transducer 21 is used for the temperature that the sensing freezing mixture is discharged motor 1, but should be appreciated that and can use other temperature transducer, such as the cylinder head temperature transducer etc.
The operation of engine system 10 is as follows, and when motor 1 cold starting, exhaust gas recirculation flow needs cooling hardly, but exhaust is obvious than oil and freezing mixture heat within several seconds.The possibility that this provides the oil that will enter main oil gallery to be heated above its initial temperature rapidly, thus oil viscosity obviously reduced.One of advantage of the present utility model is that heating points to effectively that heating enters the oil of motor 1 but not heats big gauging, because this has best effect.Should be appreciated that oil all in the heating fuel tank 14 will spend the quite a long time.In order to realize the high temperature rise of freezing mixture in the vent gas cooler 5, need coolant-flow rate very low.This is an acceptable, because need low exhaust cooling rate, the exhaust that makes maintenance be back to motor 1 is hot, thus the heating of booster engine 1.Similarly, in order to obtain the high temperature rise of oil in the oil heat exchanger 6, need oily flow rate very low.Need equally to use low-down oily flow rate in motor 1, obtaining the oil pressure of expection because when motor 1 is cold, obtain the needed oily flow rate of predetermined oil pressure than when oily obtain when hot the oil pressure be scheduled to need oily flow rate much lower.Therefore, also just before the main oil gallery of motor 1, used heat is delivered to the oil by utilizing controlled freezing mixture and oily flow rate and taking away used heat, will runs into (see) deep fat such as the workpieces such as piston cooling nozzle under the situation of diesel engine and crankshaft bearing in the motor 1 from vent gas cooler 5.Therefore, the friction in the crankshaft bearing of motor 1 will reduce greatly, improve the fuel efficiency of motor, and if use piston cooling nozzle, then piston will less be cooled off, thereby improves the thermal efficiency of motor 1.
Therefore, after the temperature by the motor 1 of temperature transducer 21 sensings is lower than the cold starting of first predetermined temperature, but operation control 20 is used to control exhaust-gas-recirculation valve 11, so that produce low exhaust gas recirculatioon flow rate; Control variable flow rate coolant pump 4 and/or coolant flow valve 22 are to produce the freezing mixture by the very low flow rate of vent gas cooler 5 and oil heat exchanger 6; And control variable flow rate oil pump 12, to produce the oil of very low flow rate.This control combination allows from high heat transfering that is vented to freezing mixture and the high heat transfering from freezing mixture to oil, thereby makes the heating of oil reach maximum by the exhaust of recirculation.
In case motor is by warming-up, in other words, engine temperature is higher than first predetermined temperature, then except that moderately needing relatively large exhaust gas recirculatioon to be used for the emission control purpose the cooling.Therefore, the coolant-flow rate by vent gas cooler 5 can still be low relatively, provide high coolant heat-up, and oily flow rate can keep low relatively.The temperature difference between freezing mixture and the oil is still obvious, thereby allows further to conduct heat to oil.
Therefore, when the temperature of the motor 1 of temperature transducer 21 sensings is higher than first predetermined temperature but is lower than second predetermined temperature, but operation control 20 is with control exhaust-gas-recirculation valve 11, to produce appropriateness or middle exhaust gas recirculatioon flow rate; Control variable flow rate coolant pump 4 and/or coolant flow valve 22 are so that produce the freezing mixture of the low flow rate of passing through vent gas cooler 5 and oil heat exchanger 6; And control variable flow rate oil pump 12, to produce the oil of low flow rate.In practice, the flow rate of oil is by the oil pressure demand decision of motor 1, and controller 20 operations are to keep the oil pressure substantially constant under the situation of the temperature of not considering motor 1.A notable feature of the present utility model is that substantially invariable oil pressure is kept in the variation of its utilization oily flow rate that must occur, to produce useful effect.
This control combination produces from big calorimetric transmission that is vented to freezing mixture and the big calorimetric transmission from the freezing mixture to oil, thereby utilizes the heating that continues oil by the exhaust of vent gas cooler 5.
Be higher than second predetermined temperature but be lower than the 3rd or during the normal working temperature of higher predetermined temperature, the exhaust of recirculation needs a large amount of coolings and this moment of heating fully when motor 1 reaches, and in the fuel tank temperature of big gauging or the temperature of motor.Yet, even the coolant-flow rate by vent gas cooler 5 is high with the cooling maximization with exhaust, also can the turn round temperature of required oil of the workpiece of motor 1 be increased to the temperature that is higher than big gauging in the fuel tank valuably by the further heating that is used to realize from the freezing mixture of vent gas cooler 5.When the temperature of motor 1 continues when the 3rd predetermined temperature rises, make by the flow that increases the freezing mixture by vent gas cooler 5 cooling that provides for exhaust towards its maximum value increase and the flow of oil that increases to motor 1 to keep oil pressure, and these increases are reduced to the heat transfer of oil, do not occur to the just heat transfer of oil substantially up to a certain stage.
At last, if the temperature of motor 1 owing to the high power output or the poor cooling that continue are increased to more than the 3rd predetermined temperature, then must reduce or close the exhaust gas recirculatioon flow rate fully and damage to avoid motor.In this case, the oil require cooling is to get back to normal hot running state, and this can occur automatically, because it is very low or when being zero when exhaust gas recirculatioon, vent gas cooler 5 is not to freezing mixture input warm, and therefore oil heat exchanger 6 receives and the low freezing mixture of motor 1 temperature identical or ratio engine 1.In addition, because the temperature of oil is very high, in order to keep the oil pressure in the motor 1, the flow rate of oil is inevitable high, and this high flow rate promotes oil cooling good in the oil heat exchanger 6 but.
Therefore, when the temperature of motor 1 surpasses the 3rd predetermined temperature, but operation control 20 is zero exhaust gas recirculatioon flow rate with control exhaust-gas-recirculation valve 11 so that produce substantially; Control variable flow rate coolant pump 4 and/or coolant flow valve 22 are so that produce the freezing mixture of the maximum flow rate of passing through vent gas cooler 5 and oil heat exchanger 6; And control variable flow rate oil pump 12, so that produce the oil of high flow rate or maximum flow rate.As previously mentioned, in practice, the flow rate of oil is by the oil pressure demand decision of motor 1, and controller 20 operations are to keep the oil pressure substantially constant under the situation of the temperature of not considering motor 1.
With reference now to Fig. 3 and 4,, when being mounted to motor vehicle, motor 1 is used to reduce the method 100 of its fuel consumption shown in it.
This method starts from step 105, and move to " opening " position such as ignition switch system's opening/closing devices such as (ignition key) by the operator this moment.
Then, in step 110, this method determines whether motor 1 is cold.This by comparing with first predetermined temperature to determine from the current engine temperature that records that temperature transducer 21 obtains.If the result of test is a "No" in step 110, then this method advances to step 120, if but answer is a "Yes", then this method advances to step 112.
Therefore, step 110 comprises test:
T Engine＜T 1If, then go to 112, otherwise, go to 120.
Wherein:
T EngineBe the present engine temperature; And
T 1It is first predetermined temperature.
In step 112, control exhaust cycle flow, coolant flow and oily flow are labeled as 200 listed system requirements of row to satisfy in the form of Fig. 4.
In other words, use low exhaust gas recirculatioon speed, use low-down freezing mixture speed and use low-down oily flow rate.Should be noted that because oil is very sticking, and the oil pressure that therefore only needs low-down flow rate to obtain to expect, so oily flow rate is very low automatically.
Then, this method advances to step 114, and whether to determine switch still for opening, if like this, this method is back to step 110, and if not so, then this method ends at step 190.In other words, this method continues by step 110,112 and 114 circulation, the arbitrary test crash until step 110 and 114 places.
If the test crash subsequently in step 110 then in step 120, determines whether motor 1 is what warm up.Whether this determines in the following way: will compare with first predetermined temperature and second predetermined temperature from the current engine temperature that records that temperature transducer 21 obtains, and drop between these two predetermined temperatures to watch Current Temperatures.If the result of test is a "No" in step 120, then this method advances to step 130, if but answer is a "Yes", then this method advances to step 122.
Therefore, step 120 comprises test:
T 1＜T Engine＜T 2If, then go to 122, otherwise, go to 130.
Wherein:
T EngineBe the present engine temperature;
T 1It is first predetermined temperature; And
T 2It is second predetermined temperature.
In step 122, control exhaust cycle flow, coolant flow and oily flow are to be labeled as the system requirements that 300 row is put down in writing in the form that satisfies Fig. 4.
That is to say, use exhaust gas recirculatioon speed, use low freezing mixture speed and use low oily flow rate as the needed appropriateness of emission control purpose.Should be noted that because oil is still relatively sticking and therefore only need low flow rate to keep the oil pressure of expection, so oily flow rate is automatically low.
Then, this method advances to step 124, and determining switch whether still for opening, and if like this, this method is back to step 120, and if not so, then this method ends at step 190.In other words, this method continues by step 120,122 and 124 circulation, until the arbitrary test crash at step 120 and 124 places.
If the test crash subsequently in step 120 then in step 130, determines whether motor 1 is in normal operating temperature.Whether this determines in the following way: will compare with second predetermined temperature and the 3rd predetermined temperature from the current engine temperature that records that temperature transducer 21 receives, and drop between these two predetermined temperatures to watch Current Temperatures.If the result of test is a "No" in step 130, then this method advances to step 140, if but answer is a "Yes", then this method advances to step 132.
Therefore, step 130 comprises test:
T 2＜T Engine＜T 3If, then go to 132, otherwise, go to 140.
Wherein:
T EngineBe the present engine temperature;
T 2It is second predetermined temperature; And
T 3It is the 3rd predetermined temperature.
In step 132, control exhaust cycle flow, coolant flow and oily flow are to be labeled as the system requirements that 400 row is put down in writing in the form that satisfies Fig. 4.
That is to say, use high exhaust gas recirculatioon speed, use high freezing mixture speed and use high oily flow rate.Should be pointed out that because oil is no longer relatively sticking and therefore need higher flow rate to keep the oil pressure of expection, so oily flow rate is automatically high.
Then, this method advances to step 134, and determining switch whether still for opening, and if like this, this method is back to step 130, and if not so, then this method ends at step 190.In other words, this method continues by step 130,132 and 134 circulation, the arbitrary test crash until step 130 and 134 places.
At last, if the test crash subsequently in step 130 then in step 140, determines whether motor 1 is higher than normal operating temperature.This determines in the following way: will compare with the 3rd predetermined temperature from the current engine temperature that records that temperature transducer 21 obtains, and whether be higher than the 3rd predetermined temperature to check Current Temperatures.If the result of test is a "No" in step 140, then this method is back to step 110, if but answer is a "Yes", then this method advances to step 142.
Therefore, step 140 comprises test:
T Engine＞T 3If, then go to 142, otherwise, go to 110.
Wherein:
T EngineBe the present engine temperature; And
T 3It is the 3rd predetermined temperature.
In step 142, control exhaust cycle flow, coolant flow and oily flow are to be labeled as the system requirements that 500 row is put down in writing in the form that satisfies Fig. 4.In other words, use minimum or be zero exhaust gas recirculatioon speed, uses high or maximum freezing mixture speed and use oily flow rate high or maximum.Therefore should be pointed out that because oil has low-down viscosity and need very high flow rate keeping the oil pressure of expection, so oily flow rate is maximum value or near maximum value automatically.
Then, this method advances to step 144, and determining switch whether still for opening, and if like this, this method is back to step 140, but if not so, then this method ends at step 190.In other words, this method continues by step 140,142 and 144 circulation, up to the arbitrary test crash in step 140 and 144, ends at 190 or the temperature of test engine 1 again at this test crash prescribing method.
In the above example that provides, current engine temperature is the temperature of discharging the freezing mixture of motor 1, and the representative value of T1, T2 and T3 is respectively 40 ℃, 65 ℃ and 105 ℃.Yet if another temperature such as the cylinder head temperature of motor 1 is used for the control operation of controller 20, T1, T2 will use different values with T3.
Although should be appreciated that and described the utility model with respect to fixing predetermined temperature, this set point is variable based on specific engine behavior, and can obtain by mapping or the form of interpolation from be stored in controller 20.For example, above-mentioned 40 ℃ of set points can be depending on such as working conditions such as ambient temperature and engine loads and change between 35 ℃ and 50 ℃.
With reference now to Figure 1B and 2,, comprise the part of the engine system 90 of the motor 1 of motor vehicle and controller 20 shown in it according to second embodiment of the present utility model.Engine system 90 comprises main cooling system and the oil and exhaust heat transfer system that is used for motor 1, and this main cooling system comprises combined type thermostat and bypass valve 2, radiator 3 and changeable flow coolant pump 4.
Oil comprises low temperature radiator 16 with the exhaust heat transfer system, variable flow pump 19, be positioned at the first automatically controlled coolant flow valve 17 of low temperature radiator 16 upstreams, be arranged to receive the vent gas cooler 5 of the thermal fluid of " freezing mixture " hereinafter referred to as from variable flow pump 19, be arranged to from second automatically controlled coolant flow valve 18 of vent gas cooler 5 reception freezing mixtures and the oil heat exchanger 6 (being sometimes referred to as oil cooler) that is arranged to when the second automatically controlled coolant flow valve 18 is opened, receive freezing mixtures from the second automatically controlled coolant flow valve 18.
The first and second automatically controlled coolant flow valves 17 and 18 are the butterfly valve type in this case, and therefore valve open the permission ANALYSIS OF COOLANT FLOW, and if valve cuts out fully, then valve closes the prevention ANALYSIS OF COOLANT FLOW, if perhaps valve portion is closed, then valve closes the restriction ANALYSIS OF COOLANT FLOW.Because valve convection current quantitative limitation when fully open position of the type is very low, and therefore size can be used to produce the required flow rate of predetermined maximum by system than lose pump littler under the higher situation at valve, so the valve of the type is preferred.
Because low temperature radiator 16 only must cool stream be crossed freezing mixture oily and the exhaust heat transfer system, so it can be with the lower temperature operation of finding in main coolant loop relatively usually.In other words, can obtain 40 to 50 degrees centigrade coolant temperature, but not in the main cooling circuit typical 90 to 105 degrees centigrade.Its advantage is under the situation of needs, can cool off manyly by the exhaust of vent gas cooler.
The first and second automatically controlled coolant flow valves 17 and 18 are by the controlling method control of controller 20 according to this paper coding.
Exhaust coolant temperature sensor 23 is set discharges the temperature of the freezing mixture of vent gas cooler 5, and oil temperature sensor 24 enters the oil of oil cooler 6 with sensing temperature is set with sensing.
Changeable flow coolant pump 19 is by controller 20 control, to change by at least one the flow rate of freezing mixture in low temperature radiator 16, vent gas cooler 5 and the oil heat exchanger 6.
The first automatically controlled coolant flow valve 17 is used as the bypass valve of low temperature radiator 16, and can operate to change the flow by low temperature radiator 16 and bypass bp1.When the first automatically controlled coolant flow valve 17 was opened fully, all basically freezing mixtures flowed to low temperature radiator 16 by the first automatically controlled coolant flow valve 17, and when the first automatically controlled coolant flow valve 17 cut out, all basically freezing mixtures flow through bypass bp1.
The second automatically controlled coolant flow valve 18 is used as the bypass valve of oil heat exchanger 6, and preferably can operate to change the flow by low temperature radiator 16 and bypass bp2.When the second automatically controlled coolant flow valve 18 was opened fully, all basically freezing mixtures flow through oil heat exchanger 6, and when the second automatically controlled coolant flow valve 18 cut out, all basically freezing mixtures flow through bypass bp2.
Vent gas cooler 5 is connected in the cooling system, make when the second automatically controlled coolant flow valve 18 is opened, thermal fluid or freezing mixture by vent gas cooler 5 flow directly to oil heat exchanger 6, thereby make the maximum heat transfer from vent gas cooler 5 to the oil that passes through oil heat exchanger 6 when needed.Ideally, oil heat exchanger 6 and 5 close connections of vent gas cooler reduce thermal loss in the time of need adding deep fat with box lunch.
Vent gas cooler 5 forms the part of exhaust gas recycling system shown in Figure 2, and this exhaust gas recycling system is identical with the exhaust gas recycling system of describing with reference to first embodiment and so be not described in detail.
As described earlier, aspirate exhausts in the position of turbosupercharger 9 upstreams from vent systems 8, so that the temperature of exhaust is got maximum value, and exhaust is passed through vent gas cooler 5 arrival intake manifold 7 with the speed of exhaust-gas-recirculation valve 11 controls.The opening and closing of exhaust-gas-recirculation valve 11 are by controller 20 controls.As previously mentioned, by getting oil by the variable flow rate pump 12 of controller 20 control from fuel tank 14 pumps of motor 1, and the oil got of pump directly arrives the main oil gallery (not shown) of motors 1 by oil heat exchanger 6, and flows back to fuel tank 14 through drainback passage 13.Can the oil purifier (not shown) be set in oil heat exchanger 6 upstreams.
A large amount of coolant temperature sensor 21 are used to controller 20 that the indication of engine operating temperature is provided.In the example shown, temperature transducer 21 is used for the temperature that sensing is discharged the freezing mixture of motor 1, but should be appreciated that and can use other temperature transducer, such as the cylinder head temperature transducer.
Control engine system 90 with respect to the operation of the main cooling circuit of motor 1 to heat up rapidly by cold generation and during continuous service, the running temperature of motor 1 to be maintained in the regulation boundary, this is well-known, although and illustrate and described variable coolant pump 4, but should be appreciated that and to use conventional engine-driving coolant pump.
Control engine system 90 is as follows with the operation of exhaust heat transfer system with respect to oil, and when motor 1 cold starting, exhaust gas recirculation flow needs cooling hardly, but exhaust is obvious than oil and freezing mixture heat within several seconds.The possibility that this provides the oil that will enter main oil gallery to be heated above its initial temperature rapidly, thus oil viscosity obviously reduced.As previously mentioned, one of advantage of the present utility model is that the effective heating of heating sensing enters the oil of motor 1, but not heats big gauging, because this has the most useful effect.Should be appreciated that oil all in the heating fuel tank 14 will spend the quite a long time.In order to realize the high temperature rise of freezing mixture in the vent gas cooler 5, coolant-flow rate needs very low.This is an acceptable, because need low exhaust cooling rate, the exhaust that makes maintenance be back to motor 1 is the heating with booster engine 1 of heat.Similarly, in order to realize the high temperature rise of oil in the oil heat exchanger 6, oily flow rate needs very low.Need equally to use low-down oily flow rate in motor 1, obtaining the oil pressure of expection,, obtain the oily flow rate that predetermined oil pressure ratio oil need be much lower when hot because when motor 1 is cold.Therefore, also just before the main oil gallery of motor 1, used heat is delivered to the oil by utilizing controlled freezing mixture and oily flow rate and taking away used heat, will runs into deep fat such as the workpieces such as piston cooling nozzle under diesel engine and the crankshaft bearing situation in the motor 1 from vent gas cooler 5.Friction in the crankshaft bearing of motor 1 will reduce thus greatly, improve the fuel efficiency of motor, and if use piston cooling nozzle, piston will be cooled less, thereby improve the thermal efficiency of motor 1.
Therefore, after the cold starting, wherein the temperature of the motor 1 of temperature transducer 21 sensings is lower than first predetermined temperature, but operation control 20 is to control exhaust-gas-recirculation valve 11 to produce low exhaust gas recirculatioon flow rate; Control variable flow rate coolant pump 19 is to produce the freezing mixture by the very low flow rate of vent gas cooler 5, temperature at the freezing mixture of discharging vent gas cooler 5 is higher than under the condition of oil temperature, the second automatically controlled coolant flow valve 18 is opened, make freezing mixture can flow through oil heat exchanger 6 (if oily temperature is higher than the temperature of freezing mixture, then close the second automatically controlled coolant flow valve 18), close the first automatically controlled coolant flow valve 17, making does not have freezing mixture can flow through low temperature radiator 16.This makes the initial heating of freezing mixture reach maximum value and prevents exhaust undesirable soon cooling after cold starting.
In certain embodiments, variable flow rate coolant pump 19 is disconnected after starting in a short time, and in this case, does not have freezing mixture to flow through vent gas cooler 5 or oil heat exchanger 6.Such effect is to make the initial cooling of exhaust gas recirculation reach bottom line, should be appreciated that the temperature of exhaust gas recirculation needs rapid rising after starting, with the discharging of control motor 1.This short time period can be tens seconds or can be up to a few minutes, and is any one event that is limited by the following fact: if ANALYSIS OF COOLANT FLOW is not provided, then freezing mixture will seethe with excitement in vent gas cooler 5.A feature of this layout is that the temperature of freezing mixture always is higher than the temperature of oil when variable flow rate coolant pump 19 final connections.
As substituting of the use of a large amount of coolant temperatures, controller 20 can be from such as emission sensor (emission sensor) received signals such as CO sensors, and with this signal as the indication that does not need the EGR cooling.Also but operation control 20 passes through the oil of the very low flow rate of motor 1 with generation with control variable flow rate oil pump 12.
Then, when a large amount of engineer coolant temperatures surpassed first predetermined temperature, control variable flow rate coolant pump 19 to be producing the low coolant flow by vent gas cooler 5, and motor 1 is called as and is in warm-up mode.
Then, controller 20 is used to determine from the signal of exhaust coolant temperature sensor 23 and oil temperature sensor 24 whether the temperature of oil is higher than the temperature of the freezing mixture of discharging vent gas cooler 5, if like this, then the second automatically controlled coolant flow valve 18 keeps and cuts out, but if not so, then the second automatically controlled coolant flow valve 18 moves to open position, the freezing mixture of heat begins to add deep fat to allow, and the first automatically controlled coolant flow valve 17 maintains closed position so that the heating of freezing mixture reaches maximum value and prevents to flow through the supercooling of the exhaust of vent gas cooler 5.
This control combination allows from high heat transfering that is vented to freezing mixture and the high heat transfering from the freezing mixture to oil, thereby makes the heating of oil reach maximum value by the exhaust of recirculation.
In case motor is by warming-up, engine temperature is higher than first predetermined temperature in other words, then except that moderately needing relatively large exhaust gas recirculatioon to be used for the emission control purpose the cooling.Variable flow pump 19 is made that the coolant-flow rate of passing through vent gas cooler 5 is low relatively, thereby high coolant heat-up is provided by controller control, and oil pump 12 produces low relatively oily flow rate.The temperature difference between freezing mixture and the oil is still obvious, thereby allows further to conduct heat to oil.
Therefore, when the temperature of the motor 1 of temperature transducer 21 sensings is higher than first predetermined temperature but the temperature that is lower than second predetermined temperature and discharges the freezing mixture of vent gas cooler when being higher than the oil temperature, but operation control 20 with control exhaust-gas-recirculation valve 11 to produce appropriateness or middle exhaust gas recirculatioon flow rate; Control variable flow rate coolant pump 19 is to produce the freezing mixture by the low flow rate of vent gas cooler 5 and oil heat exchanger 6; And control variable flow rate oil pump 12 is to produce the oil of low flow rate.In practice, the flow rate of oil is by the oil pressure demand decision of motor 1, and controller 20 operations are to keep the oil pressure substantially constant under the situation of the temperature of not considering motor 1.
This control combination produces from big calorimetric transmission that is vented to freezing mixture and the big calorimetric transmission from the freezing mixture to oil, thereby utilizes the exhaust by vent gas cooler 5 to continue oil is heated.
During the warm-up mode of operation, but also operation control 20 to control the first automatically controlled coolant flow valve 17 with the amount that reduces the freezing mixture flow through bypass bp 1 gradually and increase flow by the freezing mixture of low temperature radiator 16.
When motor 1 reaches " normally " operating temperature, should " normally " operating temperature be higher than second predetermined temperature but be lower than the 3rd or higher predetermined temperature, the exhaust of recirculation need a large amount of coolings and this moment fully heating and in the fuel tank temperature of gauging or the temperature of motor greatly.Yet, can be by being used to improve the temperature of the required oil of the workpiece of motor 1 valuably to the temperature that is higher than big gauging in the fuel tank from the further heating that the freezing mixture of vent gas cooler 5 is realized.
During the normal operating condition of operation, but operation control 20 reaches maximum value so that flow through the cooling of the exhaust of vent gas cooler 5, to reduce the discharging from the NOx of motor 1.In order to realize above situation, the second automatically controlled coolant flow valve 18 is placed open position so that pass through the flow maximization of the freezing mixture of oil heat exchanger 6, and control changeable flow coolant pump 19 to be producing the freezing mixtures of high flow rate, thereby the cooling of exhaust that will be by vent gas cooler 5 maximizes.Should be appreciated that during the normal operating phase of motor the temperature that flows through the thermal fluid in oil and exhaust loop will be lower than the temperature of oil.
When the temperature of the motor 1 of sensor 21 sensings continues when the 3rd predetermined temperature rises, the mode that adopt to increase the flow of the freezing mixture by vent gas cooler 5 make the cooling that provides to exhaust towards its maximum value increase and the flow of oil that is increased to motor 1 to keep oil pressure, and these increases reduce to the heat transfer of oil, do not occur the just heat transfer of oil substantially up to a certain stage.
At last, if the temperature of motor 1 enters so-called hot running state owing to the cooling of high power output that continues or difference is elevated to more than the 3rd predetermined temperature, then must reduce or close the exhaust gas recirculatioon flow rate fully and damage to avoid motor.In this case, the oil require cooling is to get back to normal operating condition, and this can take place automatically, because it is very low or when being zero when exhaust gas recirculatioon, there is not heat to input to freezing mixture from vent gas cooler 5, low temperature radiator 16 is still running under the situation that the first automatically controlled coolant flow valve 17 is opened, and the second automatically controlled coolant flow valve 18 is opened.Therefore, the temperature of freezing mixture ratio is previous because shortage is lower by the temperature of the situation of exhaust heating, so the oil heat exchanger 6 reception temperature freezing mixture lower than the temperature of the oil that enters oil heat exchanger 6.In addition, because the temperature height of oil, so in order to keep the oil pressure in the motor 1, the flow rate of oil is inevitable high, and this high flow rate will promote oil cooling good in the oil heat exchanger 6 but.
Therefore, when the temperature of motor 1 surpasses the 3rd predetermined temperature, but operation control 20 serves as zero exhaust gas recirculatioon flow rate with control exhaust-gas-recirculation valve 11 to produce substantially; Control variable flow rate coolant pump 19 is to produce the freezing mixture by the maximum flow rate of vent gas cooler 5 and oil heat exchanger 6; And control variable flow rate oil pump 12 is to produce the oil of high flow rate or maximum flow rate.As previously mentioned, in practice, the flow rate of oil is by the oil pressure demand decision of motor 1, and controller 20 operations are to keep the oil pressure substantially constant under the situation of the temperature of not considering motor 1.
This second embodiment's a useful feature is the temperature that can be independent of the temperature control oil of motor 1.In other words, in case the temperature of motor 1 reaches its normal state, then can drop on such as in 110 to 120 degrees centigrade of prespecified ranges such as grade by the temperature of change by the flow control oil of the freezing mixture of oil heat exchanger 6.In the system shown in Figure 1A, use the freezing mixture identical to come cold oil can not accurately control oily temperature with cooled engine 1.In particular, when motor 1 during with full power operation (very hot), the temperature of oil may rise to 140 degrees centigrade.This is because the temperature of coolant circulating rises to general 120 degrees centigrade from its normal 90-105 degree centigrade scope in motor 1, and the temperature of the heat that can remove from oil and oil is relevant with the difference passed through between the temperature of freezing mixture of oil heat exchanger 6.In other words, if remove heat from oil, then You temperature must always be higher than the temperature of freezing mixture.Therefore, if the temperature of freezing mixture rises to 120 degrees centigrade, then because oil heat exchanger 6 can not be removed heat from oil, so the temperature of oil can not be lower than 140 degrees centigrade.140 degrees centigrade high oily temperature must be used in reference to stand oil just, is not low to moderate the effectively lubricating that hinders motor 1 owing to oil film breakdown with the viscosity of guaranteeing this extreme temperature.
Mobile and oily by independent cooling system being used for exhaust gas recirculatioon, because low temperature radiator 16 can be with the temperature maintenance of the freezing mixture fact at much lower temperature (40 to 50 degrees centigrade), so can keep low temperature, and should low operating temperature by means of the following fact: when motor 1 during with capacity operation (very hot), do not exist EGR to flow, and therefore have very little heat transfer of dissipating by low temperature radiator 16 from the needs that are vented to the freezing mixture by vent gas cooler.Unique heat of having to dissipate is need be from the heat of oil removal, to keep the optimised working region that oil has 110 to 120 degrees centigrade.The major function of the second automatically controlled coolant flow valve 18 is temperature of control oil, it is maintained between the upper and lower of expection, and in this respect, valve can be the type with qualitative change, make its can 100% open, 0% open and have 100% open and 0% between opening a plurality of controlled open position or can only have standard-sized sheet and complete shut-down position, and selectively open and close, remain on temperature in the temperature range of expection oil.
Because can be based on specifying oil, so this control of the last operating temperature of oil allows to use the low oil of ratio of viscosities conventional system with normal 140 degrees centigrade of 120 degrees centigrade relative lower maximum running temperatures.Because lower friction, so will improve the advantage of the fuel economy of utilizing more low viscous oil and reduce discharging.
In other words, compare with first embodiment shown in Figure 1A, the advantage of second embodiment shown in Figure 1B is to use more low viscous oil, thereby further improvement can be by utilizing the raising of the fuel economy that the utility model obtains.Second advantage of second embodiment is the use owing to low temperature radiator, so the exhaust that can be improved cooling.
With reference now to Fig. 3,4 and 5,, it illustrates the method 100 of the fuel consumption that is used to reduce motor 1 when being mounted to motor vehicle, it is described identical with previous reference first embodiment in many aspects, but comprises the additional requirement of the control that is used for the first automatically controlled coolant flow valve 17 and the second automatically controlled coolant flow valve 18.
This method starts from step 105, when moving to " opening " position such as system's opening/closing devices such as ignition switches by the operator.
Then, in step 110, this method determines that motor 1 is cold.This by comparing with first predetermined temperature to determine from the current engine temperature that records that temperature transducer 21 obtains.If the result of test is a "No" in step 110, then this method advances to step 120, if but answer is a "Yes", then this method advances to step 112.
Therefore, step 110 comprises the step of test:
T Engine＜T 1If, then go to 112, otherwise, go to 120.
Wherein:
T EngineBe the present engine temperature; And
T 1It is first predetermined temperature.
In step 112, control exhaust cycle Flow valve 11, coolant pump 19 and oil pump 12, being labeled as the system requirements that 200 row is put down in writing in the form that satisfies Fig. 4, and the first and second automatically controlled coolant flow valves 17 and 18 are controlled in the record that is labeled as in the form as Fig. 5 in addition in 200 the row.In other words, the position of the second automatically controlled coolant flow valve 18 depends on whether the coolant temperature in the outlet port of vent gas cooler 5 is higher than the oil temperature in the oil heat exchanger 6.
In other words, use low exhaust gas recirculatioon speed, use zero freezing mixture speed and use low-down oily flow rate.
Then, this method advances to step 114, and whether to determine switch still for opening, if like this, this method is back to step 110, and if not so, then this method ends at step 190.In other words, this method continues to cycle through step 110,112 and 114, up to the arbitrary test crash at step 110 and 114 places.
If the test crash subsequently in step 110 then in step 120, determines whether motor 1 warms up.Whether this determines in the following way: will compare with first predetermined temperature and second predetermined temperature from the current engine temperature that records that temperature transducer 21 obtains, and drop between these two predetermined temperatures to check Current Temperatures.If the result of test is a "No" in step 120, then this method advances to step 130, if but answer is a "Yes", then this method advances to step 122.
Therefore, step 120 comprises test:
T 1＜T Engine＜T 2If, then go to 122, otherwise, go to 130.
Wherein:
T EngineBe the present engine temperature;
T 1It is first predetermined temperature; And
T 2It is second predetermined temperature.
In step 122, control exhaust cycle Flow valve 11, variable flow pump 19, oil pump 12, being labeled as the system requirements that 300 row is put down in writing in the form that satisfies Fig. 4, and the first and second automatically controlled coolant flow valves 17 and 18 are controlled in the record that is labeled as in the form as Fig. 5 in addition in 300 the row.
That is to say, if the temperature (T of the oil that oil temperature sensor 24 is determined Oil) be lower than the temperature (T of the freezing mixture of discharging vent gas cooler 5 Out), the second automatically controlled coolant flow valve 18 is controlled to be in by controller 20 and opens or flowing state, and the first automatically controlled coolant flow valve 17 is controlled so as to and cuts out, with the low temperature radiator 16 of bypass, however if the temperature (T of the oil that oil temperature sensor 24 is determined Oil) be higher than the temperature (T of the freezing mixture of discharging vent gas cooler 5 Out), then the second automatically controlled coolant flow valve 18 is controlled to by controller 20 and is in closed condition, thus bypass oil heat exchanger 6, and the first automatically controlled coolant flow valve 17 is controlled so as to and cuts out with the low temperature radiator 16 of bypass.Therefore, the first automatically controlled coolant flow valve 17 always cuts out during engine warm-up, to prevent from emission performance is had the excessive exhaust cooling of adverse effect.
That is to say, use exhaust gas recirculatioon speed, use low freezing mixture speed and use low oily flow rate as the needed appropriateness of emission control purpose.
Then, this method advances to step 124 determining switch whether still for opening, and if like this, this method is back to step 120, and if not so, then this method ends at step 190.That is to say that this method continues to cycle through step 120,122 and 124, until arbitrary test crash at step 120 and 124 places.
If the test crash subsequently in step 120 then in step 130, determines whether motor 1 is in normal operating temperature.Whether this determines in the following way: will compare with second predetermined temperature and the 3rd predetermined temperature from the current engine temperature that records that temperature transducer 21 obtains, and drop between these two predetermined temperatures to check Current Temperatures.If in step 130 test the result be "No", then this method advances to step 140, and if answer is a "Yes", then this method advances to step 132.
Therefore, step 130 comprises test:
T 2＜T Engine＜T 3If, then go to 132, otherwise, go to 140.
Wherein:
T EngineBe the present engine temperature;
T 2It is second predetermined temperature; And
T 3It is the 3rd predetermined temperature.
In step 132, control exhaust gas recirculation flow valve 11, changeable flow coolant pump 19 and oil pump 12 to be being labeled as the system requirements that 400 row is put down in writing in the form that satisfies Fig. 4, and the first and second automatically controlled coolant flow valves 17 and 18 are controlled in the record that is labeled as in the form as Fig. 5 in addition in 400 the row.
That is to say, if the oil temperature (T that oil temperature sensor 24 is determined Oil) be lower than minimum expection oil temperature (T Oil min), the second automatically controlled coolant flow valve 18 is controlled to by controller 20 and cuts out, and the first automatically controlled coolant flow valve 17 is controlled so as to and opens allowing freezing mixture to flow to low temperature radiator 16, however if the oil temperature (T that oil temperature sensor 24 is determined Oil) be higher than greatest expected oil temperature (T Oil max), then the second automatically controlled coolant flow valve 18 is controlled to by controller 20 and is in freezing mixture and can flows through the open mode of oil heat exchanger 6 with cold oil, and the first automatically controlled coolant flow valve 17 is controlled so as to and opens.Therefore, the first automatically controlled coolant flow valve 17 is always opened at normal motor run duration, thereby to provide the exhaust cooling to keep emission performance.
Be to be understood that, depend on the type of employed valve and the control strategy in the embedding controller 20, the first automatically controlled coolant flow valve 17 and the second automatically controlled coolant flow valve 18 can be controlled so as to opens fully or closes fully, and perhaps they can be controlled as being movable to and partially open or closing state.
Therefore,, use high exhaust gas recirculatioon speed, use high freezing mixture speed and use high oily flow rate at normal motor run duration.
Then, this method advances to step 134, and determining switch whether still for opening, and if like this, this method is back to step 130, and if not so, then this method ends at step 190.In other words, this method continues to cycle through step 130,132 and 134, up to the arbitrary test crash at step 130 and 134 places.
At last, if the test crash in step 130 then subsequently in step 140, determines whether motor 1 is higher than normal operating temperature.This determines in the following way: will compare with the 3rd predetermined temperature from the current engine temperature that records that temperature transducer 21 obtains, and whether be higher than the 3rd predetermined temperature to check Current Temperatures.If the result of test is a "No" in step 140, then this method is back to step 110, if but answer is a "Yes", then this method advances to step 142.
Therefore, step 140 comprises test:
T Engine＞T 3If, then go to 142, otherwise, go to 110.
Wherein:
T EngineBe the present engine temperature; And
T 3It is the 3rd predetermined temperature.
In step 142, control exhaust cycle Flow valve 11, variable flow pump 19 and oil pump 12, being labeled as the system requirements that 500 row is put down in writing in the form that satisfies Fig. 4, and the first and second automatically controlled coolant flow valves 17 and 18 are controlled in the record that is labeled as in the form as Fig. 5 in addition in 500 the row.
Should be pointed out that valve position is with identical with reference to the described valve position of normal operating condition.
That is to say, use minimum or be zero exhaust gas recirculatioon speed, uses high or maximum freezing mixture speed and use high or maximum oily flow rate, and the second automatically controlled coolant flow valve 18 opens or closes, to control the warm (T of oil Oil), so that oily temperature is maintained T OilminTo T OilmaxSpecified scope, it is 110 to 120 degrees centigrade in this example.Should be pointed out that owing to oily and have low-down viscosity and therefore need very high flow rate to keep the oil pressure of expection, so oily flow rate will be maximum or approaching maximum automatically.
Then, this method advances to step 144 determining switch whether still for opening, and if like this, this method is back to step 140, but if not so, then this method ends at step 190.In other words, this method continues to cycle through step 140,142 and 144, up to the arbitrary test crash at step 140 and 144 places, ends at 190 or the temperature of test engine 1 again at this test prescribing method.
In the above example that provides, current engine temperature is the temperature of discharging the freezing mixture of motor 1, and the representative value of T1, T2 and T3 is respectively 40 ℃, 65 ℃ and 105 ℃.Yet if another temperature such as the cylinder head temperature of motor 1 is used for the control operation of controller 20, T1, T2 will use different values with T3.
Although should be appreciated that with respect to fixing predetermined temperature and described the utility model, it is variable that these set points are based on specific engine behavior, and can by interpolation from be stored in controller 20 mapping or form in obtain.For example, above-mentioned 40 ℃ of set points can be depending on such as working staties such as ambient temperature and engine loads and change between 35 ℃ and 50 ℃.
Although the mode by example has been described the utility model with reference to an embodiment (wherein controlling based on the use by a large amount of engine temperatures of coolant temperature sensor 21 sensings), but be to be understood that, the utility model also can be realized by utilizing such as one or more emission sensors such as NOx and CO sensor, wherein the output from described one or more emission sensors can be used for determining that motor is at state 200,300, which kind of state in 400 and 500 is running down, and based on these SC sigmal control variable coolant pumps 4, the first automatically controlled coolant flow valve 17, the second automatically controlled coolant flow valve 18, exhaust-gas-recirculation valve 11 and oil pump 12.
Employed term in the literary composition " zero flow rate " refers to 0% flow rate of accessible maximum flow rate.
Employed term " minimum flow rate " refers to by utilizing the obtainable minimum discharge of controller control flow rate in the literary composition, and can comprise or can not comprise zero flow rate.
Employed term in the literary composition " very low/very low flow rate " refers to about 10% flow rate less than accessible maximum flow rate.
Term as used herein " low flow rate " refers to and surpasses very low/very low flow rate but less than about 50% flow rate of accessible maximum flow rate.
Term as used herein " middle or appropriate flow rate " refers to and surpasses low flow rate but less than about 75% flow rate of accessible maximum flow rate.
Term as used herein " high flow rate " refers to the flow rate that surpasses middle flow rate.
Term as used herein " maximum flow rate " refers to 100% flow rate of for the present engine operating condition accessible maximum flow rate.
Therefore, generally speaking, the inventor recognizes, utilizes the simple-arranged of heat exchanger and by the flowing of the various fluids of control by heat exchanger, especially can realize the obvious minimizing and the remarkable thus less CO of motor fuel consumption between engine cold starting and warming up period 2Produce.
The inventor also recognizes, enters the oil of motor but not a large amount of oil that heating is stored in the fuel tank of motor can obtain remarkable improvement by heating effectively.
The inventor recognizes, can be combined as the flow rate that produces low emission and high-engine efficient and make the required exhaust of motor operation, freezing mixture and oil with special type described herein, to provide rapid heating automatically to the oil that enters motor.That is to say that in order to satisfy the EC emission level that underload is applied in stage V and stage VI, required exhaust gas recirculatioon (EGR) level is very high, and EGR needs colder so that the NOx reduction reaches maximum.These demands are along with motor and exhaust gas post-treatment device warming-up and change.
Common strategy is:
For cold engine/exhaust: owing to be used to control CO﹠amp; The after-treatment device of HC can not worked effectively, so use low-level EGR and keep EGR heat so that CO﹠amp; HC reaches bottom line.(note that because the exhaust quality flow rate reduces,, thereby improve delivery temperature and reduce the time that after-treatment device starts (activation) fully) so the EGR that moves on the diesel engine helps to improve delivery temperature;
For warm motor/exhaust: under the situation of EGR cooling, use the EGR of higher level with appropriateness, with NOx as target but prevent CO﹠amp; HC soars;
Motor/exhaust for heat: under the situation of cooling, use the EGR of high/highest level based on the real-world operation state of motor, so that NOx reaches bottom line with high/highest level; And
For very hot motor (a kind of running that is higher than normal temperature range): use low EGR to not using EGR, to avoid engine overheat and to reduce cooling requirement.
The distribution passage that the oil pressure demand of motor is commonly referred to main oil gallery usually influences, and has when the engine thermal size of enough flow rates for peak power such as the engine hardware at the piston cooling nozzle under the diesel engine situation.Under this condition, be equipped with in employing under the situation of standard fixed displacement oil pump of Decompression valves, oil pressure tends to low voltage side.Have automatically controlled unsteady flow dispensing pump by use, the actual required flow rate of the oil pressure that obtains expection in flow rate and the main oil gallery is complementary.Pressure in the main oil gallery is by oil viscosity in shaft bearing, camshaft bearing, the piston cooling nozzle flow resistance etc. and seepage domination.When engine warm-up, oil viscosity reduces with the order of magnitude.Flow rate required when this means oil cooling is very low, and it raises along with engine warm-up.The oil flow rate usually with the order of magnitude rise with 30 ℃ with 100 ℃ between keep identical oil duct pressure.
If not a large amount of parts are direct and the power output of motor has relation, the engine cooling demand changes according to different parts.For example, the cooling of piston, cylinder head, cylinder block and oil is influenced by the power output of motor directly, makes for high/full power (high capacity down at a high speed), needs high-caliber cooling, and, need low-level cooling for appropriateness or low power (partial load and/or low speed).On the contrary, as mentioned above, it doesn't matter with engine power in EGR cooling requirement, but with the EGR mass flowrate relation is arranged.Therefore, the required cooling of EGR is tended to for light partial load to the highest, and for high/full power for minimum.
Although the mode by example has been described the utility model with reference to preferred embodiment (wherein the variable flow rate pump is used to control the flow of freezing mixture and oil), but be to be understood that, no matter whether freezing mixture and pump are variable flow rate type or immutable flow rate type, can use controller control to be positioned at freezing mixture and oil that the opening and closing of the flow control valve in coolant pump and oil pump downstream also can variable flow rate.Yet, because the high energy loss that produces when needing the throttling of flowing is considered to be inferior to the use that does not have the proposed for variable flow rate of flow control valve freezing mixture and oil pump so such valve is arranged.
Those skilled in the art is to be understood that, although the mode by example has been described the utility model with reference to one or more embodiments, but the utility model is not limited to disclosed embodiment, and be to be understood that under the situation of the scope of the present utility model that does not depart from the claims record, can construct the one or more modification or the alternate embodiment of disclosed embodiment.

Claims (7)

1. engine system is characterized in that comprising:
Motor, described motor have and are used for exhaust is recycled to the exhaust gas recycling system of the air inlet side of described motor from the exhaust side of described motor, and described exhaust gas recycling system comprises vent gas cooler and EGR control valve;
Oil heat exchanger, it is arranged to directly receive thermal fluid and directly supply oil to the main oil gallery of described motor from described vent gas cooler;
The first flow control gear, it changes the flow by the thermal fluid of described vent gas cooler and described oil heat exchanger;
Second flow control device, it changes the flow by the oil of described oil heat exchanger; And
The controller of described EGR control valve of may command and described first and second flow control devices after cold starting, described controller is connected to described EGR control valve, described first flow control gear and described second flow control device, with the flow based on engine operating status control exhaust gas recirculation, thermal fluid and oil.
2. engine system according to claim 1, it is characterized in that, be lower than in the temperature of described motor during the cold-start phase of engine running of first predetermined temperature, described EGR control valve is in the controlled location that produces low exhaust gas recirculatioon flow rate; Described first flow control gear is in the controlled location of the low-down flow rate that produces described thermal fluid; Be in the controlled location that produces oily low-down flow rate with described second flow control device.
3. engine system according to claim 2, it is characterized in that, be higher than described first predetermined temperature but during being lower than the warm-up period of engine running of second predetermined temperature, described EGR control valve is in and produces the controlled location that is higher than described low flow rate but is lower than the intermediate recycling exhaust flow rate of maximum flow rate in the temperature of described motor; Described first flow control gear is in the controlled location of the low flow rate that produces described thermal fluid; Be in the low flow rate that produces oil adds deep fat by exhaust gas recirculation with continuation controlled location with described second flow control device.
4. engine system according to claim 3, it is characterized in that, be higher than than the second high predetermined temperature of described first predetermined temperature but during being lower than the normal operating phase of engine running of the 3rd predetermined temperature, described EGR control valve is in the controlled location of the higher rate that produces the required exhaust gas recirculatioon of high efficience motor running in the temperature of described motor; Described first flow control gear is in the controlled location of the thermal fluid flow of generation two-forty with the cooling of raising exhaust; Be in the controlled location of the oily flow that produces high flow rate with described second flow control device.
5. engine system according to claim 4, it is characterized in that, be higher than in the temperature of described motor during hot operation phase of engine running of described the 3rd predetermined temperature, described EGR control valve is in the controlled location that generation is zero exhaust gas recirculation flow substantially; Described first flow control gear is in the controlled location of the thermal fluid flow that produces two-forty; Be in the controlled location of the oily flow that produces two-forty with described second flow control device.
6. according to each described engine system in the claim 2 to 5, it is characterized in that, described motor has engine-cooling system, and freezing mixture circulates in described engine-cooling system cooling off described motor, and described thermal fluid is the freezing mixture of the described motor of cooling.
7. according to each described engine system in the claim 2 to 5, it is characterized in that described motor has engine-cooling system, described engine-cooling system comprises: freezing mixture circulates in radiator to cool off the radiator of described motor; Be used for described vent gas cooler and have the independent heat transfer loop of the oil heat exchanger of low temperature radiator, wherein, described thermal fluid only flows through described independent heat transfer loop.
CN201020278611XU 2009-07-29 2010-07-29 Engine system with exhaust gas recirculation system Expired - Lifetime CN202055939U (en)

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CN105673178A (en) * 2016-01-13 2016-06-15 奇瑞汽车股份有限公司 Engine cooling system with EGR system and control method thereof
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CN110173384A (en) * 2018-02-21 2019-08-27 Ge延巴赫两合无限公司 The method for preheating internal combustion engine by oil and collet water cooler
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