WO2015143741A1 - 用于控制共轨发动机瞬态工况燃烧噪声的系统装置 - Google Patents

用于控制共轨发动机瞬态工况燃烧噪声的系统装置 Download PDF

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WO2015143741A1
WO2015143741A1 PCT/CN2014/075157 CN2014075157W WO2015143741A1 WO 2015143741 A1 WO2015143741 A1 WO 2015143741A1 CN 2014075157 W CN2014075157 W CN 2014075157W WO 2015143741 A1 WO2015143741 A1 WO 2015143741A1
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engine
intake
valve
egr
transient
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PCT/CN2014/075157
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English (en)
French (fr)
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李家俊
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天津大学
李家俊
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Publication of WO2015143741A1 publication Critical patent/WO2015143741A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B21/00—Engines characterised by air-storage chambers
    • 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
    • F02M26/17—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system
    • F02M26/19—Means for improving the mixing of air and recirculated exhaust gases, e.g. venturis or multiple openings to the intake system
    • 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
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • 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

Definitions

  • the invention belongs to engine combustion technology and mainly relates to a system device and method for controlling noise generated by transient combustion of an engine.
  • the common rail engine has been applied to the control of diesel fuel injection. It is well known that the noise emitted by the diesel engine during acceleration is significantly increased. This is mainly due to the fact that the combustion chamber wall temperature is lower than the steady state condition under transient conditions, resulting in longer deflagration period, pressure rise rate and high frequency pressure oscillation. Increased.
  • the wall temperature of the supercharged "constant speed increase torque" transient condition is significantly higher than the “constant torque increase speed” condition, so the control effect of combustion noise is better.
  • EGR exhaust gas reburning
  • the intake air temperature is increased and the retardation period is shortened.
  • the higher specific heat capacity of the exhaust gas absorbs the heat generated by the combustion, so that the pressure rise rate and the high frequency pressure fluctuation at the initial stage of the premixed combustion can be reduced, and the roughness of the combustion can be suppressed.
  • How to effectively control the combustion noise of the common rail engine transient working condition in the structural setting is the problem to be solved by the present invention.
  • the technical solution adopted by the present invention is divided into two parts: a system device and a control method.
  • the technical solution of the system is:
  • the current engine cycle system with turbo structure is mainly composed of engine, turbocharger and intercooler.
  • the technical solution of the present invention proposes that the engine, the turbocharger, the intercooler, the check valve and the intake air mixer are sequentially connected to form an engine secondary supercharging power circulation system.
  • the engine exhaust manifold is connected to the EGR cooler, the gas side outlet of the EGR cooler is connected to the engine intake mixer, and the high pressure reservoir air is connected to the engine intake mixer via the high pressure solenoid valve.
  • the system device for controlling the combustion noise of the common-rail engine transient working condition mainly includes a sensor, a controller and an actuator.
  • the sensor part mainly includes: engine speed, throttle position, throttle acceleration rate, EGR lift status, EGR vacuum valve opening degree, high pressure gas replenishment status, etc., to sense various signals used to control combustion noise of engine transient conditions.
  • the controller is judged and calculated based on various signals by writing to the program of the ECU control unit to obtain the correct control parameters.
  • the actuator mainly refers to the opening of the EGR valve and the high pressure solenoid valve.
  • the ECU control unit regulates the input and output signals of the high-pressure solenoid valve, the EGR valve, the vacuum regulating valve, the water temperature sensor, the throttle sensor, and the rotational speed sensor, and the ratio of the intake air to the fresh air is as follows.
  • the pressure is adjusted to make the gas state at the moment of engine acceleration meet the high temperature condition, increase the wall temperature, and reduce the pressure rise rate to reduce the combustion noise.
  • the ECU control unit acquires the transient accelerator pedal acceleration signal through the throttle sensor. (By the program written in the ECU control unit) The ECU control unit determines the number of rotations and the amount of load to be lifted based on the accelerator pedal acceleration signal, and calculates and corrects the amount of fuel injection and the amount of intake air that need to be increased. The opening of the vacuum regulating valve is controlled by the EGR valve, and the ratio of the intake air amount to the air amount is adjusted. If there is a supercharge lag in the intake process, the intake air cannot meet the required amount of oil. After calculation by the ECU control unit, the high-pressure solenoid valve that opens the high-pressure gas storage tank introduces high-pressure air as a supplement to the intake process.
  • the ECU control unit calculates the corrected voltage value of the required exhaust gas amount and the pressurized gas amount, and divides by 24 to obtain the duty ratio signal, thereby achieving the purpose of reducing the pressure rise rate of the engine speed increasing process and reducing the combustion noise.
  • the characteristic and beneficial effect of the invention is that, by comprehensively controlling the intake and injection processes during the transient operation of the engine, the pressure increase rate is reduced without lowering the engine transient to improve the engine power, and the engine cylinder wall surface is raised.
  • the temperature effectively reduces the noise generated by the engine's transient speed increase.
  • Fig. 1 is a view showing the principle of a system of the present invention and a connection structure of components.
  • FIG 2 is an exemplary schematic view of the air supply characteristics of the EGR valve.
  • System apparatus and method for controlling combustion noise of a common rail engine transient condition includes: engine, turbocharger, intercooler, check valve, EGR cooler, high pressure gas storage tank, high pressure solenoid valve, air intake mixer, EGR valve, vacuum regulating valve, ECU control unit, water temperature sensor , throttle sensor and speed sensor.
  • the component connection structure is: an engine secondary supercharge power circulation system is sequentially connected by the engine 1, the turbocharger 2, the intercooler 3, the check valve 4, and the intake mixer 5.
  • the engine exhaust manifold is connected to the EGR cooler 6, the gas side outlet of the EGR cooler is connected to the engine intake mixer, and the high pressure reservoir 7 air is connected to the engine intake mixer via the high pressure solenoid valve 8.
  • the EGR cooler outlet is connected in series with the EGR valve 9 and the vacuum regulating valve 10.
  • the ECU control unit 11 regulates input and output signals of the high pressure solenoid valve, the EGR valve, the vacuum regulating valve, the water temperature sensor 12, the throttle sensor 13, and the rotational speed sensor 14.
  • the ECU control unit obtains the transient accelerator pedal acceleration signal through the throttle sensor, and the accelerator pedal acceleration rate can determine the speed and load to be lifted.
  • the ECU control unit determines the speed and load to be lifted based on the accelerator pedal acceleration signal, and calculates and corrects the amount of fuel injection and the amount of intake air that need to be increased.
  • the opening of the vacuum regulating valve is controlled by the EGR valve, and the ratio of the intake air amount to the air amount is adjusted.
  • the high-pressure solenoid valve that opens the high-pressure gas storage tank introduces high-pressure air as a supplement to the intake process. That is, the EGR system increases the amount of exhaust gas entering the intake air, and the intake state is still unable to meet the demand for the intake, that is, when the demand for the intake air is required, the high-pressure gas storage device is further activated.
  • the gas state in the engine satisfies the high temperature condition, the wall surface temperature is increased, and the pressure increase rate is lowered.
  • the ECU control unit calculates the corrected voltage value of the required amount of exhaust gas and the amount of pressurized gas, and divides it by 24 (volts) to obtain the duty ratio signal, thereby achieving the purpose of reducing the pressure rise rate of the engine speed increasing process and reducing the combustion noise.
  • EGR and ECU are the abbreviation of exhaust gas recirculation technology and vehicle electrical control unit respectively, and are also the technical terms familiar to the technicians in the engine field.
  • the high-temperature exhaust of the engine is divided into two parts, one part is directly discharged (or other heat utilization); the other part is put into the turbocharger to be self-heated after being pressurized.
  • the amount of pressure required for the instantaneous acceleration of the engine is calculated by the ECU.
  • the high pressure gas storage tank is used to supercharge the engine intake air, and the air of the high pressure gas storage tank comes from the air compressor.
  • the intake mixer is used to mix exhaust gas with fresh air and oxygen.
  • Engine operating or transient operating parameters may include one or more of the following: engine speed, throttle position, throttle rate, and EGR system parameters.
  • EGR system parameters include: EGR valve, EGR vacuum valve opening, EGR internal exhaust volume, exhaust gas cooled temperature, EGR cooler gas flow, and coolant temperature. Based on the instantaneous opening of the EGR vacuum valve at the moment, the ECU receives the predetermined current value of the EGR vacuum valve, and calculates the corrected voltage value to be applied to the EGR system based on the current resistance value and the predetermined current value.
  • the resistance correction value of the EGR system parameter is used to adjust the duty ratio signal to be applied to the EGR vacuum valve, so that the current through the EGR valve is consistent with the predetermined current, and the control precision of the EGR vacuum valve is improved, thereby achieving High-precision control of combustion noise in common-mode engine transient conditions.
  • Figure 2 shows the oil supply characteristics of the EGR valve. It can be seen from Fig. 2 that the larger the current through the EGR valve is, the smaller the required gas volume is, and the opening degree of the EGR vacuum valve should be correspondingly reduced; the smaller the current through the EGR valve, the larger the required gas volume is. At this time, the opening degree of the EGR vacuum valve should be correspondingly increased.
  • the EGR cooler is used to cool the exhaust gas, and the cooling intensity is calculated by the ECU from the operating parameters of the intake state sensor.
  • the operating parameters may be, for example, EGR vacuum valve opening, EGR internal exhaust gas temperature, cooled exhaust gas temperature, EGR cooler gas flow, cooling medium temperature, and the like.
  • a conventional turbocharged engine power cycle system consisting of an engine, a turbocharger, an intercooler, etc.
  • the transient noise of the process is very loud, and in addition to adding a part of the excess fuel consumption, it seriously affects the comfort of the driver and the occupants.
  • the ratio of the amount of exhaust gas to the amount of air is obtained by the air volume conversion relationship, thereby controlling the EGR vacuum valve.
  • the exhaust gas is introduced into the intake air, or high-pressure air is introduced as an intake supplement, thereby reducing the pressure rise rate during the working process and reducing the combustion noise.
  • the invention not only solves the control problem of the combustion noise in the transient working condition, but also can significantly reduce the cost and effectively improve the system reliability.
  • the apparatus for controlling the combustion noise of a transient operating condition of a common rail engine proposed by the present invention can be implemented in a common rail system or in a hardware component that can control the EGR valve.
  • the hardware portion can be implemented using dedicated logic; the software portion can be stored in memory and executed by a suitable instruction execution system, such as a microprocessor, personal computer or mainframe.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

本发明公开了一种用于控制共轨发动机瞬态工况燃烧噪声的系统装置。装置的方案是：由发动机、涡轮增压器、中冷器、单向阀以及进气混合器依次连接构成发动机二次增压动力循环系统。发动机排气支管接至EGR冷却器，冷却器的气侧出口接至发动机进气混合器。高压储气罐空气经高压电磁阀接入发动机进气混合器。在控制方法方面提出四个方案：获取油门踏板加速信号；由状态参数估算EGR真空阀开度；由当时进气状态估算增压度；以及调节EGR阀，控制空比信号。在发动机瞬态加速过程中通过控制进气与喷油过程，在不降低发动机瞬态提高发动机功率的前提下，降低压升率，提升发动机气缸壁面温度，有效降低了发动机瞬态提速燃烧所产生的噪声。

Description

用于控制共轨发动机瞬态工况燃烧噪声的系统装置
技术领域
本发明属于发动机燃烧技术， 主要涉及一种控制发动机瞬态燃烧产生噪声的系统装置 及方法。
背景技术
柴油机喷油技术经历了机械和电控两种操纵喷油的技术之后， 共轨发动机目前已应用 于柴油机喷油的控制。 众所周知， 柴油机在运行加速时所发出的噪声明显增大， 这主要由 于瞬态工况下的燃烧室壁面温度低于稳态工况， 致使滞燃期变长、 压升率及高频压力振荡 增大所致。
研究发现， 增压 "恒转速增转矩"瞬态工况的壁面温度明显高于 "恒转矩增转速"工 况， 因此燃烧噪声的控制效果较好。 柴油机引入废气再燃烧 （EGR) 技术后， 使得进气温 度提高， 滞燃期缩短。 同时废气中比热容较高的物质（如 C02等）会吸收燃烧产生的热量， 因此可以降低预混合燃烧初期的压升率和高频压力波动， 抑制燃烧的粗暴性。 在结构设置 上如何使得共轨发动机瞬态工况燃烧噪声得到有效控制， 就是本发明所要解决的问题。
发明内容
本发明的目的是， 提出了一种用于控制共轨发动机瞬态工况燃烧噪声的系统及方法装 置。
为实现其目的， 本发明的所采取的技术方案分为系统装置和控制方法两部分。 系统装 置的技术方案是： 目前带有涡轮增压结构的发动机循环系统主要由发动机、 涡轮增压器以 及中冷器等组成。 在此基础上本发明的技术方案提出： 由发动机、 涡轮增压器、 中冷器、 单向阀以及进气混合器依次连接构成发动机二次增压动力循环系统。 发动机排气支管接至 EGR冷却器， EGR冷却器的气侧出口接至发动机进气混合器， 高压储气罐空气经高压电 磁阀接入发动机进气混合器。
用于控制共轨发动机瞬态工况燃烧噪声的系统装置， 其控制系统主要包括传感器、 控 制器以及执行器三部分。传感器部分主要包括： 发动机转速， 油门位置， 油门加速率， EGR 升程状态、 EGR真空阀开度， 高压气体补充状态等， 感知用于控制发动机瞬态工况燃烧噪 声的各种信号。 控制器就是通过写入 ECU控制单元的程序， 根据各种信号进行判断和计 算， 得出正确的控制参数。 而执行器主要指 EGR阀、 高压电磁阀的开量。
利用 ECU控制单元对高压电磁阀、 EGR阀、 真空调节阀、 水温传感器、 油门传感器 以及转速传感器的输入输出信号进行调控， 通过对发动机废气与新鲜空气的进气比例以及 压力进行调节， 使发动机提速瞬间的气体状态满足高温条件， 提高壁面温度， 降低压力升 高率， 来降低燃烧噪声的目的。
在控制共轨发动机瞬态工况燃烧噪声的方法方面， 提出了以下四个技术方案： ( 1 ) 获取油门踏板加速信号； （2 ) 由状态参数估算 EGR真空阀开度； （3 ) 由当时进气 状态估算增压度； （4 ) 调节 EGR阀， 控制空比信号。
具体是： ECU控制单元通过油门传感器获取瞬态油门踏板加速信号。 （通过写入 ECU 控制单元的程序） 根据油门踏板加速信号 ECU控制单元判断出需要提升的转速和负荷量， 通过计算得到并修正需要增加的喷油量以及进气量。 通过 EGR阀控制真空调节阀的开度， 调节控制废气量与空气量的进气比例。 如果进气过程中存在增压滞后， 进气无法满足所需 油量大小， 通过 ECU控制单元计算后， 打开高压储气罐的高压电磁阀引入高压空气作为 进气过程的补充。 然后对 ECU控制单元计算出所需废气量和增压气体量的修正电压值， 除以 24得到占空比信号， 实现降低发动机提速过程的压升率， 降低燃烧噪声的目的。
本发明的特点及有益效果是，在发动机瞬态工作过程中通过综合控制进气与喷油过程， 在不降低发动机瞬态提高发动机功率的前提下， 降低压力升高率， 通过提升发动机气缸壁 面温度， 有效降低了发动机瞬态提速时所产生的噪声。
附图说明
图 1是本发明系统的原理及部件连接结构图。
图 2是 EGR阀的供气特性的示例性示意图。
具体实肺式
以下结合附图并通过实施例对本发明的技术原理及结构更详细的说明。 需要说明的是 实施例仅用于示例性说明， 并非用于限制本发明的保护范围。
用于控制共轨发动机瞬态工况燃烧噪声的系统装置及方法。 系统装置包括： 发动机、 涡轮增压器、 中冷器、单向阀、 EGR冷却器、高压储气罐、高压电磁阀、进气混合器、 EGR 阀、 真空调节阀、 ECU控制单元、 水温传感器、 油门传感器以及转速传感器等。 其部件连 接结构是： 由发动机 1、 涡轮增压器 2、 中冷器 3、 单向阀 4以及进气混合器 5依次连接构 成发动机二次增压动力循环系统。 发动机排气支管接至 EGR冷却器 6， EGR冷却器的气 侧出口接至发动机进气混合器，高压储气罐 7空气经高压电磁阀 8接入发动机进气混合器。 EGR冷却器出口依次串接 EGR阀 9和真空调节阀 10。 ECU控制单元 11对高压电磁阀、 EGR阀、 真空调节阀、 水温传感器 12、 油门传感器 13以及转速传感器 14的输入输出信 号进行调控。 用于控制共轨发动机瞬态工况燃烧噪声的方法， 其控制方法包括以下步骤：
( 1 ) 获取油门踏板加速信号
ECU控制单元通过油门传感器获取瞬态油门踏板加速信号， 由加速踏板加速率可以判断 出需要提升的转速和负荷的大小。
(2) 由状态参数估算 EGR真空阀开度
(通过写入 ECU控制单元的程序） 根据油门踏板加速信号 ECU控制单元判断出需要提 升的转速和负荷量， 通过计算得到并修正需要增加的喷油量以及进气量。 通过 EGR阀控 制真空调节阀的开度， 调节控制废气量与空气量的进气比例。
(3 ) 由当时进气状态估算增压度
如果进气过程中存在增压滞后， 进气无法满足所需油量大小， 通过 ECU控制单元计 算后， 打开高压储气罐的高压电磁阀引入高压空气作为进气过程的补充。 即 EGR系统增 加进入进气中的废气量， 进气状态仍无法满足发动即对于进气地需求时， 将进一步启动高 压储气装置。 通过两种进气调节， 使发动机内气体状态满足高温条件， 提高了壁面温度， 降低压力升高率。
(4) 调节 EGR阀， 控制空比信号
对 ECU控制单元计算出所需废气量和增压气体量的修正电压值， 除以 24 (伏特） 得 到占空比信号， 以此实现降低发动机提速过程的压升率， 降低燃烧噪声的目的。
EGR和 ECU分别是废气再循环技术和整车电气控制单元的英文缩写， 也是发动机汽 车领域技术人员熟知的专业技术用语。
发动机的高温排气分为二部分， 一部分直接排出 （或进行其它热利用）； 另一部分进 入涡轮增压器进行增压后自身热利用。 发动机瞬间加速过程所需压力的大小通过 ECU进 行计算， 在涡轮增压的基础上， 高压储气罐用来对发动机进气进行二次增压， 高压储气罐 的空气来自空气压缩机。 进气混合器用于废气与新鲜空气以及氧气进行混合。
发动机运行或瞬间工况工作参数可以包括以下中的一项或多项： 发动机转速、 油门位 置、油门加速率以及 EGR系统参数。 EGR系统参数包括： EGR阀、 EGR真空阀开度、 EGR 内废气量、 废气冷却后温度， EGR冷却器中气体流量以及冷却介质温度等。 基于瞬间增速 EGR真空阀门当时的开度， ECU要接收 EGR真空阀的预定电流值， 根据当时电阻值与预 定电流值， 计算将要施加到 EGR系统的修正电压值。
利用 EGR系统参数的电阻修正值调整将要施加于 EGR真空阀的占空比信号， 从而使 得通过 EGR阀的电流与预定电流保持一致， 提高对 EGR真空阀的控制精度， 由此实现对 共轨发动机瞬态工况燃烧噪声的高精度控制。
图 2显示出了 EGR阀的供油特性。 从图 2可见， 通过 EGR阀的电流越大， 表示所需 气量越小， 此时 EGR真空阀的开度则应相应地减小； 通过 EGR阀的电流越小， 表示所需 气量越大， 此时 EGR真空阀的开度则应相应地增大。
EGR冷却器用于对废气进行冷却，冷却强度由进气状态传感器的工作参数通过 ECU计 算得到。 所述工作参数可以例如是 EGR真空阀开度， EGR内废气温度， 冷却后废气温度， EGR冷却器中气体流量， 冷却介质温度等。
作为与实施例的对比： 目前由发动机、 涡轮增压器、 中冷器等组成的普通涡轮增压式 发动机动力循环系统， 直接通过控制进气和喷油来实现加速过程。 但该过程瞬态工况燃烧 噪声非常大， 除了增加一部分多余的油耗外， 严重影响了驾驶员以及乘坐人员的舒适性。 为此， 以本发明所设计的 ECU计算加油量为基础， 通过空气量转换关系， 得到废气量与 空气量的比例， 从而控制 EGR真空阀。 将废气引入到进气中， 或者引入高压空气作为进 气补充， 从而降低工作过程的压升率， 降低燃烧噪声。 本发明不但解决了瞬态工况燃烧噪 声的控制问题， 还可以显著降低成本， 有效提高系统可靠性。 本发明提出的用于控制共轨发动机瞬态工况燃烧噪声的设备， 可以在共轨系统中 实现， 也可以在可以控制 EGR阀的硬件部件中实现。 硬件部分可以利用专用逻辑来实现; 软件部分可以存储在存储器中， 由适当的指令执行系统， 例如微处理器、 个人计算机或大 型机来执行。

Claims

权利要求书
1. 用于控制共轨发动机瞬态工况燃烧噪声的系统装置， 包括： 发动机、 涡轮增压器、 中冷器、 单向阀、 EGR冷却器、 高压储气罐、 高压电磁阀、 进气混合器、 EGR阀、 真空 调节阀、 ECU控制单元、 水温传感器、 油门传感器以及转速传感器， 由发动机、 涡轮增压 器、 中冷器组成涡轮增压式发动机动力循环， 其特征是： 由发动机（1 )、 涡轮增压器（2)、 中冷器 （3 )、 单向阀 （4) 以及进气混合器 （5 ) 依次连接构成发动机二次增压动力循环系 统， 发动机排气支管接至 EGR冷却器 （6)， EGR冷却器的气侧出口接至发动机进气混合 器， 高压储气罐 （7) 空气经高压电磁阀 （8) 接入发动机进气混合器。
2.按照权利要求 1所述的用于控制共轨发动机瞬态工况燃烧噪声装置， 其特征是： 所 述 EGR冷却器出口依次串接 EGR阀 （9) 和真空调节阀 （10)。
3.按照权利要求 1或 2所述的用于控制共轨发动机瞬态工况燃烧噪声装置，其特征是: ECU控制单元 （11 ) 对所述高压电磁阀 （8)、 EGR阀 （9)、 真空调节阀 （10)、 水温传感 器 （12)、 油门传感器 （13 ) 以及转速传感器 （14) 的输入输出信号进行调控。
4.一种用于控制共轨发动机瞬态工况燃烧噪声的方法， 其特征是： 所述控制方法包括 以下步骤：
( 1 ) 获取油门踏板加速信号
ECU控制单元通过油门传感器获取瞬态油门踏板加速信号；
(2) 由状态参数估算 EGR真空阀开度
根据油门踏板加速信号 ECU控制单元判断出需要提升的转速和负荷量， 通过计算得到 并修正需要增加的喷油量以及进气量， 通过 EGR阀控制真空调节阀的开度， 调节控制废 气量与空气量的进气比例；
(3 ) 由当时进气状态估算增压度
如果进气过程中存在增压滞后， 进气无法满足所需油量大小， 通过 ECU控制单元计算 后， 打开高压储气罐的高压电磁阀引入高压空气作为进气过程的补充；
(4) 调节 EGR阀， 控制空比信号
对 ECU控制单元计算出所需废气量和增压气体量的修正电压值， 除以 24得到占空比 信号， 实现降低发动机提速过程的压升率， 降低燃烧噪声的目的。
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