WO2020108566A1 - 具有低压egr系统的发动机的配气机构以及控制策略 - Google Patents

具有低压egr系统的发动机的配气机构以及控制策略 Download PDF

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WO2020108566A1
WO2020108566A1 PCT/CN2019/121624 CN2019121624W WO2020108566A1 WO 2020108566 A1 WO2020108566 A1 WO 2020108566A1 CN 2019121624 W CN2019121624 W CN 2019121624W WO 2020108566 A1 WO2020108566 A1 WO 2020108566A1
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Prior art keywords
valve
engine
rocker arm
low
oil
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PCT/CN2019/121624
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English (en)
French (fr)
Inventor
崔亚彬
常进才
李婧媛
张帅
张卫国
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Great Wall Motor Co Ltd
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Great Wall Motor Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/14—Tappets; Push rods
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • 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

Definitions

  • the present application relates to the technical field of vehicles, and in particular to a valve train and a control strategy of an engine with a low-pressure EGR system.
  • the engine EGR system is external EGR, which leads the exhaust gas after the catalyst to the intake supercharger, and needs to pass through the supercharger, the intake intercooler, and the throttle valve to enter the engine cylinder.
  • an object of the present application is to propose a valve train of an engine with a low-pressure EGR system, which can improve the combustion stability of the engine when the engine is started cold.
  • This application also proposes a control strategy for the valve train of an engine with a low-pressure EGR system.
  • the valve mechanism of an engine with a low-pressure EGR system includes: a rocker arm, a cam, and a valve, the outer periphery of the cam abuts against the rocker arm to push the rocker arm when the cam rotates Move; the valve is provided on the rocker arm to move with the rocker arm; wherein, the rocker arm is also provided with a driving member, the drive member is adapted to drive the valve to move relative to the rocker arm .
  • the valve is moved relative to the rocker arm by the driving member, and when the rocker arm is moved to the position where the valve should be closed, the valve still has a certain gap, thereby extending the valve Opening time, and during the time when the valve is extended, at least part of EGR is extracted from the exhaust system through the low-pressure EGR system and delivered to the cylinder. Therefore, by prolonging the opening time of the exhaust valve and sucking the exhaust gas in the exhaust manifold back into the cylinder, the thermal atmosphere in the cylinder can be increased to ensure the combustion stability in the cylinder.
  • the valve train described in the above embodiment is used, and the control strategy includes a normal mode and a warm-up mode.
  • FIG. 1 is a schematic diagram of a low-pressure EGR system according to an embodiment of the present application.
  • FIG. 2 is a schematic diagram of a gas distribution mechanism according to an embodiment of the present application.
  • FIG. 3 is a schematic diagram of a valve lift of a distributor mechanism according to an embodiment of the present application.
  • FIG. 4 is a schematic diagram of valve lowering of a steam distribution mechanism according to an embodiment of the present application.
  • FIG. 5 is a schematic diagram of a working position of a gas distribution mechanism according to an embodiment of the present application.
  • FIG. 6 is a schematic diagram of the valve clearance change corresponding to FIG. 5;
  • FIG. 7 is a schematic diagram of another working position of a steam distribution mechanism according to an embodiment of the present application.
  • FIG. 8 is a schematic diagram of the valve clearance change corresponding to FIG. 7;
  • FIG. 9 is a schematic diagram of a control strategy according to an embodiment of the present application.
  • FIG. 10 is a schematic plan view of a rocker arm of a gas distribution mechanism according to an embodiment of the present application.
  • the engine with a low-pressure EGR system 200 of this embodiment first sucks exhaust gas from a catalyst, passes through a supercharger 230, an intake intercooler 210, an EGR cooler 240, an EGR valve 250, and a throttle valve Only after 260 can it enter the engine cylinder and mix with the oil and gas sprayed by the fuel injector in the cylinder.
  • the engine has poor combustion stability under cold engine starting conditions, and may intermittently misfire, resulting in low combustion efficiency, high fuel consumption, and high TCH emissions.
  • the applicant proposes the gas distribution mechanism 100 of this embodiment, through which the gas distribution mechanism 100 can effectively improve combustion stability, improve combustion efficiency, reduce fuel consumption, and TCH emissions.
  • the gas distribution mechanism 100 of the engine having the low-pressure EGR system 200 will be described below with reference to FIGS. 1 to 10.
  • the valve mechanism 100 of an engine with a low-pressure EGR system 200 includes: a rocker arm 110, a cam 120, and a valve 130.
  • the outer periphery of the cam 120 and the rocker arm 110 stops to push the rocker arm 110 to move down when the cam 120 rotates; the valve 130 is provided on the rocker arm 110 to move with the rocker arm 110; wherein, the rocker arm 110 is further provided with a driving member, which is suitable for driving the valve 130 moves relative to the rocker arm 110.
  • the cam 120 rotates to push the rocker arm 110 to move, and the rocker arm 110 drives the valve 130 to open and close the valve 130.
  • the valve 130 is opened, air is injected into the cylinder to maintain the combustion of oil and gas in the cylinder, and then through the setting
  • the driving member drives the valve 130 to move relative to the rocker arm 110 through the driving member, so as to prolong the opening time of the valve 130.
  • the valve 130 is moved relative to the rocker arm 110 by a driving member, and when the rocker arm 110 is moved to a position where the valve 130 should be closed, the valve 130 still has Clearance, thereby prolonging the opening time of the valve 130, and extracting at least part of EGR in the exhaust system through the low-pressure EGR system 200 during the time when the valve 130 is extended to be opened, and delivered to the cylinder. Therefore, by prolonging the opening time of the exhaust valve and sucking the exhaust gas in the exhaust manifold back into the cylinder, the thermal atmosphere in the cylinder can be increased to ensure the combustion stability in the cylinder.
  • the rocker arm 110 is provided with an oil chamber 111, and the upper end of the valve 130 is provided in the oil chamber 111.
  • the oil chamber 111 is optionally filled with hydraulic oil to push the valve 130 to move relative to the rocker arm 110. That is, hydraulic oil can flow into or out of the oil chamber 111, so that the valve 130 can move toward or away from the rocker arm 110, so that when the valve 130 moves away from the rocker arm 110, the valve can be extended 130 opening time, when the valve 130 moves toward the rocker arm 110, the valve 130 can be gradually closed under the state of extending the opening time, and the time during which the valve 130 moves toward the rocker 110 and the extended time during the extension of the valve 130 opening time can be Consistent.
  • the structure for the drive member to control the movement of the valve 130 relative to the rocker arm 110 is simpler, the working stability is higher, and the response speed is faster.
  • a movable pin 140 is provided on the upper end of the valve 130, and the movable pin 140 is slidably provided in the oil chamber 111.
  • FIG. 5 is a schematic diagram of the relative positions of the rocker arm 110 and the valve 130 in the normal start mode
  • FIG. 7 is a schematic diagram of the relative positions of the rocker arm 110 and the valve 130 in the cold start mode.
  • the rocker arm 110 normally drives the valve 130 to open and close.
  • the engine needs to be warmed up.
  • the oil chamber 111 is filled with oil, and the oil will move the pin 140
  • the valve 130 is pushed out and pressed against the valve 130, so that the valve 130 can still be opened for a certain period of time during the upward movement of the rocker arm 110, so that the exhaust gas in the exhaust manifold can be sucked into the cylinder when the piston descends, thereby increasing the heat in the cylinder Atmosphere, improve combustion stability.
  • the rocker arm 110 is provided with a rocker oil passage 112.
  • One end of the rocker oil passage 112 communicates with the oil chamber 111, and the other end of the rocker oil passage 112 communicates with the oil inlet on the rocker 110.
  • the hydraulic oil can circulate in the rocker oil passage 112, which can prevent the hydraulic oil from flowing into or out of the valve 130, and can improve the working stability of the driving part and extend the hydraulic oil Service life.
  • the lower end of the rocker arm 110 is provided with a tappet 150.
  • the hollow oil passage of the tappet 150 is in communication with the oil inlet on the rocker arm 110.
  • the hollow oil passage is located on one side of the oil inlet
  • the rocker oil passage 112 is located on the other side of the oil inlet.
  • the three are connected to form a hydraulic oil circuit to facilitate the circulation of hydraulic oil, and the hollow oil passage and The location of the rocker oil passage 112 is selected reasonably, which can reduce the space occupation and does not affect the hydraulic oil transmission rate.
  • the hollow oil passage of the tappet 150 is connected with an oil inlet pipe 160, and an electromagnetic valve for controlling the hydraulic oil to enter and exit the oil chamber 111 is provided on the oil inlet pipe 160. That is to say, the oil inlet pipe 160 is used to supply hydraulic oil to the oil chamber 111, the above-mentioned hollow oil passage and rocker oil passage 112 are used to transport hydraulic oil, and by providing a solenoid valve, when the solenoid valve is opened and the hydraulic oil flows toward the valve 130 When the opening time of the valve 130 is extended, when the solenoid valve is opened and hydraulic oil flows out from the oil chamber 111, the opening of the valve 130 is switched to the normal mode.
  • the rocker arm 110 is provided with a rocker roller 113, and the outer periphery of the cam 120 abuts against the rocker roller 113.
  • the movement of the geometric shape shown in FIG. 6 is a dynamic demonstration of the movement of the rocker roller 113
  • the dynamic demonstration of the opening clearance of the valve 130 is also the geometry shown in FIG. 6, and
  • the movable pin 140 bears against the valve 130
  • the dynamic demonstration of the movement of the rocker arm 110 by the cam 120 is consistent with FIG. 8
  • the dynamic demonstration of the opening clearance of the valve 130 is also consistent with the geometry shown in FIG. 8 (ie, the valve lift (The amount of stroke, the valve delay closing time, and the valve delay closing angle are consistent with FIG. 8).
  • the rocker arm 110 is provided with a pin hole, and two rocker rollers 113 are symmetrically arranged on both sides of the pin hole.
  • the cam 120 simultaneously drives the rocker rollers 113 on both sides of the pin hole, thereby driving the rocker arm 110 to move, so that the forces on both sides during the movement of the rocker arm 110 are consistent, so as to effectively improve the stability of the rocker arm 110 movement .
  • the valve mechanism 100 in the above embodiment is used, including a normal mode and a warm-up mode.
  • the judgment strategy of the warm-up mode includes: determining the current oil temperature and the ambient temperature; determining the warm-up time according to the current oil temperature and the ambient temperature; when the cumulative time of the engine cold start is less than the warm-up time, the engine is warming up mode.
  • the operation process of the gas distribution mechanism 100 is: the oil chamber 111 is filled with hydraulic oil, against the valve 130, and the valve 130 is still open for a period of time during the upward movement of the rocker arm 110, which is convenient for the piston to move down The exhaust gas in the exhaust manifold is sucked back into the cylinder.
  • the judging process of the warm-up mode is: determining the current oil temperature and the ambient temperature, and calculating a reasonable warm-up time based on the oil temperature and the ambient temperature, and when the cumulative time of engine cold start is less than the warm-up time, the engine has been in the warm-up mode.
  • the ECU when the engine is cold-started, the ECU will start to execute the warm-up strategy and calculate the duration of the warm-up strategy. When the duration is greater than or equal to the warm-up time, the engine will be driven into the normal operating mode, otherwise it will continue to execute the warm-up mode.
  • the length of the warm-up time is calculated by the ECU. The process is: the ECU inputs the ambient temperature parameters and the oil temperature parameters to the warm-up according to the current oil temperature and the ambient temperature measured by the oil temperature sensor and the ambient temperature sensor In the time map, the warm-up time map can be calibrated by experiment to find the warm-up time corresponding to different ambient temperatures and different oil temperatures.
  • the warm-up time map is obtained by the applicant after many tests and through a large amount of data.
  • the warm-up time can be obtained according to the ambient temperature parameter, the oil temperature parameter and the warm-up time map, or by other methods Or method to obtain the warm-up time corresponding to the ambient temperature parameter and the engine oil temperature parameter, this application does not limit the manner of acquiring the warm-up time.
  • control strategy of the engine with the low-pressure EGR system 200 of this embodiment calculates a reasonable warm-up duration, and switches back to the normal operating mode after the engine is fully warmed up, which can effectively reduce engine fuel consumption and improve combustion stability Sex.
  • the engine control strategy of the low-pressure EGR system 200 and the valve mechanism 100 of this embodiment are both applicable to the engine of the vehicle, and the above-mentioned control strategy is used to control the valve mechanism 100 of the engine with the low-pressure EGR system 200, not only Can make the content of combustion medium (ie oxygen) in the cylinder higher, and can increase the temperature in the cylinder, thereby increasing the combustion stability in both directions of increasing the content of the combustion medium and increasing the ambient temperature to effectively improve the combustion in the cylinder Stability, thereby reducing fuel consumption, so that the vehicle under cold start can also have sufficient power.
  • combustion medium ie oxygen
  • first feature and “second feature” may include one or more of the features.
  • the first feature is “above”, “above” and “above” the second feature includes that the first feature is directly above and obliquely above the second feature, or simply means that the first feature is higher in height than The second feature.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

一种具有低压EGR系统(200)的发动机的配气机构(100)，包括：摇臂(110)、凸轮(120)和气门(130)，凸轮(120)的外周缘与摇臂(110)止抵以在凸轮(120)转动时推动摇臂(110)下移；气门(130)设置在摇臂(110)上以随摇臂(110)一起移动；其中，摇臂(110)上还设置有驱动件，驱动件适于驱动气门(130)相对摇臂(110)移动。还提供一种控制策略。该配气机构能提高发动机在冷机启动时的燃烧稳定性。

Description

具有低压EGR系统的发动机的配气机构以及控制策略
相关申请的交叉引用
本申请要求长城汽车股份有限公司于2019年11月30日提交的、申请名称为“具有低压EGR发动机的配气机构以及控制策略”的、中国专利申请号“201811454515.3”的优先权。
技术领域
本申请涉及车辆技术领域，尤其是涉及一种具有低压EGR系统的发动机的配气机构以及控制策略。
背景技术
相关技术中，发动机EGR系统为外部EGR，其是将催化器后的废气引到进气增压器前，需要经过增压器，进气中冷器以及节气门才能进入到发动机气缸内。
这样，在发动机处于小负荷区域内运转或者发动机处于大负荷区域运转时，一旦EGR突然进入到气缸内，会造成燃烧不稳定，并且具有一定的发动机失火的风险。
发明内容
本申请旨在至少解决现有技术中存在的技术问题之一。为此，本申请的一个目的在于提出具有低压EGR系统的发动机的配气机构，所述配气机构可以提高发动机在冷机启动时的燃烧稳定性。
本申请还提出了一种具有低压EGR系统的发动机的配气机构的控制策略。
根据本申请实施例的具有低压EGR系统的发动机的配气机构包括：摇臂、凸轮和气门，所述凸轮的外周缘与所述摇臂止抵以在所述凸轮转动时推动所述摇臂移动；所述气门设置在所述摇臂上以随所述摇臂一起移动；其中，所述摇臂上还设置有驱动件，所述驱动件适于驱动所述气门相对所述摇臂移动。
根据本申请实施例的具有低压EGR系统的发动机的配气机构，通过驱动件驱动气门相对摇臂移动，使摇臂运动到气门应该关闭的位置时，气门仍然具有一定的间隙，从而延长气门的开启时间，并在气门被延长开启的时间内，通过低压EGR系统在排气系统中抽取至少部分EGR，并输送到气缸内。由此，通过延长排气门开启时间，将排气歧管内的尾气倒吸入气缸内，可以增加气缸内热氛围，保证气缸内的燃烧稳定性。
根据本申请实施例的具有低压EGR系统的发动机的控制策略，采用上述实施例中所述的 配气机构，所述控制策略包括正常模式和暖机模式。
本申请的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
图1是根据本申请实施例的低压EGR系统的示意图；
图2是根据本申请实施例的配气机构的示意图；
图3是根据本申请实施例的配器机构的气门顶升的示意图；
图4是根据本申请实施例的配汽机构的气门下降的示意图；
图5是根据本申请实施例的配气机构的一个工作位置示意图；
图6是图5对应的气门间隙变化示意图；
图7是根据本申请实施例的配汽机构的另一个工作位置示意图；
图8是图7对应的气门间隙变化示意图；
图9是根据本申请实施例的控制策略的示意图；和
图10是根据本申请实施例的配气机构的摇臂的俯视示意图。
具体实施方式
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本申请，而不能理解为对本申请的限制。
如图1所示，本实施例的具有低压EGR系统200的发动机，首先由催化器吸取废气，在经过增压器230，进气中冷器210、EGR冷却器240、EGR阀250以及节气门260后才能进入到发动机气缸内，并在气缸内与喷油器喷出的油气混合。
其中，发动机在冷机启动工况下的燃烧稳定性差，有可能间歇性失火，导致燃烧效率低，油耗高，TCH排放高。
基于上述燃烧稳定差的问题，申请人提出本实施例的配气机构100，通过该配气机构100有效地提高燃烧稳定性，提高燃烧效率、降低油耗以及TCH排放。
下面参考图1-图10描述根据本申请实施例的具有低压EGR系统200的发动机的配气机构100。
如图2-图8所示，根据本申请第一方面实施例的具有低压EGR系统200的发动机的配气机构100包括：摇臂110、凸轮120和气门130，凸轮120的外周缘与摇臂110止抵以在 凸轮120转动时推动摇臂110下移；气门130设置在摇臂110上以随摇臂110一起移动；其中，摇臂110上还设置有驱动件，驱动件适于驱动气门130相对摇臂110移动。
凸轮120转动以推动摇臂110运动，摇臂110带动气门130运动，从而实现气门130的开闭，并在气门130开启时，向气缸内注入空气，从而维持气缸内的油气燃烧，进而通过设置驱动件，并通过驱动件驱动气门130相对摇臂110移动，以延长气门130开启时间。
根据本申请实施例的具有低压EGR系统200的发动机的配气机构100，通过驱动件驱动气门130相对摇臂110移动，使摇臂110运动到气门130应该关闭的位置时，气门130仍然具有一定的间隙，从而延长气门130的开启时间，并在气门130被延长开启的时间内，通过低压EGR系统200在排气系统中抽取至少部分EGR，并输送到气缸内。由此，通过延长排气门开启时间，将排气歧管内的尾气倒吸入气缸内，可以增加气缸内热氛围，保证气缸内的燃烧稳定性。
如图3和图4所示，摇臂110内设置有油腔111，气门130的上端设置在油腔111内，油腔111内可选择地填充液压油以推动气门130相对摇臂110移动。也就是说，液压油可以流入到油腔111内或者流出油腔111，以使气门130可以朝向摇臂110移动或者远离摇臂110移动，从而在气门130远离摇臂110移动时，可以延长气门130开启时间，在气门130朝向摇臂110移动时，可以使气门130在延长开启时间的状态下逐渐关闭，且气门130朝向摇臂110移动的时间与延长气门130开启时间过程中的延长时间可以一致。
这样，使驱动件控制气门130相对摇臂110移动的结构更加简单、工作稳定性更高，且响应速度较快。
如图5以及图7所示，气门130的上端设置有活动销140，活动销140可滑动地设置在油腔111内。
也就是说，图5为正常启动模式时的摇臂110与气门130的相对位置示意图；图7为冷机启动模式下的摇臂110与气门130的相对位置示意图。
其中，在正常模式下，油腔111内没有机油，摇臂110正常驱动气门130开闭，在冷机启动模式下，需要进行暖机，此时油腔111内充满机油，机油将活动销140推出气门130，并顶住气门130，从而在摇臂110上行的过程中，使气门130依旧可以开启一定时长，以便于活塞下行时将排气歧管内的尾气倒吸入气缸内，从而增加缸内热氛围，提高燃烧稳定性。
在一些实施例中，摇臂110上设置有摇臂油道112，摇臂油道112的一端与油腔111连通，摇臂油道112的另一端与摇臂110上的进油口连通。这样，通过设置摇臂油道112，使液压油可以在摇臂油道112内流通，可以避免液压油流入或者流出气门130的过程中溢出，并可以提高驱动件的工作稳定性，延长液压油的使用寿命。
在图2所示的具体的实施例中，摇臂110的下端设置有挺柱150，挺柱150的中空油道 与摇臂110上的进油口连通。也就是说，中空油道位于进油口的一侧，摇臂油道112位于进油口的另一侧，三者连通，从而组成液压油回路，方便液压油的流通，且中空油道以及摇臂油道112的位置选取合理，可以降低空间占用，且不影响液压油传输速率。
其中，挺柱150的中空油道连接有进油管160，进油管160上设置有控制液压油进出油腔111的电磁阀。也就是说，进油管160用于供给液压油给油腔111，上述中空油道、摇臂油道112用于运输液压油，而通过设置电磁阀，当电磁阀开启且液压油朝向气门130流动时，实现延长气门130开启时间，当电磁阀开启且液压油从油腔111流出时，将气门130的开启切换至正常模式。
在一些实施例中，摇臂110上设置有摇臂滚轮113，凸轮120的外周缘止抵在摇臂滚轮113上。由此，在凸轮120转动的过程中，如图6所示几何形状的运动为摇臂滚轮113动作的动态演示，进而气门130的开启间隙的动态演示也如图6所示的几何形状，且在活动销140顶住气门130时，凸轮120推动摇臂110运动的动态演示与图8相一致，而气门130的开启间隙的动态演示也和图8所示的几何形状相一致(即气门升程量以及气门延迟关闭时间、气门延迟关闭角度均与图8相一致)。
如图10所示，摇臂110上设置有销孔，销孔的两侧对称设置有两个摇臂滚轮113。这样，凸轮120同时驱动位于销孔两侧的摇臂滚轮113，从而驱动摇臂110移动，使摇臂110移动过程中两侧的受力相一致，以有效地提高摇臂110移动的稳定性。
如图9所示，根据本申请第二方面实施例的具有低压EGR系统200的发动机的控制策略，采用上述实施例中的配气机构100，包括正常模式和暖机模式。其中，暖机模式的判断策略包括：确定当前的机油温度及环境温度；根据当前的机油温度及环境温度，确定暖机时间；当发动机冷启动的累积时间小于暖机时间时，发动机处于暖机模式。
在暖机模式下，配气机构100的动作过程为：油腔111内充满液压油，顶住气门130，在摇臂110上行的过程中，使气门130依然开启一段时间，便于活塞下行时将排气歧管内的尾气倒吸入缸内。
暖机模式的判断过程为：确定当前机油温度以及环境温度，并根据机油温度以及环境温度计算出合理地暖机时间，且当发动机冷启动的累积时间小于暖机时间时，发动机一直处于暖机模式。
也就是说，发动机在冷启动时，ECU将开始执行暖机策略，并计算暖机策略持续时间，当持续时间大于等于暖机时间时，驱使发动机进入正常工作模式，否则继续执行暖机模式。其中，暖机时间的长短由ECU计算得出，该过程为：ECU根据机油温度传感器及环境温度传感器的所测的当前的机油温度及环境温度，将环境温度参数以及机油温度参数输入到暖机时间map中，暖机时间map可通过试验自行标定，从而查找到不同环境温度以及不同机油 温度所对应的暖机时间。
需要说明的是，暖机时间map是申请人经过多次试验后、并通过大量数据得出的，可以根据环境温度参数、机油温度参数和暖机时间map得到暖机时间，也可以通过其他方式或方法获取环境温度参数、机油温度参数对应的暖机时间，本申请不对暖机时间的获取方式进行限定。
由此，本实施例的具有低压EGR系统200的发动机的控制策略，计算出合理的暖机时长，并在发动机充分暖机后，切换回正常工作模式，可以有效地降低发动机油耗，提高燃烧稳定性。
可以理解的是，本实施例的低压EGR系统200的发动机控制策略以及配气机构100均适用于车辆的发动机，且采用上述控制策略控制上述具有低压EGR系统200的发动机的配气机构100，不仅可以使气缸内的燃烧介质(即氧气)含量更高，而且可以提高气缸内的温度，从而在增加燃烧介质含量以及提高环境温度两个方向上提高燃烧稳定性，以有效地提高气缸内的燃烧稳定性，从而降低油耗，使冷启动下的车辆也能够具有充沛的动力。
在本申请的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”、“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
在本申请的描述中，“第一特征”、“第二特征”可以包括一个或者更多个该特征。
在本申请的描述中，“多个”的含义是两个或两个以上。
在本申请的描述中，第一特征在第二特征“之上”、“上方”和“上面”包括第一特征在第二特征正上方和斜上方，或仅仅表示第一特征水平高度高于第二特征。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示意性实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
尽管已经示出和描述了本申请的实施例，本领域的普通技术人员可以理解：在不脱离本申请的原理和宗旨的情况下可以对这些实施例进行多种变化、修改、替换和变型，本申请的范围由权利要求及其等同物限定。

Claims (10)

  1. 一种具有低压EGR系统的发动机的配气机构，其特征在于，包括：
    摇臂；
    凸轮，所述凸轮的外周缘与所述摇臂止抵以在所述凸轮转动时推动所述摇臂移动；
    气门，所述气门设置在所述摇臂上以随所述摇臂一起移动；其中
    所述摇臂上还设置有驱动件，所述驱动件适于驱动所述气门相对所述摇臂移动。
  2. 根据权利要求1所述的具有低压EGR系统的发动机的配气机构，其特征在于，所述摇臂内设置有油腔，所述气门的上端设置在所述油腔内，所述油腔内可选择地填充液压油以推动所述气门相对所述摇臂移动。
  3. 根据权利要求2所述的具有低压EGR系统的发动机的配气机构，其特征在于，所述气门的上端设置有活动销，所述活动销可滑动地设置在所述油腔内。
  4. 根据权利要求1所述的具有低压EGR系统的发动机的配气机构，其特征在于，所述摇臂上设置有摇臂油道，所述摇臂油道的一端与所述油腔连通，所述摇臂油道的另一端与所述摇臂上的进油口连通。
  5. 根据权利要求4所述的具有低压EGR系统的发动机的配气机构，其特征在于，所述摇臂的下端设置有挺柱，所述挺柱的中空油道与所述摇臂上的进油口连通。
  6. 根据权利要求5所述的具有低压EGR系统的发动机的配气机构，其特征在于，所述挺柱的中空油道连接有进油管，所述进油管上设置有控制液压油进出所述油腔的电磁阀。
  7. 根据权利要求1所述的具有低压EGR系统的发动机的配气机构，其特征在于，所述摇臂上设置有摇臂滚轮，所述凸轮的外周缘止抵在所述摇臂滚轮上。
  8. 根据权利要求7所述的具有低压EGR系统的发动机的配气机构，其特征在于，所述摇臂上设置有销孔，所述销孔的两侧对称设置有两个所述摇臂滚轮。
  9. 一种具有低压EGR系统的发动机的控制策略，其特征在于，采用权利要求1-8中任一项所述的配气机构，所述控制策略包括正常模式和暖机模式。
  10. 根据权利要求9所述的具有低压EGR系统的发动机的控制策略，其特征在于，所述暖机模式的判断策略包括：
    确定当前的机油温度及环境温度；
    根据当前的机油温度及环境温度，确定暖机时间；
    当发动机冷启动的累积时间小于暖机时间时，发动机处于暖机模式。
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