CN203584569U - System adopting fuel gas cold energy to improve heat efficiency of engine to realize energy conservation and emission reduction - Google Patents
System adopting fuel gas cold energy to improve heat efficiency of engine to realize energy conservation and emission reduction Download PDFInfo
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- 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
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- 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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- 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
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
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Abstract
The utility model provides a system adopting fuel gas cold energy to improve the heat efficiency of an engine to realize energy conservation and emission reduction. The system comprises the engine, a fuel gas transmission route, an air transmission route and a control unit, and further comprises a fuel gas temperature sensor, an engine cooling water temperature sensor and an air temperature sensor, wherein the fuel gas temperature sensor is used for detecting fuel gas temperature, the cooling water temperature sensor is used for detecting the outlet water temperature of the engine, the air temperature sensor is used for detecting air temperature, the control unit is used for controlling the work of one of, or both a hot water electromagnetic valve or a fuel gas air heat exchanger fan; by controlling the quantity of hot water passing through a fuel gas hot water heat exchange vaporizer and the ventilation quantity of a fuel gas air heat exchange vaporizer to enable the temperature difference of the fuel gas and the air to be less than the set threshold value T. According to the system, that the temperature difference of the fuel gas and the air is reduced, or the temperature of the fuel gas is enabled to be close to or equal to that of the air is achieved, the air-fuel ratio of the engine is improved, the economical efficiency is improved, the exhaust pollutant discharged out is reduced, and the purpose of energy conservation and emission reduction is realized.
Description
Technical field
The utility model relates to a kind of gas engine electric-controlled system, relates in particular to a kind of combustion gas cold energy that utilizes and improves the system that engine thermal efficiency is realized energy-saving and emission-reduction.
Background technique
LNGV (liquefied natural gas vehicle), liquefied petroleum gas automobile and automobile with compressed natural gas are all gas combustion automobiles, it is characterized in that the combustion gas physical aspect storing is different, are respectively low temperature liquid and normal temperature gaseous state.LNG Liquefied natural gas, liquefied petroleum gas (LPG) or compressed natural gas become normal temperature compressed combustion gas after circulating hot water vaporizer heat exchange gasification.
At present, use combustion gas to develop very fast at home and abroad as the motor of clean fuel, along with the requirement of social progress to energy-saving and emission-reduction, existing gas engine needs the aperture of further optimizing air fuel ratio, the control of fuel gas injection amount, ignition advance angle control, pressurized machine waste gas bleed valve to control and throttle opening control, thereby improves combustion efficiency.When motor is carried out to above control, air temperature, fuel gas temperature, water temperature are important control parameters, in prior art, accurate not to the control of air temperature, fuel gas temperature, water temperature, cause aperture and the throttle opening of air fuel ratio, fuel gas injection amount, ignition advance angle, pressurized machine waste gas bleed valve not accurate enough, combustion efficiency reduces.
Control with air fuel ratio describes, air fuel ratio is mainly subject to the density of mass variable effect of air and combustion gas, the density of mass variation of air is mainly subject to again the impact of the factors such as season, height above sea level, latitude, environment, and the density of mass variation of combustion gas is affected by the factors such as gaseous-pressure, temperature, calorific value, component mainly.
Air temperature is had the greatest impact by the factors such as season, height above sea level, latitude, environment, affected by cabin heat radiation, the mounting point of air-strainer, the operating mode of supercharging air machine, the composite factors such as cooling effectiveness of intercooler, make the air temperature that enters motor reach-40～80 ℃ of variations, cause its density of mass to change huge.
In affecting the many kinds of parameters of combustion gas quality density, the fuel gas temperature of take describes as example, fuel gas temperature is except being stored the variable effect of form, pressure, atmospheric temperature, recepted the caloric by engine heat load variation, decompression throttling, the impact of many complicated factors such as efficiency of heating and gasifying special purpose device, can cause fuel gas temperature to change in the scope of-40～80 ℃, cause the variation of combustion gas quality density huge.
During 1 ℃ of the every variation of gas temperature, the Volume Changes of gas is about 1/273, when the temperature variation of combustion gas and air is huge, make the departure of air fuel ratio surpass 5%, can cause engine combustion bad stability, reliability, power character, Economy, the exhaust index of motor are also decreased.
In prior art, to entering air and the combustion gas of motor, adopted following several temperature control technologies:
1) adopt charge inter cooling Techniques For Reducing engine air intake temperature to improve charging efficiency (conventionally requiring to answer <50 ℃ through the cooled Air Temperature of intercooler), but, when motor Environmental Conditions when huge, has the temperature difference of number degree of picking up in high and cold, high temperature or high altitude localities load variations by the cooled air temperature of intercooler and atmosphere environment.
2) before combustion gas mixes with air, need to adopt gas pressure-reducing regulator to carry out voltage stabilizing adjustment to its pressure, saturation water in the combustion gas causing because of decompression throttling cooling becomes free water, cause the impact failure to pressure reducing regulator valve port, adopt circulating water of engine to heat pressure reducing regulator high pressure relief valve body, simultaneously, also suitably improved fuel gas temperature, but, the temperature rise of this combustion gas is passive, cannot play regulating action to fuel gas temperature, when motor is when compared with small load condition, heating fully, fuel gas temperature raises, density of mass reduces, when engine load is large, heating intensity is not enough, and fuel gas temperature reduces, density of mass raises, engine rig test proves that its temperature difference can reach 0～50 ℃, and engine power and moment of torsion differ up to more than 20%.
3) combustion gas must turn the gasification conversion of gas through liquid, after fully mixing, could input motor and participate in burning with air; Gasification conversion often adopts cycle of engine hot water to heating by the liquid combustion gas in heat exchanger, the shortcoming of this single heating mode is: as engine water temperature >80 ℃, when compared with small load condition, heating intensity is very high, fuel gas temperature is improved, and density of mass decreases; Although also can <75 ℃ in its water temperature of high load working condition because of the too low motor of ambient temperature at extremely frigid zones, also can cause gas heating strength deficiency, fuel gas temperature is reduced, its density of mass increases; Engine pedestal and road test prove, the combustion gas temperature difference can reach 0～100 ℃, and engine power and moment of torsion differ up to more than 20%.
In prior art, to entering the control technique that the air fuel ratio of the mixed gas of motor adopts, have:
1) machinery type: fixed air and blast tube, pressure reducing regulator changes random regulating gas pressure and flow with motor power condition, and Course Exercise in Machinery Elements Design is relatively fixing, advantage: cost simple in structure is low; Shortcoming: air fuel ratio is along with air and combustion gas difference variation and change, and excursion is larger, causes engine power performance and other unstable properties.
2) automatically controlled mode: according to motor power condition, change, gather air, gaseous-pressure and temperature data, calculate the density of mass of air and combustion gas, then the information such as air fuel ratio that arrive in conjunction with lambda sensor Bian collection, gas flow is regulated.The automatically controlled adjusting of open loop is that the predefined gas flow arteries and veins spectrum of root Ju regulates, and it is that the predefined control target of root Ju carries out automatically revising and regulating to gas flow arteries and veins spectrum that close loop electric control regulates.But air and fuel gas temperature change in non-controlled situation difference variation greatly with engine operating condition, gaseous mass variable density is huge, as the departure >5% of air fuel ratio, can cause engine combustion bad stability, power, moment of torsion are declined, emission performance variation.
In sum, gas engine and gas combustion automobile are used region broad, season, height above sea level, latitude cause air quality variable density huge, and fuel gases calorific value component is also very large with place of production difference, current vehicle fuel engine standard both domestic and external cannot carry out standard to service condition, can only carry out standard to the safety requirement of Applicable scope, therefore to entering air and the combustion gas temperature difference requirement disappearance of motor, add the reasons such as the market price and cost, current automatically controlled mode is also difficult to realize the optimal air-fuel ratio target under various service conditions.
Prior art is not also broken away from traditional thinking, adopt only adjusting air-fuel ratio solely of machinery or automatically controlled mode, and to reducing the temperature difference before air and combustion gas mixing, do not do stable regulation and control, therefore when the temperature difference of air and combustion gas is larger, air fuel ratio control accuracy is poor, makes engine power performance, Economy and emission performance change out of control.
Model utility content
In order to overcome the defect existing in above-mentioned prior art, the purpose of this utility model is to provide a kind of combustion gas cold energy that utilizes and improves the system that engine thermal efficiency is realized energy-saving and emission-reduction, can optimize air fuel ratio, fuel gas injection amount is controlled, ignition advance angle control, the aperture of pressurized machine waste gas bleed valve is controlled and throttle opening is controlled, the temperature difference that particularly also can realize in time combustion gas and air when larger when combustion gas and Air Temperature Difference reduces or it is approached or equate, improve gas combustion engine air-fuel ratio control accuracy and promote its power character, Economy improves, the exhaust pollutant giving off reduces.
In order to realize above-mentioned purpose of the present utility model, the utility model provides a kind of combustion gas cold energy that utilizes to improve the system that engine thermal efficiency is realized energy-saving and emission-reduction, comprise motor, the combustion gas transmission line being connected with described motor and air transmission line, control the control unit of the temperature difference between described combustion gas and air and control engine operation, described combustion gas transmission line comprises combustion gas air cylinder, described combustion gas air cylinder is used for storing LNG Liquefied natural gas, compressed natural gas and liquefied petroleum gas (LPG) thrin, described combustion gas air cylinder is by gas-air heat exchange vaporizer and one of gas and hot water heat exchange vaporizer or both series connection and being connected of knock out drum, described knock out drum is connected with gas nozzle with decompressor by filter, and described gas nozzle is injected gas injection in cylinder, described air transmission line comprises air-strainer, described air-strainer by after air-filtering by being transferred to air intercooler after air pressurizing unit supercharging, described air intercooler is inputted air in cylinder, also comprise fuel gas temperature sensor, engine cooling water temperature sensor and air temperature sensor, described fuel gas temperature sensor enters the fuel gas temperature before nozzle and described fuel gas temperature is transferred to control unit after reducing pressure for detection of described decompressor, described engine cooling water temperature sensor is transferred to described control unit for detection of described engine outlet water temperature and by described engine outlet water temperature, described air temperature sensor enters the air temperature before machinery or electronic throttle and described air temperature is transferred to described control unit for detection of described, described control unit is controlled one of hot water electromagnetic valve and gas-air heat exchanger fan or both work, control by the hot water amount of gas and hot water heat exchange vaporizer and the ventilation of gas-air heat exchange vaporizer, realize following target:
1. in the time of water temperature <80 ℃, open hot water electromagnetic valve and open one of gas-air heat exchanger fan or both work, water temperature is remained in a near margin of error 85 ℃, control the same of water temperature and also will utilize atmosphere heat exchange to improve engine thermal efficiency to engine heat insulation making full use of combustion gas cold energy, in the present embodiment, margin of error can be determined as the case may be.
2. in the time of water temperature >80 ℃, open hot water electromagnetic valve and close gas-air heat exchanger fan, making full use of combustion gas cold energy and reduce water temperature.
3. control one of hot water electromagnetic valve and gas-air heat exchanger fan or both work, make the difference of the temperature of air and combustion gas be less than setting threshold T, improve air fuel ratio control accuracy, realize energy-saving and emission-reduction.The gas car engine automatical control system of realizing energy-saving and emission-reduction of the present utility model, can real-time implementation combustion gas and the temperature difference of air reduce or it approached or equate, improve gas combustion engine air-fuel ratio control accuracy and promote its power character, Economy improves, the exhaust pollutant giving off reduces, and realizes the target of energy-saving and emission-reduction.
In a kind of preferred implementation of the present utility model, also comprise radiator fan, the control end of described radiator fan is connected with described control unit, described control unit, by the ventilation of gas and hot water heat exchange vaporizer described in the job control of the described radiator fan of control, regulates the water temperature in described gas and hot water heat exchange vaporizer.
In another kind of preferred implementation of the present utility model, also comprise intercooler fan, the control end of described intercooler fan is connected with described control unit, described control unit, by controlling the ventilation of the job control air intercooler of intercooler fan, regulates the air temperature of air intercooler output.
By radiator fan and intercooler fan are set, improve heat exchange efficiency, the temperature difference that maintains combustion gas and air is stable.
In a kind of preferred implementation of the present utility model, described control unit comprises MIM message input module, puocessing module and message output module;
Described MIM message input module is connected with at least one sensor, receive signal that described sensor sends here and to described signal carry out shaping, amplify process, A/D conversion, be transformed into the suitable digital signal of the receptible range of computer;
Described message output module and electronic throttle, spark coil, gas nozzle, gas-air heat exchange vaporizer blower fan, cooling water tank blower fan, air intercooler blower fan, one of gas and hot water heat exchange vaporizer solenoid valve or combination in any are connected, and described message output module amplifies control command and exports, and control electronic throttle, spark coil, gas nozzle, gas-air heat exchange vaporizer blower fan, cooling water tank blower fan, air intercooler blower fan, one of gas and hot water heat exchange vaporizer solenoid valve or combination in any work.
By control unit, optimize aperture control and the throttle opening of air fuel ratio, the control of fuel gas injection amount, ignition advance angle control, pressurized machine waste gas bleed valve and control, realize the optimization of motor and control, reduce energy consumption, reduce energy waste.
Additional aspect of the present utility model and advantage in the following description part provide, and part will become obviously from the following description, or recognize by practice of the present utility model.
Accompanying drawing explanation
Above-mentioned and/or additional aspect of the present utility model and advantage accompanying drawing below combination obviously and is easily understood becoming embodiment's description, wherein:
Fig. 1 is the structural representation that the utility model is realized the gas car engine automatical control system of energy-saving and emission-reduction;
Fig. 2 is fuel gas injection controlling method flow chart in a kind of preferred implementation of the utility model;
Fig. 3 is definite flow chart of idling desired value in a kind of preferred implementation of the utility model;
Fig. 4 is idle speed control flow chart in a kind of preferred implementation of the utility model.
Embodiment
Describe embodiment of the present utility model below in detail, described embodiment's example is shown in the drawings, and wherein same or similar label represents same or similar element or has the element of identical or similar functions from start to finish.Below by the embodiment who is described with reference to the drawings, be exemplary, only for explaining the utility model, and can not be interpreted as restriction of the present utility model.
In description of the present utility model, unless otherwise prescribed and limit, it should be noted that, term " installation ", " being connected ", " connection " should be interpreted broadly, for example, can be mechanical connection or electrical connection, also can be the connection of two element internals, can be to be directly connected, and also can indirectly be connected by intermediary, for the ordinary skill in the art, can understand as the case may be the concrete meaning of above-mentioned term.
The utility model provides a kind of combustion gas cold energy that utilizes to improve the system that engine thermal efficiency is realized energy-saving and emission-reduction, as shown in Figure 1, it comprises motor, the combustion gas transmission line being connected with described motor and air transmission line, control the control unit of the temperature difference between described natural gas and air and control engine operation.Described combustion gas transmission line comprises and stores the combustion gas air cylinder of LNG Liquefied natural gas, compressed natural gas and liquefied petroleum gas (LPG) thrin, described combustion gas air cylinder by gas-air heat exchange vaporizer and one of gas and hot water heat exchange vaporizer or both series connection and being connected of knock out drum, described knock out drum is connected with gas nozzle with decompressor by filter, and described gas nozzle is injected gas injection in cylinder.
As shown in Figure 1, air transmission line comprises air-strainer, described air-strainer by after air-filtering by being transferred to air intercooler after air pressurizing unit supercharging, described air intercooler is inputted air in cylinder.This system of rationally utilizing combustion gas cold energy raising engine thermal efficiency to realize energy-saving and emission-reduction also comprises fuel gas temperature sensor, engine cooling water temperature sensor and air temperature sensor, described fuel gas temperature sensor enters the fuel gas temperature before nozzle and described fuel gas temperature is transferred to control unit after reducing pressure for detection of described decompressor, described engine cooling water temperature sensor is transferred to described control unit for detection of described engine outlet water temperature and by described engine outlet water temperature, the air temperature of described air temperature sensor before for detection of the output of described air intercooler or closure is also transferred to described control unit by described air temperature, described control unit is controlled one of hot water electromagnetic valve and gas-air heat exchanger fan or both work, control by the hot water amount of gas and hot water heat exchange vaporizer and the ventilation of gas-air heat exchange vaporizer, make the difference of the temperature of combustion gas and air be less than setting threshold T.In the present embodiment, concrete threshold value T scope can be set as the case may be, and in a mode of execution being more preferably of the present utility model, the scope of threshold value T is 0～10 ℃, is preferably <8 ℃.
In the present embodiment, the functional description of each equipment of employing is as follows:
Combustion gas air cylinder: combustion gas air cylinder is the important special purpose device of gas combustion automobile, LNG Liquefied natural gas air cylinder rated working pressure≤1.6Mpa, compressed natural gas bomb rated working pressure 25Mpa, LPG cylinder rated working pressure 2.2Mpa is according to once inflating the demand of mileage, and determines gas cylinder volume in conjunction with the bulk that vehicle frame can be installed gas cylinder.
Gas filter, the quality influence of combustion gas the performance of air supply system and motor.Solenoid valve stop valve above need to install a combustion filter, it should filter the aerosol in 95% 0.3～0.6 micrometer range, reduces the possibility of particle and oil pollution.
Decompressor, decompressor need to reduce to 2～9bar from the storage pressure of gas cylinder by the pressure of combustion gas according to engine gas nozzle operating mode.Before CNG/LNG decompressor should be arranged on gas and hot water heat exchange vaporizer.
Gas-air heat exchange vaporizer, the combustion gas in gas pipeline and gas pipeline wall outer air are carried out heat exchange, add fan purging gas pipeline outer wall and can improve intensity of heat exchange, make to be enhanced through heat exchanger fuel gas temperature out.Combustion gas is through gas-air heat exchange vaporizer heating, can make temperature rise number degree of picking up after liquid gas gasification.Use CNG/LPG combustion gas can omit the gentle tank that fills of gas-air heat exchange vaporizer.
Gas and hot water heat exchange vaporizer, combustion gas and cycle of engine cooling liquid (hot water) cross flow one in heat exchanger are carried out heat exchange, impel fuel gas temperature to heat up, for the fuel gas temperature after making to heat up with in Air Temperature Difference <5～10 ℃ after cold, must be to controlling through heat exchanger combustion gas temperature rise out, with the hot water flow fork-like farm tool used in ancient China that hot water electromagnetic valve controls the gas and hot water heat exchange vaporizer of flowing through, realize temperature control target for this reason.
In the present embodiment, first combustion gas is reduced pressure by decompression valve, then by nozzle or mixer, low-pressure fuel gas and air are mixed to form to mixed gas, then mixed gas is sucked to cylinder, when compression process finishes soon, electricity consumption spark ignition mixed gas.
In the present embodiment, also comprise radiator fan, the control end of described radiator fan is connected with described control unit, and described control unit, by the ventilation of gas and hot water heat exchange vaporizer described in the job control of the described radiator fan of control, regulates the water temperature in described gas and hot water heat exchange vaporizer.Also can comprise intercooler fan, the control end of described intercooler fan is connected with described control unit, and described control unit, by controlling the ventilation of the job control air intercooler of intercooler fan, regulates the air temperature of air intercooler output.
In the present embodiment, if intercooler is connected with water tank, common tank electric fan is set, described control unit is by controlling the ventilation of the job control air intercooler of this electric fan, regulate the air temperature of air intercooler output, open electric fan low speed for air temperature >40 after intercooler ℃, open electric fan at a high speed for the air temperature >45 after intercooler ℃; Engine water temperature control is controlled with Walk by thermostat guide, if the air temperature <45 after intercooler ℃ and water temperature >75 ℃ are also opened electric fan low speed, and water temperature >80 ℃ opened electric fan at a high speed; Electric fan and thermostat co-controlling make air temperature after intercooler at 20～50 ℃, and water temperature is at 80～90 ℃.But intercooler is connected with water tank and is arranged that to share electric fan poorer than electric fan energy-saving effect is set respectively.
In the present embodiment, control unit comprises MIM message input module, puocessing module and message output module; Described MIM message input module is connected with at least one sensor, receive signal that described sensor sends here and to described signal carry out shaping, amplify process, A/D conversion, be transformed into the suitable digital signal of the receptible range of computer.Described message output module and electronic throttle, spark coil, gas nozzle, gas-air heat exchange vaporizer blower fan, cooling water tank blower fan, air intercooler blower fan, one of gas and hot water heat exchange vaporizer solenoid valve or combination in any are connected, and described message output module amplifies control command and exports, and control electronic throttle, spark coil, gas nozzle, gas-air heat exchange vaporizer blower fan, cooling water tank blower fan, air intercooler blower fan, one of gas and hot water heat exchange vaporizer solenoid valve or combination in any work.
In the mode of execution being more preferably of the present utility model, ECUShi automatical control system administrative center, usings signals collecting as input, through computing, analysis judgement, decision game, sends control command, the work of commander's final controlling element as output.The automatically controlled target of ECU is that the air fuel ratio and jet pulsewidth, the ignition timing that realize the required the best of motor move, and provides stabilized power supply or reference voltage to sensor simultaneously.Make motor give full play to performance potential, by various hardware and softwares, realize its repertoire and improve performance.
The hardware of ECU can be divided into three parts by function:
The treated section of input message: the signal that various sensors are sent here also will, through A/D conversion, be transformed into the suitable digital signal of the receptible range of computer through shaping, amplification processing, analog amount.
Microprocessor system: according to the control strategy of input message and internal memory and data, chart etc. analyze and computing to produce control command.
The treated section of output information: the various control commands of only having milliampere level of microcomputer output are generated, are enlarged into control signal the output that can drive various final controlling element.
ECU controls software and comprises following part:
Accept input signal processing signals, according to input signal, determine the operating mode of present engine: as cold start-up (drag and turn, car) pattern, warming-up pattern, idling closed loop mode, air fuel ratio closed loop control mode, air fuel ratio open loop control mode, instantaneous conditions (acceleration, deceleration) pattern etc.
Carry out the control of present mode of operation: comprise that recalling corresponding interior poke table determines the fundamental quantity that needs to control parameter, according to other input signal, determine various reduction values, or determine and need to control the correcting value of parameter and carry out self study and proofread and correct according to closed-loop feedback signal, export the control signals such as jet pulsewidth, idling throttle opening, ignition timing to each final controlling element.
Carry out fault self-checking program: the currency that is about to various sensor signals is compared with the codomain prestoring, surpass default thresholding diagnostic trouble code is set.
Carry out fault treatment: for the fault detecting, take corresponding countermeasure, for example, with an assumed value, replace original signal, during lambda sensor fault, with open loop, control and replace closed loop control etc.
In the present embodiment, the sensor being connected with control unit can include but not limited in speed probe, timing disc, CMPS Camshaft Position Sensor, air-distributor pressure and temperature transducer, air cold rear pressure transducer, fuel gas temperature sensor, gaseous-pressure sensor, cooling-water temperature transmitter, broad domain oxygen sensor and electronic foot pedal in cold rear temperature transducer, air.Wherein, timing disc is determined engine crankshaft corner, controls ignition advance angle.CMPS Camshaft Position Sensor passes to ECU by the angle position information of camshaft, makes the latter draw engine speed according to the frequency of angle position signal.Timing disc guarantees the relative position between it and engine crankshaft by locking device.On timing disc, have indication tooth or hole, be used for showing the absolute position of engine running, when motor entry into service, ECU searches for this absolute position, as the positioning datum signal of jet timing, ignition timing.When motor moves, if ECU does not receive correct Chi Huo hole, absolute position signal, will show diagnostic trouble code.Motor adopts the size of manifold absolute pressure (MAP) reflection load, and ECU is by air-distributor pressure and temperature and volumetric efficiency calculation engine circulation inflatable amount.The conditional parameter that in air, cold rear temperature transducer makes ECU make according to this jet amount and ignition timing correction to cold rear temperature in ECU delivery air, controls the unlatching of intercooler electric fan and rotating speed.In air, cold rear pressure transducer, to cold rear pressure data in ECU delivery air, makes ECU make the conditional parameter of jet amount and ignition timing correction.Fuel gas temperature sensor is to ECU output fuel gas temperature data, make ECU make according to this conditional parameter of jet amount and ignition timing correction, gas and hot water heat exchange vaporizer solenoid valve opens and cuts out and control (containing the unlatching of gas-air heat exchange vaporizer electric fan and rotating speed, controlling), fuel gas temperature is adjusted.Gaseous-pressure sensor, to ECU output gaseous-pressure data, makes ECU make according to this conditional parameter of jet amount and ignition timing correction.Cooling-water temperature transmitter detects coolant water temperature, coolant water temperature is the conditional parameter that ECU makes jet amount and ignition timing correction according to this, especially coolant water temperature, start and warming-up process in a conclusive conditional parameter especially, for revising the switching of air fuel ratio instruction, idling skew, charge flow rate, ignition advance angle and control mode.The sensor of realizing the control of lean combustion closed loop air fuel ratio is broad domain oxygen sensor, it passes to ECU exhaust oxygen concentration signal, the actual mixing ratio of ECU judgement mixed gas is rare or dense with respect to setting value, and the increase and decrease of the jet amount of corresponding control, thereby makes air fuel ratio remain setting value.Electronic foot pedal provides idling and pedal position signal to ECU, to motor, proposes load instruction.
The connected performance element of reception control unit includes but not limited to gas nozzle, gas and hot water heat exchange vaporizer solenoid valve, gas-air heat exchange vaporizer fan, air intercooler blower fan, cooling water tank blower fan, spark coil and electronic throttle, wherein, post-decompression combustion gas enters gas nozzle, ECU (Electrical Control Unit) ECU adjusts gas nozzle pulse duty cycle, control fuel gas injection amount, guarantee that motor moves under the air fuel ratio of setting.Gas electromagnetic stop valve in system as a safe operation switch, unlatching or turn-off source of the gas path.When atmospheric temperature is lower, engine water temperature promoted when the time, relatively length made engine water temperature be difficult to be stabilized in 85 ℃ of left and right, in order to improve engine thermal efficiency, must preferentially guarantee that circulating hot water temperature stabilization is around 85 ℃, therefore when providing large flow gas to motor, also need to control the circulating hot water flow that flows to vaporizer, therefore must improve in advance the fuel gas temperature that enters hot water heat exchange vaporizer, but in order to reduce air heat-exchange vaporizer volume, need to adopt the effective scheme of gas-air heat exchange vaporizer fan forced ventilation heat exchange.Fuel gas temperature should be controlled at 25～50 ℃ of scopes.Air intercooler blower fan by air temperature control 25～50 ℃ of scopes.Cooling water tank blower fan is by regulating rotation speed of the fan to regulate water temperature.Spark coil is by the required stored energy of spark plug sparking in the magnetic field of coil, and the low tension that power supply is provided changes the high-tension electricity that is enough to produce perforation ignition >25kV between electrode into.Spark plug utilizes the high voltage that spark coil produces to produce spark, lights mixed gas in cylinder.The aperture position that electronic throttle is definite according to ECU, controls air inflow, thereby changes the output power of motor.When engine idle or hypervelocity, electronic throttle can change aperture position according to ECU instruction, keeps idling to stablize and restriction top speed.When engine speed is during lower than idling desired value, ECU carries out idle speed control, controls electronic throttle aperture position, keeps engine speed near idling desired value.When engine speed surpasses maximum rated rotating speed, ECU limits electronic throttle aperture position, and the higher throttle opening of speed position is less.When engine speed is between idling and maximum rated rotating speed, throttle opening position is directly controlled by foot treadle, and throttle opening position synchronously changes with pedal position.
The utility model also provides a kind of controlling method that realizes the gas car engine automatical control system of energy-saving and emission-reduction, comprises the steps:
S61, fuel gas temperature sensor detects fuel gas temperature, engine cooling water temperature sensor detects engine water temperature, air temperature before cold rear closure during air temperature sensor detects;
S62, is within the scope of F1 when entering the fuel gas temperature of nozzle, and fuel gas temperature and air temperature is poor≤and during F2, execution step S64, otherwise execution step S63;
S63, in control, cold rear air temperature is within the scope of F3, during central cold rear air temperature >T1, if while not opening intercooler fan, opens intercooler fan; When having opened intercooler fan, adjust and accelerate intercooler rotation speed of the fan; When air temperature <T2, close intercooler fan;
When water temperature <T3, cooling water tank fan stops, and when water temperature >T4, cooling water tank rotation speed of the fan is P1 rev/min, and when water temperature >T5, gas and hot water heat exchange vaporizer rotation speed of the fan is P2 rev/min;
If water temperature≤T5, and during gas and hot water heat exchange vaporizer solenoid valve standard-sized sheet, if while not opening air fuel gas heat exchanger fan, open air fuel gas heat exchanger fan; If while having opened air fuel gas heat exchanger fan, adjust and accelerate air fuel gas heat exchanger fan rotating speed;
S64, fuel gas temperature sensor detects fuel gas temperature, the engine water temperature sensor detection engine water temperature that enters nozzle, and air temperature sensor detects air temperature and also returns to step S62.
The scope of F1, F2, F3, and the numerical value of T1, T2, T3, T4, T5, P1, P2 can determine as the case may be, a kind of being more preferably in mode of execution of the present utility model, selects the controlling method after design parameter to be:
S61, fuel gas temperature sensor detects fuel gas temperature, engine cooling water temperature sensor detects engine water temperature, air temperature before cold rear closure during air temperature sensor detects;
S62, is 25～50 ℃ when entering the fuel gas temperature of nozzle, and during fuel gas temperature and air temperature poor≤5～10 ℃, execution step S64, otherwise execution step S63;
S63, in control, cold rear air temperature is 25～50 ℃, in the time of central cold rear air temperature >40 ℃, if while not opening intercooler fan, opens intercooler fan; When having opened intercooler fan, adjust and accelerate intercooler rotation speed of the fan; In the time of air temperature <42 ℃, close intercooler fan;
In the time of water temperature <68 ℃, cooling water tank fan stops, and in the time of water temperature >70 ℃, cooling water tank rotation speed of the fan is 1500 revs/min, in the time of water temperature >80 ℃, gas and hot water heat exchange vaporizer rotation speed of the fan is 2800 revs/min;
If water temperature≤80 ℃, and during gas and hot water heat exchange vaporizer solenoid valve standard-sized sheet, if while not opening air fuel gas heat exchanger fan, open air fuel gas heat exchanger fan; If while having opened air fuel gas heat exchanger fan, adjust and accelerate air fuel gas heat exchanger fan rotating speed;
S64, fuel gas temperature sensor detects fuel gas temperature, the engine water temperature sensor detection engine water temperature that enters nozzle, and air temperature sensor detects air temperature and also returns to step S62.
In the present embodiment, as shown in Figure 2, puocessing module to the controlling method of fuel gas injection amount is: S71, utilization speed/density method calculation engine air inflow, according to the optimal air-fuel ratio value under this operating mode, calculate the flow of natural gas, and natural gas flow rate conversion is become to the each jet amount q of nozzle
op(mg/ nozzle/time);
S72, according to closed-loop corrected coefficient CL, adaptive correction coefficient AL and transient correction coefficient B M to the each jet amount q of nozzle
oprevise, by the each jet amount q of revised nozzle
tolby nozzle flow characteristic (corresponding relation of the jet amount of nozzle and nozzle pulse width), be converted into the nozzle dutycycle PWS under standard state, and according to the nozzle dutycycle under battery voltage, gaseous-pressure and fuel gas temperature correction standard state;
S73, realizes the control to jet amount by revised dutycycle PW.
In the present embodiment, configurable 4～12 nozzles of gas metering valve, are divided into 2 groups and are arranged in parallel, and nozzle sprays successively in turn, and under some variable working condition (starting, acceleration), nozzle sprays to accelerate system response speed simultaneously.Fuel gas injection amount q when nozzle moves at every turn
tolby open loop gas injection tolerance q
op, the formula revised of closed-loop corrected coefficient CL, adaptive correction coefficient AL and transient correction BM is:
q
tol=q
op×（1＋CL+AL＋BM），
Wherein, q
opfor open loop fuel gas injection controlled quentity controlled variable,
CL is closed-loop corrected coefficient,
AL is adaptive correction coefficient,
BM is transient correction coefficient.
When motor for example, starting, during variable working condition (acceleration, deceleration) operation or when closed loop control is invalid when lambda sensor fault (), ECU enters open loop control mode, according to mixed gas air inflow and air fuel ratio desired value, calculate the flow of natural gas, and with nozzle quantity, natural gas flow rate conversion is become to the each jet amount q of nozzle according to engine speed
op(mg/ nozzle/time).Mixed gas air inflow and air fuel ratio desired value are determined by following:
ECU adopts speed/density method calculation engine mixed gas air inflow, to determine the gas quantity of supply engine.First according to engine speed and air-distributor pressure, from internal memory volumetric efficiency table (y coordinate is engine speed, and abscissa is air-distributor pressure) searches corresponding volumetric efficiency.Volumetric efficiency table draws under specific (standard) service condition, and actual volumetric efficiency is affected by many conditions, must to the volumetric efficiency checking in, revise according to pressure and instantaneous conditions before MAT, coolant temperature, solar term.ECU calculates the mixed gas air inflow that enters cylinder by engine speed (RPM), air-distributor pressure (MAP), MAT (MAT) and revised volumetric efficiency (VE).
The operating mode of air fuel ratio desired value and motor is corresponding, simultaneously also relevant with coolant temperature.In ECU, there are cold machine and heat engine (normally working) air fuel ratio excess coefficient table (y coordinate is engine speed, and abscissa is air-distributor pressure) and coolant temperature correction factor table.When theoretical air-fuel ratio desired value, first ECU searches cold machine and heat engine air fuel ratio excess coefficient table according to engine speed and air-distributor pressure, draw respectively cold machine air fuel ratio value and heat engine air fuel ratio value, according to coolant temperature correction factor, the cold machine checking in and heat engine air fuel ratio value are converted again, obtained air fuel ratio desired value.In starting process, for ease of catching fire, adopt denseer air fuel ratio, and decay to gradually target air-fuel ratio value with the starting time.Gas engine adopts Lean Burning Technique, can effectively reduce discharge, can reduce delivery temperature simultaneously, improves the functional reliability of the component such as valve, pressurized machine.The calibration request of lean-combustion engine maintains enough allowances between the engine fire limit and limit of detonability.
The value of closed-loop corrected coefficient CL is as follows: ECU utilizes oxygen sensor signal to implement full operating mode lean combustion closed loop air fuel ratio and controls.The content of oxygen in motor combustion gas, has the most directly reflected the size of air fuel ratio.If the concentration of too high oxygen level explanation mixed gas is partially rare in waste gas.Otherwise mixed gas overrich is described.Mixed gas overrich or cross and rarely all can cause the burning of motor undesired, discharge variation causes environmental pollution.ECU goes out air fuel ratio measured value according to the oxygen concentration calculated signals of lambda sensor.ECU be take air mass flow and atmospheric pressure as basis estimation back pressure value, makes exhaust back pressure be controlled in predefined level.
The less air fuel ratio closed loop control of air and the combustion gas temperature difference is more effective, ECU is the difference between actual value according to air fuel ratio desired value with after revising, the closed-loop corrected coefficient CL of theoretical air-fuel ratio, then divided ring gas injection tolerance qtol revises, adjust nozzle pulse width, air fuel ratio is remained near desired value.Closed loop control invalid (CL=0) under following situations: some system failure is forbidden closed loop control (as lambda sensor fault); Sensor preheating (engine start process); Transient state variable working condition (accelerate, slow down).
The effect of adaptive correction coefficient AL is the air fuel ratio deviation in the long period to make correction.In ECU internal memory, have adaptive correction coefficient table (y coordinate is engine speed, and abscissa is air-distributor pressure), if closed-loop corrected coefficient CL is always bigger than normal within long period of time, adaptive correction coefficient AL is just strengthened one-level.Otherwise if closed-loop corrected coefficient CL is always less than normal, adaptive correction coefficient AL is just reduced one-level.Adaptive correction coefficient will remain to Refresh Data next time, at parking period, also not lose.When combustion gas makings, component difference and wearing and tearing etc. cause that engine performance changes, adaptive correction coefficient can reduce closed-loop corrected coefficient CL, improves air fuel ratio control accuracy, contributes to from open loop, to control and change to closed loop control very soon simultaneously.
Determining of transient state correction factor BM is as follows: in making the anxious process of accelerating of motor, need to be in short several milliseconds many some combustion gas of spray, to avoid in cylinder mixed gas excessively rare, and, during deceleration power condition, to spray less or cut off combustion gas, to realize energy-conservation or to avoid mixed gas overrich in cylinder.When motor accelerates, ECU carries out enriching correction on the basis of the substantially jet pulsewidth of steady state condition, and reduction value is relevant with coolant water temperature, throttle opening variance ratio etc., and reduces reduction value gradually in time until recover normal after the several seconds.During deceleration, subtract rare correction.When motor is during by close the throttle at a high speed suddenly, first stop jetly, treat that rotating speed drops to approach normal idling (or air-conditioning setting rotating speed) 100 and turn scope and recover again air feed.Specifically can revise according to the general rule in related domain.
Nozzle dutycycle PWM determines, ECU controls fuel gas injection amount q by controlling the pulse width (time that every circulation nozzle is opened) of gas metering valve top nozzle
tol, therefore will be fuel gas injection amount q under each operating mode
tolbe converted into corresponding nozzle pulse width PW.In ECU internal memory, have nozzle pulse width conversion table, this table is the each jet amount of nozzle that records under fuel gas temperature NGT, gaseous-pressure NGP in standard and battery voltage and the corresponding relation of nozzle pulse width.ECU according to the fuel gas temperature NGT of actual measurement and gaseous-pressure NGP by the jet amount q of nozzle
tolbe converted into the pulse width PWS of nozzle under standard state, this pulse width is the conversion value under standard test condition, ECU also must revise calibration pulse width PWS by fuel gas temperature NGT, gaseous-pressure NGP and battery voltage, and revised pulse width PW could spray combustion gas by Control Nozzle.
Puocessing module to the controlling method of igniting is:
ECU according to engine speed, intake manifold mixture pressure and temperature, in cold rear air pressure and temperature, gaseous-pressure and temperature, cooling water temperature, air fuel ratio and igniting supervisory signal determine Optimum spark advance angle and spark coil primary circuit angle of attachment under this operating mode, and to igniting driver module ICU, send instruction with this; Light a fire driver module according to ECU instruction, conducting and the cut-off of control point fire coil primary circuit.
In the present embodiment, ignition system comprises: ECU and igniting driver module ICU, spark coil and spark plug, during engine operation, ECU determines Optimum spark advance angle and spark coil primary circuit angle of attachment (current"on"time) under this operating mode according to engine rotational speed signal, air-distributor pressure, coolant temperature and igniting supervisory signal, and to igniting driver module ICU, sends instruction with this.Ignition advance angle is most important parameter in IGNITION CONTROL process, by basic ignition advance angle and water temperature correction factor, is determined.Basic ignition advance angle should increase with the rising of engine speed.Because with the raising of engine speed, the required time shorten that burns, but the shared crank angle increase of combustion process, for guaranteeing that the maximum pressure in cylinder appears to the rear 10-15 ℃ of point, with regard to suitably premature ignition.Basic ignition advance angle should reduce with the rising of engine load (air-distributor pressure).When engine load increases, the temperature and pressure in cylinder all increases, and velocity of combustion is accelerated, and the shared crank angle of combustion process reduces, and should suitably postpone igniting.According to engine speed and air-distributor pressure, can directly in ECU, in ignition timing table (y coordinate is engine speed, and abscissa is air-distributor pressure), search basic ignition advance angle.Water temperature correction comprises warming-up correction and overheated correction.In warming-up process after motor starting cold, with the raising of coolant water temperature, the velocity of combustion of mixed gas is accelerated, and the shared crank angle of combustion process reduces, and ignition advance angle should suitably reduce.During engine work, with the raising of coolant temperature, detonation tendency increases gradually.During COOLANT TEMPERATURE, for fear of producing detonation, should reduce ignition advance angle.
The size of spark coil primary current, having determined the height of ignition system ignition energy directly affects the performance of engine performance.When the primary circuit of spark coil is switched on, its primary current is pressed exponential law to be increased.Primary circuit is disconnected moment,, the time length that the value that primary current can reach (being turn-off current) and primary circuit are connected is relevant, while only having reach certain value current"on"time, primary current this after-current of electric current 6.5A(that just can reach capacity no longer increases).Because turn-off current affects ignition coil secondary voltage max, the height of secondary voltage is the direct reliability of impact igniting again, so when engine operation, primary circuit that must guarantee point fire coil has enough current"on"time.But current"on"time is long, not only ignition energy can not increase, and can cause ICU and spark coil overheated, shorten ICU and spark coil working life.Best angle of attachment is that coil current has just reached 6.5A and stablized 0.2ms left and right.ICU has igniting monitoring function, and igniting supervisory signal (IMON) is used for Test coil primary current and reaches moment of 6.5A saturation current.When spark coil is switched on, IMON signal increases with coil current, and when coil current reaches 6.5A, IMON signal declines rapidly, becomes low level.ECM determines according to IMON signal whether spark coil primary circuit first closure angle (the coil electricity zero hour) and judging point fire coil primary circuit have fault.
Light a fire driver module according to ECU instruction, conducting and the cut-off of control point fire coil primary circuit.When elementary circuit turn-on, there is the primary circuit of electric current from spark coil to pass through, by ignition energy, the form with magnetic field stores spark coil.When the electric current in primary circuit is cut off, secondarily in level coil by producing very high induction electromotive force, through high voltage wire, reach spark plug.Ignition energy is through spark plug gap abrupt release, and the electrical spark of generation is lighted the mixed gas in cylinder.
Supercharging controlling method processed is:
S91, the corresponding boost pressure of having demarcated under default different operating modes in internal memory, described boost pressure is corresponding one by one with the combination of engine speed and throttle position;
S92, ECU measures actual intake manifold boost pressure by intake manifold pressure sensor, and in internal memory, searches according to engine speed and throttle position the boost pressure of demarcating under this operating mode;
S93, ECU is according to actual supercharge pressure and demarcate the deviation between boost pressure, adjusts the current"on"time of relief valve, and actual supercharge pressure is controlled in the certain margin of error in calibration value left and right.
Supercharge control system, according to the deviation between engine intake manifold pressure and nominal pressure, is controlled the aperture of pressurized machine waste gas bleed valve, the object that control boost pressure to reach, improves engine power performance and Economy.The aperture of waste gas bleed valve is driven the suction pressure of air chamber to control, and when driving the suction pressure of air chamber and Returnning spring to balance each other, the aperture position of waste gas bleed valve remains unchanged.
Bleed valve is between turbine inlet and relief opening, and when bleed valve is opened, it divides a part of turbine wheel waste gas around that pours off, and the energy that makes exhaust promote turbine wheel reduces, thereby has controlled rotating speed and the boost pressure of pressurized machine.The aperture of bleed valve is along with driving the pressure of air chamber to increase and increase, and boost pressure is along with driving the pressure of air chamber increase and reduce.Wastegate drives the air of air chamber to take from vehicle pressurized air, need to 8 to 10kg/cm2 pressurized air be reduced pressure about 2kg/cm2 (depending on wastegate diaphragm spring pressure) with decompressor, then by release of pressure electromagnetic valve, drive the pressure of air chamber.Release of pressure solenoid valve current"on"time (dutycycle) is longer, and the gas pressure of release is just larger, drives the suction pressure of air chamber also just less.ECU measures actual intake manifold boost pressure by intake manifold pressure sensor, and in internal memory, searches according to engine speed and throttle position (corresponding with pedal position) boost pressure of demarcating under this operating mode.According to actual supercharge pressure with demarcate the deviation between boost pressure, ECU adjusts the current"on"time of relief valve, and actual supercharge pressure is controlled near calibration value.
With shown in Fig. 4, throttle opening controlling method is as shown in Figure 3:
Determine desired idle value, concrete grammar is:
S1011, according to the rotating speed skew requiring after the just starting of starting speed skew, working time and startup speed attenuation calculation engine;
S1012, starts desired idle and calculates, and determines whether to require high idling, when needs high idle speed, obtains target high idle speed and is made as and equal desired idle;
S1013, when not needing high idle speed, determines the idling skew corresponding with ECT, and determines that described idling skew and described step S1011 medium speed are offset the grater in both and are added with expectation base idle, obtain desired idle;
When foot treadle (throttle) is during in idle position, ECU carries out idling closed loop control, controls throttle opening position, keeps engine speed near desired idle value;
When engine speed surpasses the maximum rated rotating speed of setting, ECU limits throttle opening position, and exceeding the speed limit, more more piece valve opening position is less;
When engine speed is in idling with while setting between maximum rated rotating speed, throttle opening position is directly controlled by foot treadle, and throttle opening position synchronously changes with pedal position.
Concrete idle speed control is: ECU carries out Eng ine Idling Control by pid parameter.Idling desired value is high idle speed switch, the time of moving extremely at present from starting and a function of coolant temperature.Hypervelocity restriction is a special proportion differential speed regulator.Because there is no integration item, issue motivation maximum (top) speed to constant load, not the same.Throttle position instruction is as a function of engine speed, and when engine speed surpasses maximum rated rotating speed, ECU starts to limit throttle opening position, and speed overrate is more, and throttle opening position is less.An exemplary sees the following form.
While surpassing the normal control rotating speed of regulation, ECU controls solenoid valve shuts combustion gas and avoids damaging with protection motor.
In the present embodiment, also comprise fault diagnosis and processing, the inner integrated fault self-diagnosis function of ECU ECU (Electrical Control Unit), can diagnose most of problems relevant to engine control, and can carry out corresponding fault treatment.ECU carries out fault self-checking program, and the currency of various sensor signals is compared with the codomain prestoring, and surpasses default thresholding diagnostic trouble code is set.Can pass through diagnostic trouble code failure judgement reason rapidly, fix a breakdown targetedly.By fault indicating lamp, can determine whether system has fault and read diagnostic trouble code (connect fault diagnosis line), use that computer can carry out that engine operating parameter is monitored in real time, final controlling element test, diagnostic trouble code demonstration etc..In the present embodiment, while carrying out fault treatment, for the fault detecting, take corresponding countermeasure, for example, with an assumed value, replace original signal, with open loop, control and replace closed loop control (during lambda sensor fault) etc.
In the present embodiment, ECU power management techniques can reduce electrical source consumption.When ignition switch is opened, ECU provides power supply to the relay of oxygen sensor heater, electronic throttle, spark coil, ignition control module, high pressure and low-pressure shutoff valve, wastegate control valve etc.If monitoring is less than engine running in 5 seconds, ECU, by block system relay power supply, can save battery supply like this.Once engine running or diagnostic tool be detected, move some special pattern, ECU will reset relay power supply.When ignition switch is closed, ECU will cut off all relay powers, and after about 2 seconds, ECU also will cut off primary power supply, only retain standby current, and under normal cell voltage (being greater than 10.4V), standby current can not surpass 15mA.
For guaranteeing the normal operation of system, when arranging wire harness, should observe the general custom of related domain.
It should be noted that, the controlling method that the utility model rationally utilizes combustion gas cold energy raising engine thermal efficiency to realize the system of energy-saving and emission-reduction is applicable to LNG Liquefied natural gas LNG motor, compressed natural gas CNG motor and liquefied petroleum gas (LPG) LPG motor.The effect that its cold energy reduces discharging with combustion gas the temperature in air cylinder relevant, the fuel gas temperature storing in air cylinder is lower, the effect of its cold energy reduction of discharging is better.The effect that realizes energy-saving and emission-reduction for LNG Liquefied natural gas LNG the utility model raising engine thermal efficiency is extremely remarkable; For compressed natural gas CNG motor, liquefied petroleum gas (LPG) LPG motor the utility model improves also highly significant of effect that engine thermal efficiency realizes energy-saving and emission-reduction.
In the description of this specification, the description of reference term " embodiment ", " some embodiments ", " example ", " concrete example " or " some examples " etc. means to be contained at least one embodiment of the present utility model or example in conjunction with specific features, structure, material or the feature of this embodiment or example description.In this manual, the schematic statement of above-mentioned term is not necessarily referred to identical embodiment or example.And the specific features of description, structure, material or feature can be with suitable mode combinations in any one or more embodiments or example.
Although illustrated and described embodiment of the present utility model, those having ordinary skill in the art will appreciate that: in the situation that not departing from principle of the present utility model and aim, can carry out multiple variation, modification, replacement and modification to these embodiments, scope of the present utility model is limited by claim and equivalent thereof.
Claims (4)
1. one kind is utilized combustion gas cold energy to improve the system that engine thermal efficiency is realized energy-saving and emission-reduction, it is characterized in that, comprise motor, the combustion gas transmission line being connected with described motor and air transmission line, control the control unit of the temperature difference between described combustion gas and air and control engine operation;
Described liquefaction gas transmission line comprises liquefaction gas air cylinder, described combustion gas air cylinder is used for storing LNG Liquefied natural gas, compressed natural gas and liquefied petroleum gas (LPG) thrin, described combustion gas air cylinder is by gas-air heat exchange vaporizer and one of gas and hot water heat exchange vaporizer or both series connection and being connected of knock out drum, described knock out drum is connected with gas nozzle with decompressor by filter, and described gas nozzle is injected gas injection in cylinder;
Described air transfer process comprises air-strainer, described air-strainer by after air-filtering by being transferred to air intercooler after air pressurizing unit supercharging, described air intercooler is inputted air in cylinder;
Also comprise fuel gas temperature sensor, engine cooling water temperature sensor and air temperature sensor, described fuel gas temperature sensor enters the fuel gas temperature before nozzle and described fuel gas temperature is transferred to control unit after reducing pressure for detection of described decompressor, described engine cooling water temperature sensor is transferred to described control unit for detection of described engine outlet water temperature and by described engine outlet water temperature, the air temperature of described air temperature sensor before for detection of the output of described air intercooler or closure is also transferred to described control unit by described air temperature, described control unit is controlled one of hot water electromagnetic valve and gas-air heat exchanger fan or both work, control by the hot water amount of gas and hot water heat exchange vaporizer and the ventilation of gas-air heat exchange vaporizer, make the difference of the temperature of combustion gas and air be less than setting threshold T.
2. the combustion gas cold energy that utilizes as claimed in claim 1 improves the system that engine thermal efficiency is realized energy-saving and emission-reduction, it is characterized in that: also comprise radiator fan, the control end of described radiator fan is connected with described control unit, described control unit, by the ventilation of gas and hot water heat exchange vaporizer described in the job control of the described radiator fan of control, regulates the water temperature in described gas and hot water heat exchange vaporizer.
3. the combustion gas cold energy that utilizes as claimed in claim 1 improves the system that engine thermal efficiency is realized energy-saving and emission-reduction, it is characterized in that: also comprise intercooler fan, the control end of described intercooler fan is connected with described control unit, described control unit, by controlling the ventilation of the job control air intercooler of intercooler fan, regulates the air temperature of air intercooler output.
4. the combustion gas cold energy that utilizes as claimed in claim 1 improves the system that engine thermal efficiency is realized energy-saving and emission-reduction, it is characterized in that: described control unit comprises MIM message input module, puocessing module and message output module;
Described MIM message input module is connected with at least one sensor, receive signal that described sensor sends here and to described signal carry out shaping, amplify process, A/D conversion, be transformed into the suitable digital signal of the receptible range of computer;
Described message output module and electronic throttle, spark coil, gas nozzle, gas-air heat exchange vaporizer blower fan, cooling water tank blower fan, air intercooler blower fan, one of gas and hot water heat exchange vaporizer solenoid valve or combination in any are connected, and described message output module amplifies control command and exports, and control electronic throttle, spark coil, gas nozzle, gas-air heat exchange vaporizer blower fan, cooling water tank blower fan, air intercooler blower fan, one of gas and hot water heat exchange vaporizer solenoid valve or combination in any work.
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103557071A (en) * | 2013-10-25 | 2014-02-05 | 张毅 | System and method for utilizing gas cold energy to improve engine heat efficiency and achieve aims of saving energy and reducing emission |
| CN110553608A (en) * | 2018-06-04 | 2019-12-10 | 沃尔沃汽车公司 | Method and system for camshaft positioning calibration |
| CN111472890A (en) * | 2020-04-08 | 2020-07-31 | 李笑雨 | System for realizing energy conservation and emission reduction by using gas cold energy |
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103557071A (en) * | 2013-10-25 | 2014-02-05 | 张毅 | System and method for utilizing gas cold energy to improve engine heat efficiency and achieve aims of saving energy and reducing emission |
| CN110553608A (en) * | 2018-06-04 | 2019-12-10 | 沃尔沃汽车公司 | Method and system for camshaft positioning calibration |
| CN110553608B (en) * | 2018-06-04 | 2022-03-15 | 沃尔沃汽车公司 | Method and system for camshaft positioning calibration |
| CN111472890A (en) * | 2020-04-08 | 2020-07-31 | 李笑雨 | System for realizing energy conservation and emission reduction by using gas cold energy |
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