CN115788710B - Method and device for controlling fuel temperature in vehicle, vehicle and electronic device - Google Patents
Method and device for controlling fuel temperature in vehicle, vehicle and electronic deviceInfo
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- CN115788710B CN115788710B CN202211558180.6A CN202211558180A CN115788710B CN 115788710 B CN115788710 B CN 115788710B CN 202211558180 A CN202211558180 A CN 202211558180A CN 115788710 B CN115788710 B CN 115788710B
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Abstract
本申请公开了了一种车辆中燃油温度控制方法、装置、车辆及电子装置，涉及车辆技术领域。该方法包括：响应于车辆的发动机运行，监测车辆的燃油温度；控制燃油温度处于第一阈值和第二阈值之间，以使燃油发生闪沸。本申请解决了相关技术中通过改进喷油方式、提升喷油压力等方式促进燃油雾化混合容易导致NVH问题，且效率较低，成本较高，不易实现的技术问题。
This application discloses a method, device, vehicle, and electronic device for controlling fuel temperature in a vehicle, relating to the field of vehicle technology. The method includes: monitoring the vehicle's fuel temperature in response to engine operation; and controlling the fuel temperature to be between a first threshold and a second threshold to cause the fuel to flash boil. This application addresses the technical issues in related technologies where improving fuel atomization and mixing by improving injection methods and increasing injection pressure can easily lead to NVH issues, resulting in low efficiency, high cost, and difficulty in implementation.
Description
Technical Field
The application relates to the technical field of vehicles, in particular to a method and a device for controlling fuel temperature in a vehicle, the vehicle and an electronic device.
Background
Under normal conditions, when the vehicle starts, the engine is in a cold starting working condition, and at the moment, the temperature of the working environment in the engine is low, so that the fuel is easily atomized slowly after being sprayed out due to severe fuel atomization conditions, and further the problems of carbon deposition and engine oil dilution are caused. In addition, because the fuel oil far away from the surface of the combustion chamber of the engine is insufficiently atomized, the mixed gas is unevenly distributed, so that the combustion process under the cold starting working condition of the engine is accompanied with emission of a large amount of particulate matters, the combustion cycle variation is aggravated, and the emission problem is caused. Therefore, aiming at the cold starting working condition of the engine, the combustion atomization of the fuel oil is promoted, and the uniform formation of the mixed gas is accelerated, so that the key of realizing dynamic economy and emission of the gasoline engine is realized.
At present, oil quantity is more accurate, mixing is more uniform and effective through modes such as improving an oil injection mode and improving oil injection pressure, but the method can cause the problems of noise, vibration and harshness (Noise, vibration, harshness, NVH) while improving the accumulation of the oil injection pressure, and has the advantages of lower efficiency, higher cost and difficult realization.
In view of the above problems, no effective solution has been proposed at present.
Disclosure of Invention
The embodiment of the application provides a method and a device for controlling fuel temperature in a vehicle, the vehicle and an electronic device, and aims to at least solve the technical problems that in the related art, NVH (noise, harshness) is easy to cause by promoting fuel atomization mixing in a mode of improving a fuel injection mode, improving fuel injection pressure and the like, and the technical problems of low efficiency, high cost and difficulty in realization are solved.
According to one embodiment of the application, a method for controlling fuel temperature in a vehicle is provided, which comprises monitoring the fuel temperature of the vehicle in response to the engine operation of the vehicle, and controlling the fuel temperature to be between a first threshold and a second threshold so that fuel is flashed.
Optionally, controlling the fuel temperature to be between the first threshold and the second threshold includes opening at least one heating line in response to the fuel temperature being less than or equal to the first threshold, wherein the at least one heating line includes at least one fuel heater for heating the fuel.
Optionally, controlling the fuel temperature to be between the first threshold and the second threshold further comprises opening a bypass line in response to the fuel temperature being greater than or equal to the second threshold, wherein the second threshold is greater than the first threshold, the bypass line being configured to divert fuel flowing through the at least one heating line.
Optionally, opening at least one heating pipeline comprises adjusting the valve opening of a first electric control valve, opening the first heating pipeline, wherein the first heating pipeline comprises a first fuel heater, and adjusting the valve opening of a second electric control valve to open a second heating pipeline in response to the fuel temperature being less than a second threshold, wherein the second heating pipeline comprises a second fuel heater.
Optionally, adjusting the valve opening of the first electric control valve, and opening the first heating pipeline comprises adjusting the valve opening of the first electric control valve to be a first opening, opening the first heating pipeline, and adjusting the valve opening of the first electric control valve to be a second opening in response to the fuel temperature being smaller than a second threshold, wherein the fuel flow corresponding to the second opening is larger than the fuel flow corresponding to the first opening.
Optionally, the bypass pipeline is opened by adjusting the valve opening of the third electric control valve to be a third opening, and the bypass pipeline is opened, wherein the third electric control valve is used for controlling the fuel flow in the bypass pipeline, and the valve opening of the third electric control valve is adjusted to be a fourth opening in response to the fuel temperature being smaller than a first threshold, wherein the fuel flow corresponding to the fourth opening is smaller than the fuel flow corresponding to the third opening.
Optionally, the at least one fuel heater comprises at least one of an exhaust fuel heater, a coolant fuel heater, an engine oil fuel heater, and a fuel electric heater.
According to one embodiment of the application, the fuel temperature control device in the vehicle is characterized by comprising a monitoring module and a control module, wherein the monitoring module is used for monitoring the fuel temperature of the vehicle in response to the operation of an engine of the vehicle, and the control module is used for controlling the fuel temperature to be between a first threshold value and a second threshold value so as to enable the fuel to flash.
Optionally, the control module is further configured to open at least one heating circuit in response to the temperature of the fuel being less than or equal to a first threshold, wherein the at least one heating circuit comprises at least one fuel heater for heating the fuel.
Optionally, the control module is further configured to open a bypass line in response to the fuel temperature being greater than or equal to a second threshold, wherein the second threshold is greater than the first threshold, the bypass line being configured to divert fuel flowing through the at least one heating line.
Optionally, the control module is further configured to adjust a valve opening of the first electrically controlled valve, and open the first heating pipeline, wherein the first heating pipeline includes a first fuel heater, and adjust a valve opening of the second electrically controlled valve to open the second heating pipeline in response to the fuel temperature being less than a second threshold, wherein the second heating pipeline includes a second fuel heater.
Optionally, the control module is further configured to adjust a valve opening of the first electronic control valve to a first opening, and open the first heating pipeline, and adjust the valve opening of the first electronic control valve to a second opening in response to the fuel temperature being less than a second threshold, where a fuel flow corresponding to the second opening is greater than a fuel flow corresponding to the first opening.
Optionally, the control module is further configured to adjust a valve opening of the third electronic control valve to a third opening, and open the bypass line, where the third electronic control valve is configured to control a fuel flow in the bypass line, and adjust the valve opening of the third electronic control valve to a fourth opening in response to the fuel temperature being less than the first threshold, where the fuel flow corresponding to the fourth opening is less than the fuel flow corresponding to the third opening.
Optionally, the at least one fuel heater comprises at least one of an exhaust fuel heater, a coolant fuel heater, an engine oil fuel heater, and a fuel electric heater.
According to one embodiment of the present application, there is also provided a vehicle for performing the fuel temperature control method in the vehicle of any one of the above.
According to one embodiment of the present application, there is also provided a computer-readable storage medium having a computer program stored therein, wherein the computer program is configured to perform the method of controlling the fuel temperature in a vehicle of any one of the above when run on a computer or processor.
According to one embodiment of the present application, there is also provided an electronic device including a memory having a computer program stored therein and a processor configured to run the computer program to perform the method of controlling fuel temperature in a vehicle of any one of the above.
In the embodiment of the application, by adopting the method, the fuel temperature of the vehicle is monitored in real time in response to the operation of the engine of the vehicle, and the fuel temperature is controlled to be between the first threshold value and the second threshold value, so that the fuel is flashed. The purpose that the fuel is effectively boiled through controlling the temperature of the fuel in the running process of the vehicle engine is achieved, the fuel is quickly atomized through the flash boiling, the fuel is guaranteed to be fully combusted, the emission is reduced, the technical effects of energy conservation and emission reduction are achieved, and the technical problems that NVH is easily caused by promoting fuel atomization mixing in the related art through improving a fuel injection mode, improving fuel injection pressure and the like are solved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application and do not constitute a limitation on the application. In the drawings:
FIG. 1 is a flow chart of a method of controlling fuel temperature in a vehicle according to one embodiment of the present application;
FIG. 2 is a schematic illustration of a method of controlling fuel temperature in a vehicle according to one embodiment of the application;
FIG. 3 is a system configuration diagram of a fuel temperature control method in a vehicle according to one embodiment of the application;
FIG. 4 is a flow chart of a method of controlling fuel temperature in a vehicle according to one embodiment of the application;
FIG. 5 is a system configuration diagram of a fuel temperature control method in a vehicle according to another embodiment of the present application;
FIG. 6 is a system configuration diagram of a fuel temperature control method in a vehicle according to another embodiment of the present application;
FIG. 7 is a system configuration diagram of a fuel temperature control method in a vehicle according to another embodiment of the present application;
fig. 8 is a block diagram showing a structure of a fuel temperature control device in a vehicle according to one embodiment of the application.
Detailed Description
For ease of understanding, a description of some of the concepts related to the embodiments of the invention are given by way of example for reference.
The following is shown:
The flash boiling phenomenon (flash boiling) is that spraying flash boiling is that when the pressure of high-temperature fuel oil suddenly drops below saturation pressure, bubbles are generated in the fuel oil, and the bubbles explode and break the fuel oil into very fine oil drops along with the continuous drop of the pressure exceeding the overheat limit, thereby playing a role of accelerating atomization. According to the embodiment of the application, the fuel oil is subjected to flash boiling phenomenon by controlling the temperature of the fuel oil, the flash boiling phenomenon of the fuel oil is utilized to accelerate the fuel oil atomization under the cold starting working condition of the vehicle, so that the fuel oil combustion is improved, the original exhaust in the engine is further reduced, and the atomization and mixing of the fuel oil are reasonably accelerated, so that the gas in the engine is uniformly mixed, and the emission problem is further solved.
In order that those skilled in the art will better understand the present application, a technical solution in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present application without making any inventive effort, shall fall within the scope of the present application.
It should be noted that the terms "first," "second," and the like in the description and the claims of the present application and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the application described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
According to one embodiment of the present application, there is provided an embodiment of a method of controlling fuel temperature in a vehicle, it being noted that the steps shown in the flowchart of the drawings may be performed in a computer system such as a set of computer executable instructions, and that although a logical sequence is shown in the flowchart, in some cases the steps shown or described may be performed in a different order than that shown.
The method embodiments may be performed in an electronic device, similar control device or system that includes a memory and a processor. Taking an electronic device as an example, the electronic device may include one or more processors and memory for storing data. Optionally, the electronic apparatus may further include a communication device for a communication function and a display device. It will be appreciated by those of ordinary skill in the art that the foregoing structural descriptions are merely illustrative and are not intended to limit the structure of the electronic device. For example, the electronic device may also include more or fewer components than the above structural description, or have a different configuration than the above structural description.
The processor may include one or more processing units. For example, the processor may include a processing device such as a central processing unit (central processing unit, CPU), a graphics processor (graphics processing unit, GPU), a Digital Signal Processing (DSP) chip, a microprocessor (microcontroller unit, MCU), a programmable logic device (FPGA) GATE ARRAY, a neural-Network Processor (NPU), a tensor processor (tensor processing unit, TPU), an artificial intelligence (ARTIFICIAL INTELLIGENT, AI) type processor, and the like. Wherein the different processing units may be separate components or may be integrated in one or more processors. In some examples, the electronic device may also include one or more processors.
The memory may be used to store a computer program, for example, a computer program corresponding to a fuel temperature control method in a vehicle according to an embodiment of the present application, and the processor executes the computer program stored in the memory, thereby implementing the fuel temperature control method in a vehicle. The memory may include high speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid state memory. In some examples, the memory may further include memory remotely located with respect to the processor, which may be connected to the electronic device through a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The communication device is used to receive or transmit data via a network. Specific examples of the network described above may include a wireless network provided by a communication provider of the mobile terminal. In one example, the communication device includes a network adapter (network interface controller, NIC) that can connect to other network devices through the base station to communicate with the Internet. In one example, the communication device may be a Radio Frequency (RF) module for communicating with the internet wirelessly.
Display devices may be, for example, touch screen type Liquid Crystal Displays (LCDs) and touch displays (also referred to as "touch screens" or "touch display screens"). The liquid crystal display may enable a user to interact with a user interface of the mobile terminal. In some embodiments, the mobile terminal has a graphical user interface (GRAPHICAL USER INTERFACE, GUI) with which a user can interact with the GUI by touching finger contacts and/or gestures on the touch-sensitive surface, where the human-machine interaction functionality optionally includes interactions such as creating web pages, drawing, word processing, making electronic documents, games, video conferencing, instant messaging, sending and receiving electronic mail, talking interfaces, playing digital video, playing digital music and/or web browsing, etc., executable instructions for performing the human-machine interaction functionality described above are configured/stored in one or more processor-executable computer program products or readable storage mediums.
In this embodiment, a method for controlling fuel temperature in a vehicle running on an electronic device is provided, fig. 1 is a flowchart of a method for controlling fuel temperature in a vehicle according to one embodiment of the present application, and as shown in fig. 1, the flowchart includes the steps of:
Step S10, in response to the engine operation of the vehicle, monitoring the fuel temperature of the vehicle;
When the engine of the vehicle runs, the fuel in the engine starts to burn, and it can be understood that in the starting stage of the vehicle, the engine is in a cold starting working condition, at this time, the engine of the vehicle is difficult to start, the internal temperature is low, the heat dissipation to the outside is fast, the atomization combustion condition is bad, the fuel is easy to be atomized slowly after being sprayed out due to bad fuel atomization condition, and further the problems of carbon deposition and engine oil dilution are caused. In addition, because the fuel oil far away from the surface of the combustion chamber of the engine is insufficiently atomized, the mixed gas is unevenly distributed, so that the combustion process under the cold starting working condition of the engine is accompanied with emission of a large amount of particulate matters, the combustion cycle variation is aggravated, and the emission problem is caused.
It can be understood that the flash phenomenon of fuel is through promoting the fuel burning to can accelerate the fuel atomization, optionally, can be through controlling engine fuel burning temperature, and then the flash phenomenon is taken place to the control fuel, thereby can utilize the flash phenomenon of fuel to accelerate the fuel atomization of cold start operating mode, and then improve the inside combustion conditions of vehicle engine, reduce the interior former row of engine, the atomizing mixture of reasonable acceleration fuel simultaneously makes the inside gas misce bene of engine, and then solves emission problem.
It can be understood that the fuel oil can flash in a certain temperature range, so that the fuel oil temperature of the vehicle needs to be monitored in real time, the fuel oil temperature of the vehicle is obtained in real time, the fuel oil temperature is controlled according to actual conditions, and the fuel oil can flash under the condition of ensuring the combustion safety.
Alternatively, the temperature sensor may be disposed in the engine of the vehicle, and the temperature of the fuel may be monitored in real time by the temperature sensor, and the temperature sensor may be disposed in front of the fuel injection device in the engine of the vehicle, for example, so as to accurately monitor the temperature of the fuel in real time, which is not limited in the embodiment of the present application.
Step S11, controlling the temperature of the fuel to be between a first threshold value and a second threshold value so as to enable the fuel to flash.
It can be understood that the flash boiling phenomenon can only occur effectively when the fuel oil is too low in temperature, the fuel oil is not combusted sufficiently, the similar boiling state cannot be achieved and bubbles are generated, the fuel oil cannot be broken into very fine oil drops through bubble bursting, and then the flash boiling phenomenon occurs, and when the fuel oil is too high in temperature, the explosion or other out-of-control risks can possibly occur due to the severe combustion of the fuel oil.
Therefore, the fuel temperature needs to be controlled in a proper temperature range, and a flash phenomenon occurs under the premise of ensuring the safe combustion of the fuel, so that the flash phenomenon of the fuel is utilized to accelerate the fuel atomization under the cold starting working condition of the vehicle, further, the combustion condition in the engine of the vehicle is improved, and the original exhaust in the engine of the engine is reduced.
The first threshold can be understood as the lower limit of the temperature of the fuel in which the flash phenomenon occurs, namely, the lowest temperature of the fuel in which the flash phenomenon effectively occurs can be ensured, the lowest temperature is lower than the lowest temperature, the flash phenomenon effectively occurs in the fuel is ensured, the second threshold can be understood as the upper limit of the temperature of the fuel in which the safe combustion is ensured, namely, the highest temperature of the fuel in which the safe combustion is ensured exceeds the highest temperature, and the risk of out of control possibly occurs severely due to the combustion of the fuel.
Fig. 2 is a schematic diagram of a fuel temperature control method in a vehicle according to an embodiment of the present application, as shown in fig. 2, a rectangular coordinate system in fig. 2 indicates a fuel temperature on a horizontal axis, and indicates a pressure value on a vertical axis, under a specific pressure, when the fuel temperature is greater than a flash critical temperature (i.e. a first threshold value), the fuel can flash, and it is understood that in theory, the fuel temperature is greater than the flash critical temperature, but in actual situations, due to environmental limitations and other factors, the minimum temperature at which the fuel can actually flash is usually greater than the flash critical temperature, i.e. when the fuel temperature is greater than the actual flash critical temperature. In fig. 2, the area where the fuel temperature is greater than the actual flash critical temperature is a flash area, the area where the fuel temperature is less than the flash critical temperature in fig. 2 is a non-flash area, and when the fuel temperature is greater than the highest temperature (i.e. the second threshold value) of the safe combustion of the fuel, the fuel combustion is intense, possibly causing a risk of control, and the area where the fuel temperature is less than the highest temperature in fig. 2 is a temperature control area. In the embodiment of the application, the temperature of the fuel oil is required to be controlled to be simultaneously in a flash boiling region and a temperature control region (namely, the temperature of the fuel oil is controlled to be between a first threshold value and a second threshold value), so that the flash boiling phenomenon of the fuel oil is ensured to occur under the premise of safe combustion.
Optionally, the control unit can be arranged in the vehicle engine, the temperature sensor in the vehicle engine can be combined to control the fuel temperature according to the fuel temperature monitored in real time, when the monitored fuel temperature is smaller than or equal to a first threshold value, the fuel temperature is controlled to rise, so that the fuel can be effectively subjected to flash boiling, and when the monitored fuel temperature is larger than or equal to a second threshold value, the fuel temperature is controlled to fall, so that the safe combustion of the fuel is ensured.
Through the steps, the fuel temperature of the vehicle is monitored in real time in response to the engine operation of the vehicle, and the fuel temperature is controlled to be between a first threshold value and a second threshold value, so that the fuel is flashed. Therefore, the temperature of the fuel in the process of the flash boiling phenomenon can be effectively controlled, the fuel is combusted fully, the technical effect of realizing the flash boiling phenomenon when the vehicle engine is started is achieved, meanwhile, the process is simple and easy to realize, the system efficiency is greatly improved, and the technical problems that NVH is easy to cause, the efficiency is lower, the cost is higher and the implementation is difficult are solved by improving the fuel injection mode, improving the fuel injection pressure and the like to promote the fuel atomization mixing in the related technology.
Optionally, in step S11, controlling the fuel temperature between the first threshold and the second threshold may include performing the steps of:
Step S110, at least one heating pipeline is opened in response to the temperature of the fuel being less than or equal to a first threshold value;
Wherein the at least one heating line comprises at least one fuel heater for heating the fuel.
The heating line is understood to be a pipe passage for heating fuel in a vehicle engine in which a plurality of heating lines may be provided, each including a fuel heater for heating fuel so as to raise the temperature of the fuel. In addition, the fuel flow rate flowing through the heating pipeline can be controlled through the switch, so that the fuel flow rate for heating is controlled, and the fuel temperature is further controlled.
When the fuel temperature is less than or equal to the first threshold value, the current fuel temperature is about to be lower than or is lower than the flash critical temperature of the fuel, the fuel temperature needs to be increased to be higher than the first threshold value, so that the flash phenomenon occurs, and the fuel is heated by opening at least one heating pipeline, namely at least one fuel heater, so that the fuel temperature is increased.
Optionally, the at least one fuel heater comprises at least one of an exhaust fuel heater, a coolant fuel heater, an engine oil fuel heater, and a fuel electric heater.
It can be understood that the heating modes of different types of fuel oil heaters on fuel oil are different, so that the heating speeds of the fuel oil are different, and in the fuel oil heater, the heating speed of the exhaust fuel oil heater is the fastest, so that the temperature of the fuel oil can be increased in a relatively minimum time, and then the engine oil fuel oil heater, the coolant fuel oil heater and the fuel oil electric heater are arranged.
Optionally, the at least one fuel heater may further include other types of fuel heaters, such as a steam fuel heater, a natural gas fuel heater, etc., where a fuel heater with high efficiency and high safety is selected, and the embodiment of the present application is not limited thereto
Optionally, the fuel heater with higher heating speed can be selected to heat the fuel, so that the temperature of the fuel can be increased in a shorter time, the heating of the fuel is completed, the fuel flash phenomenon is promoted, the time is saved, and the efficiency is higher.
Optionally, in step S11, controlling the fuel temperature between the first threshold value and the second threshold value may further include performing the steps of:
Step S111, responding to the fuel temperature being greater than or equal to a second threshold value, and opening a bypass pipeline;
Wherein the second threshold is greater than the first threshold and the bypass line is configured to split fuel flowing through the at least one heating line.
The bypass line may be understood as a conduit path for diverting fuel in the vicinity of the heating line in the vehicle engine, and it may be understood that when fuel flows through the bypass line, it is equivalent to distributing part of the fuel originally flowing through the at least one heating line to the bypass line, at which time the amount of fuel flowing through the at least one heating line is reduced, the heated fuel is reduced, and thus the temperature of the fuel eventually collected after the at least one heating line and the bypass line is reduced.
Optionally, at least one heating pipeline and a bypass pipeline may be disposed before the temperature sensor inside the engine, the fuel is heated through the at least one heating pipeline and the bypass pipeline, the temperature of the fuel is monitored in real time according to the temperature sensor before the fuel injection device, and when the temperature sensor monitors that the temperature of the fuel is greater than or equal to a second threshold value, the bypass pipeline is opened through the control unit, so that the amount of the fuel flowing through the at least one heating pipeline is reduced, and the temperature of the fuel can be reduced.
When the fuel temperature is greater than or equal to the second threshold, the current fuel temperature is about to be higher than or higher than the highest temperature capable of ensuring the safe combustion of the fuel, and the fuel temperature needs to be reduced to enable the fuel temperature to be smaller than the second threshold, so that the safe combustion of the fuel is ensured, and the occurrence of potential safety hazards is prevented. The fuel flowing through the at least one heating line is branched off by opening the bypass line, i.e. by opening the bypass line, so that the fuel temperature is reduced.
Optionally, in step S110, opening at least one heating line may include performing the steps of:
Step S1100, adjusting the valve opening of a first electric control valve, and opening a first heating pipeline;
Wherein the first heating line comprises a first fuel heater.
The electric control valve is understood to be a valve for controlling the fuel flow of at least one heating line, by adjusting the opening of the valve, the fuel flow through at least one heating line and thus the fuel temperature can be controlled.
Optionally, the exhaust gas fuel heater may be selected as the first fuel heater, and the heating pipeline where the exhaust gas fuel heater is located is the first heating pipeline, and the electric control valve for controlling the heating pipeline where the exhaust gas fuel heater is located is the first electric control valve. And opening the first heating pipeline by adjusting the valve opening of the first electric control valve, namely controlling the fuel to flow through the first heating pipeline, and heating the fuel through a first fuel heater in the first heating pipeline.
Optionally, a coolant fuel heater, an oil fuel heater or a fuel electric heater may be selected as the first fuel heater, and the first heating pipeline and the first electric control valve are heating pipelines and electric control valves corresponding to the selected fuel heater.
And step 1101, in response to the fuel temperature being less than the second threshold, adjusting the valve opening of the second electrically controlled valve, and opening the second heating pipeline.
Wherein the second heating line comprises a second fuel heater.
After the first heating pipeline is opened, the fuel is heated by the first heater, if the temperature of the fuel heated by the first heater is smaller than the second threshold value, the fuel temperature does not exceed the highest temperature for guaranteeing safe combustion of the fuel, and the fuel temperature can be continuously increased at the moment, so that the fuel is fully combusted, and flash boiling of the fuel is caused.
Optionally, when the exhaust gas fuel heater is selected as the first fuel heater, the coolant fuel heater may be selected as the second fuel heater, and then the heating pipeline where the coolant fuel heater is located is the second heating pipeline, and the electric control valve for controlling the heating pipeline where the coolant fuel heater is located is the second electric control valve. And the second heating pipeline is opened by adjusting the valve opening of the second electric control valve, namely the fuel flow is increased, the increased fuel is controlled to flow through the second heating pipeline, and the fuel is heated through the second fuel heater at the same time, so that the temperature rise of the fuel is controlled.
Optionally, when the exhaust gas fuel heater is selected as the first fuel heater, the engine oil fuel heater or the fuel oil electric heater may be selected as the second fuel heater, and the second heating pipeline and the second electric control valve are heating pipelines and electric control valves corresponding to the selected fuel oil heater.
Optionally, in step S1100, adjusting the valve opening of the first electrically controlled valve, and opening the first heating pipe may include the following steps:
Step S1100a, adjusting the valve opening of a first electric control valve to be a first opening, and opening a first heating pipeline;
The first opening degree may be understood as the opening of the control valve for controlling the heating line and at a relatively small degree of opening, for example the opening degree of closing to half the opening, i.e. when the valve opening degree is the first opening degree, the valve is open and at a relatively small degree of opening. It will be appreciated that in order to prevent excessive fuel temperature at the initial stage of combustion, which directly results in a risk of runaway, the fuel temperature should not be excessive when the first heating line is opened, and then the adjustment and control is performed according to the monitored fuel temperature.
The valve opening of the first electric control valve is adjusted to be the first opening, namely, the first electric control valve is controlled to be opened and is in a relatively small opening degree, the first heating pipeline is opened at the moment, the first heater heats fuel, but the first electric control valve is opened and is in a relatively small opening degree at the moment, so that the fuel flow flowing through the first heating pipeline is small, the situation of out of control risk caused by overhigh temperature of the initial stage of fuel combustion can be avoided, and meanwhile, the fuel temperature can be correspondingly adjusted and controlled according to the monitored fuel temperature, so that the fuel temperature is controlled in real time according to actual conditions.
In step S1100b, the valve opening of the first electrically controlled valve is adjusted to the second opening in response to the fuel temperature being less than the second threshold.
Wherein, the fuel flow corresponding to the second opening is larger than the fuel flow corresponding to the first opening.
The second opening degree may be understood as a degree of opening of the control valve for controlling the heating line, which is relatively large, for example, a degree of opening from half to full opening, i.e. when the valve opening degree is the second opening degree, the valve is opened and is relatively large, i.e. the fuel flow corresponding to the second opening degree is larger than the fuel flow corresponding to the first opening degree.
It can be understood that after the valve opening of the first electric control valve is adjusted to be the first opening, the fuel flows through the first heating pipeline and is heated by the first fuel heater, and when the valve opening of the first electric control valve is the first opening, the fuel temperature is smaller than the second threshold value, which indicates that the fuel temperature does not exceed the highest temperature for ensuring the safe combustion of the fuel at the moment, the fuel temperature can be properly increased, so that the fuel is accelerated to be fully combusted, and the flash phenomenon occurs.
The valve opening of the first electric control valve is adjusted to be the second opening, namely the first electric control valve is controlled to be opened and is in a relatively large opening degree, and the fuel flow flowing through the first heating pipeline is large at the moment, so that the temperature rise of the fuel can be controlled by increasing the fuel flow, the fuel is accelerated to be fully combusted, and the flash boiling phenomenon occurs.
Illustratively, the valve opening of the first electrically controlled valve is adjusted to a first opening, the first heating line is opened, i.e. the control valve controlling the heating line is opened and at a relatively small degree of opening, the fuel is heated through the first heating pipeline, and the fuel flow flowing through the first heating pipeline is small because the valve opening of the first electric control valve is relatively small at the moment, so that the fuel temperature can be monitored in real time through the temperature sensor. When the fuel temperature is monitored to be smaller than the second threshold value, the fuel temperature is required to be controlled to rise, and at the moment, the valve opening of the first electric control valve is adjusted to be the second opening, namely, the valve opening of the first electric control valve is adjusted to be increased, so that the fuel flow flowing through the first heating pipeline is increased, and the fuel temperature is further increased.
Optionally, in step S111, opening the bypass line may include the following steps:
step S1110, adjusting the valve opening of the third electric control valve to be a third opening, and opening a bypass pipeline;
the third electric control valve is used for controlling the fuel flow in the bypass pipeline.
The step can be understood as that after the valve opening of the first electric control valve is adjusted and the first heating pipeline is opened, when the fuel temperature is greater than or equal to the second threshold value, the fuel temperature is about to be higher than or equal to the highest temperature capable of ensuring the safe combustion of the fuel, and the fuel temperature needs to be reduced so that the fuel temperature is smaller than the first threshold value, so that the safe combustion of the fuel is ensured, and the occurrence of potential safety hazards is prevented.
The third opening degree may be understood as a degree of opening of the third electrically controlled valve for controlling the bypass line, which is relatively large, for example half-way to full-way, i.e. when the third electrically controlled valve opening degree is the third opening degree. It can be appreciated that since the bypass line is opened for reducing the fuel temperature to prevent the occurrence of a safety hazard, the fuel temperature needs to be rapidly reduced in a short time at this time, and thus, when the bypass line is opened, the valve controlling the bypass line is adjusted to a large degree of openness to achieve rapid reduction of the fuel temperature in a short time.
And adjusting the valve opening of the third electric control valve to be the third opening, and opening the bypass pipeline, namely, splitting fuel flowing through at least one heating pipeline by opening the bypass pipeline, wherein the fuel flowing through the bypass pipeline is larger in flow rate, and splitting the at least one heating pipeline is larger in flow rate, so that the temperature of the fuel is reduced.
In step S1111, in response to the fuel temperature being less than the first threshold, the valve opening of the third electronically controlled valve is adjusted to a fourth opening.
The fuel flow corresponding to the fourth opening degree is smaller than the fuel flow corresponding to the third opening degree.
The fourth opening degree may be understood as a degree of opening of the third electrically controlled valve for controlling the bypass line and being relatively small, for example, closed to a half of the opening degree, i.e. when the third electrically controlled valve opening degree is the fourth opening degree, the third electrically controlled valve is opened and is relatively small, i.e. the fuel flow corresponding to the fourth opening degree is smaller than the fuel flow corresponding to the third opening degree.
It can be understood that, after the bypass pipeline is opened, the valve opening of the third electric control valve is adjusted to be the third opening, at this time, the valve opening of the third electric control valve is larger, the fuel flow flowing through the bypass pipeline is larger, that is, the flow division effect on at least one heating pipeline is stronger, at this time, the fuel temperature is smaller than the first threshold value, which means that the fuel temperature is lower than the flash boiling critical temperature of the fuel, and the fuel temperature needs to be raised to be larger than the first threshold value, so that the flash boiling phenomenon occurs.
And adjusting the valve opening of the third electric control valve to be a fourth opening, namely controlling the third electric control valve to be opened and to be in a relatively smaller opening degree, wherein the fuel flow flowing through the bypass pipeline is smaller. The diversion effect on at least one heating pipeline is smaller, so that the temperature rise of the fuel can be controlled by reducing the diversion fuel quantity of the fuel heater, the fuel is accelerated to fully burn, and the flash phenomenon occurs.
Fig. 3 is a system configuration diagram of a fuel temperature control method in a vehicle according to an embodiment of the present application, and as shown in fig. 3, the system configuration diagram of the fuel temperature control system in the vehicle in fig. 3 includes a fuel tank 1, a low pressure fuel pipe 2, a low pressure fuel pump 3, an electric control valve 4, an exhaust gas fuel heater 5, a coolant fuel heater 6, an engine oil fuel heater 7, an electric fuel heater 8, a temperature sensor 9, a check valve 10, a temperature sensor 11, a high pressure fuel pump 12, a high pressure fuel pipe 13, a fuel rail 14, a rail pressure sensor 15, a fuel injector 16, a temperature sensor 17, a control unit 18, and a bypass line 19.
The fuel tank 1 is used for storing fuel, the low-pressure oil pump 3 is used for sucking the fuel to be combusted from the fuel tank 1, the low-pressure oil pipe 2 is used for conveying the fuel to be combusted, which is sucked from the fuel tank 1 by the low-pressure oil pump 3, the electric control valve 4 is used for controlling the fuel flow which flows through the exhaust fuel heater 5, the cooling liquid fuel heater 6, the engine oil fuel heater 7, the fuel electric heater 8 and the bypass pipeline 19, the exhaust fuel heater 5, the cooling liquid fuel heater 6, the engine oil fuel heater 7, the fuel electric heater 8 is used for heating the fuel, the bypass pipeline 19 is used for shunting the fuel flow of each heating pipeline, the temperature sensor 9 is used for monitoring the fuel temperature of each heating pipeline, the check valve 10 is used for controlling the backflow of the fuel of each branch, the temperature sensor 11 is used for monitoring the fuel temperature at which each heating pipeline and the bypass pipeline 19 are converged, the high-pressure oil pump 12 is used for pressurizing, the heated fuel is sucked to the fuel injector 16, the high-pressure oil pipe 13 and the fuel rail 14 is used for conveying the fuel which is sucked through the high-pressure oil pump 12, the rail pressure sensor 15 is used for monitoring the fuel rail pressure of the fuel rail 14, the fuel injector 16 is used for monitoring the fuel rail pressure of the fuel injector 16, the temperature sensor 16 is used for promoting the spraying of the fuel, the temperature sensor 17 is used for controlling the fuel temperature before the atomization unit is used for controlling the electric control valve 18.
When the fuel temperature control system in the vehicle shown in fig. 3 operates, firstly, the fuel temperature control system is pumped from the fuel tank 1 through the low-pressure oil pump 3 and is pressurized through the high-pressure oil pump 12 and then conveyed to the fuel injector 16 through the high-pressure oil pipe 13 and the high-pressure oil rail 14 to realize fuel injection, meanwhile, four heating pipelines of the exhaust fuel heater 5, the cooling liquid fuel heater 6, the engine oil fuel heater 7 and the fuel electric heater 8 and a bypass pipeline 19 are connected between the low-pressure oil pump 3 and the high-pressure oil pump 12 of the fuel supply pipeline, the respective circulation flow rate is controlled through the electric control valve 4, the fuel temperature of each branch is monitored by the temperature sensor 9, the backflow of the fuel of each branch is controlled by the check valve 10, the signals monitored in real time are transmitted to the control unit 18 through the temperature sensors 9, 11 and 17 and the pressure sensor 15, and the electric control valve 4 are controlled through the control unit 18, so that the fuel flow rates of each heating pipeline and the bypass pipeline are adjusted, and the fuel temperature is controlled.
Fig. 4 is a flowchart of a fuel temperature control method in a vehicle according to one embodiment of the present application, and as shown in fig. 4, a detailed description of the above steps is comprehensively described. As shown in fig. 4, after the engine works normally, the running state and the fuel temperature of the engine are monitored in real time (i.e. step S10), whether the fuel temperature is less than or equal to the flash critical temperature is monitored, when the fuel temperature is less than or equal to the flash critical temperature, the opening of the heating electric control valve is increased, so that the fuel flow flowing through the heating pipeline is increased, the fuel temperature is increased, at the moment, whether the fuel temperature is greater than or equal to the maximum combustion temperature is continuously monitored, when the fuel temperature is less than the maximum combustion temperature of the fuel, whether the heating electric control valve reaches the maximum capacity is judged, if the heating electric control valve reaches the maximum capacity, the next heating electric control valve is increased, if the heating electric control valve does not reach the maximum capacity, the opening of the heating electric control valve is increased, meanwhile, whether the fuel temperature is greater than or equal to the maximum combustion temperature is monitored, when the fuel temperature is greater than or equal to the maximum combustion temperature of the fuel, the opening of the bypass electromagnetic valve is increased, the fuel flow of the bypass pipeline is controlled, the fuel flow of the heating pipeline is split, and the fuel temperature is further reduced, and whether the flash temperature is less than or not equal to the critical temperature is monitored. When the fuel temperature is less than or equal to the flash critical temperature, the opening of the bypass electromagnetic valve is reduced, and likewise, after the next heating electric control valve is enlarged, whether the fuel temperature is greater than or equal to the highest combustion temperature of the fuel is monitored, and when the fuel temperature is less than the highest combustion temperature of the fuel, namely, when the fuel temperature is greater than the flash critical temperature and less than the highest combustion temperature of the fuel, the flow is ended (namely, step S11).
Fig. 5 is a system configuration diagram of a fuel temperature control method in a vehicle according to another embodiment of the present application, as shown in fig. 5, devices and functions included in the configuration diagram of the fuel temperature control system in the vehicle in fig. 5 are the same as those in fig. 3, and are not described herein, alternatively, in fig. 5, four heating lines of the exhaust gas fuel heater 5, the coolant fuel heater 6, the oil fuel heater 7, the fuel electric heater 8 and one bypass line 19 may be connected to the high-pressure oil pump 12.
In the operation of the fuel temperature control system in the vehicle shown in fig. 5, firstly, the fuel temperature of each branch is pumped from the fuel tank 1 through the low-pressure oil pump 3 and is pressurized by the high-pressure oil pump 12 and then is conveyed to the fuel injector 16 through the high-pressure oil pipe 13 and the high-pressure oil rail 14 to realize fuel injection, meanwhile, after the high-pressure oil pump 12, four heating pipelines of the exhaust fuel heater 5, the cooling liquid fuel heater 6, the engine oil fuel heater 7, the fuel electric heater 8 and a bypass pipeline 19 are connected, the respective circulation flow rates are controlled through the electric control valve 4, the temperature sensor 9 monitors the fuel temperature of each branch, the backflow of the fuel of each branch is controlled through the check valve 10, the temperature sensors 9, 11 and 17 and the pressure sensor 15 transmit signals monitored in real time to the control unit 18, and the electric control valve 4 is controlled through the control unit 18, so that the fuel flow rates of each heating pipeline and the bypass pipeline are adjusted, and the fuel temperature is controlled.
Fig. 6 is a system configuration diagram of a fuel temperature control method in a vehicle according to another embodiment of the present application, as shown in fig. 6, devices and functions included in the system configuration diagram of the fuel temperature control system in the vehicle in fig. 6 are the same as those in fig. 3, and are not repeated here. Alternatively, in fig. 6, four heating lines of the exhaust gas fuel heater 5, the coolant fuel heater 6, the oil fuel heater 7, the fuel electric heater 8, and one bypass line 19 may be connected before the low-pressure oil pump 3.
In the operation of the fuel temperature control system in the vehicle shown in fig. 6, firstly, the fuel temperature of each branch is pumped from the fuel tank 1 through the low-pressure oil pump 3 and is pressurized through the high-pressure oil pump 12 and then is conveyed to the fuel injector 16 through the high-pressure oil pipe 13 and the high-pressure oil rail 14 to realize fuel injection, meanwhile, the exhaust fuel heater 5, the cooling liquid fuel heater 6, the engine oil fuel heater 7, the fuel electric heater 8 and the bypass pipeline 19 are connected in front of the low-pressure oil pump 3, the respective circulation flow rate is controlled through the electric control valve 4, the temperature sensor 9 monitors the fuel temperature of each branch, the backflow of the fuel of each branch is controlled through the check valve 10, the temperature sensors 9, 11 and 17 and the pressure sensor 15 transmit signals monitored in real time to the control unit 18, and the electric control valve 4 is controlled through the control unit 18, so that the fuel flow rates of each heating pipeline and the bypass pipeline are adjusted, and the fuel temperature is controlled.
Fig. 7 is a system configuration diagram of a fuel temperature control method in a vehicle according to another embodiment of the present application, where the fuel temperature control system in the vehicle may be used for a low pressure fuel injection system, as shown in fig. 7, and the components included in the configuration diagram of the fuel temperature control system in the vehicle in fig. 7 are not included in the high pressure fuel pump 12, the high pressure fuel pipe 13, the temperature sensor 17, and the remaining components and functions are the same as those in fig. 3, and are not repeated here.
In the operation of the fuel temperature control system in the vehicle shown in fig. 7, firstly, the fuel temperature control system is pumped out from the fuel tank 1 through the low-pressure oil pump 3 via the low-pressure oil pipe 2, and is connected into the exhaust fuel heater 5, the cooling liquid fuel heater 6, the engine oil fuel heater 7, the fuel electric heater 8 and the bypass pipeline 19, the respective circulation flow is controlled through the electric control valve 4, the temperature sensor 9 monitors the fuel temperature of each branch, the check valve 10 controls the backflow of the fuel of each branch, the temperature sensors 9 and 11 and the pressure sensor 15 transmit the signals monitored in real time to the control unit 18, and the control unit 18 controls the electric control valve 4, so as to adjust the fuel flow of each heating pipeline and the bypass pipeline, and further control the fuel temperature.
From the description of the above embodiments, it will be clear to a person skilled in the art that the method according to the above embodiments may be implemented by means of software plus the necessary general hardware platform, but of course also by means of hardware, but in many cases the former is a preferred embodiment. Based on such understanding, the technical solution of the present application may be embodied essentially or in a part contributing to the prior art in the form of a software product stored in a storage medium (e.g. ROM/RAM, magnetic disk, optical disk) comprising instructions for causing a terminal device (which may be a mobile phone, a computer, a server, or a network device, etc.) to perform the method according to the embodiments of the present application.
The embodiment also provides a device for controlling the temperature of fuel in a vehicle, which is used for implementing the above embodiment and the preferred implementation, and is not described again. As used below, the terms "unit," "module" may be a combination of software and/or hardware that implements a predetermined function. While the means described in the following embodiments are preferably implemented in software, implementation in hardware, or a combination of software and hardware, is also possible and contemplated.
Fig. 8 is a block diagram of a fuel temperature control apparatus in a vehicle according to an embodiment of the present application, as shown in fig. 8, by way of example of the fuel temperature control apparatus 800 in a vehicle, the apparatus including a monitoring module 801, the monitoring module 801 being configured to monitor a fuel temperature of the vehicle in response to an engine operation of the vehicle, and a control module 802, the control module 802 being configured to control the fuel temperature to be between a first threshold and a second threshold so that a flash boiling of the fuel occurs.
Optionally, the control module 802 is further configured to open at least one heating circuit in response to the temperature of the fuel being less than or equal to a first threshold, wherein the at least one heating circuit comprises at least one fuel heater for heating the fuel.
Optionally, the control module 802 is further configured to open a bypass line in response to the fuel temperature being greater than or equal to a second threshold, wherein the second threshold is greater than the first threshold, the bypass line being configured to divert fuel flowing through the at least one heating line.
Optionally, the control module 802 is further configured to adjust a valve opening of the first electrically controlled valve, and open the first heating circuit, wherein the first heating circuit includes a first fuel heater, and adjust a valve opening of the second electrically controlled valve to open the second heating circuit, wherein the second heating circuit includes a second fuel heater, in response to the fuel temperature being less than a second threshold.
Optionally, the control module 802 is further configured to adjust a valve opening of the first electronic control valve to a first opening, and open the first heating pipeline, and adjust the valve opening of the first electronic control valve to a second opening in response to the fuel temperature being less than a second threshold, where a fuel flow corresponding to the second opening is greater than a fuel flow corresponding to the first opening.
Optionally, the control module 802 is further configured to adjust a valve opening of the third electronic control valve to a third opening, and open the bypass line, where the third electronic control valve is configured to control a fuel flow in the bypass line, and adjust the valve opening of the third electronic control valve to a fourth opening in response to the fuel temperature being less than the first threshold, where the fuel flow corresponding to the fourth opening is less than the fuel flow corresponding to the third opening.
Optionally, the at least one fuel heater comprises at least one of an exhaust fuel heater, a coolant fuel heater, an engine oil fuel heater, and a fuel electric heater.
It should be noted that the above units and modules may be implemented by software or hardware, and the latter may be implemented by, but not limited to, the units and modules being located in the same processor, or the units and modules being located in different processors in any combination.
Embodiments of the present application also provide a vehicle for performing the steps of any of the method embodiments described above.
Alternatively, in the present embodiment, the above-described vehicle may be configured to store a computer program for executing the steps of:
Step S1, monitoring the fuel temperature of a vehicle in response to the operation of an engine of the vehicle;
And S2, controlling the temperature of the fuel to be between a first threshold value and a second threshold value so as to enable the fuel to flash.
Embodiments of the present application also provide a computer readable storage medium having a computer program stored therein, wherein the computer program is arranged to perform the steps of any of the method embodiments described above when run on a computer or processor.
Alternatively, in the present embodiment, the above-described computer-readable storage medium may be configured to store a computer program for performing the steps of:
Step S1, monitoring the fuel temperature of a vehicle in response to the operation of an engine of the vehicle;
And S2, controlling the temperature of the fuel to be between a first threshold value and a second threshold value so as to enable the fuel to flash.
Alternatively, in the present embodiment, the above-mentioned computer readable storage medium may include, but is not limited to, a U disk, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), a removable hard disk, a magnetic disk, or an optical disk, etc. various media in which a computer program can be stored.
An embodiment of the application also provides an electronic device comprising a memory in which a computer program is stored and a processor arranged to run the computer program to perform the steps of any of the method embodiments described above.
Alternatively, in the present embodiment, the processor in the electronic device may be configured to execute the computer program to perform the steps of:
Step S1, monitoring the fuel temperature of a vehicle in response to the operation of an engine of the vehicle;
And S2, controlling the temperature of the fuel to be between a first threshold value and a second threshold value so as to enable the fuel to flash.
Alternatively, specific examples in this embodiment may refer to examples described in the foregoing embodiments and optional implementations, and this embodiment is not described herein.
The foregoing embodiment numbers of the present application are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments.
In the foregoing embodiments of the present application, the descriptions of the embodiments are emphasized, and for a portion of this disclosure that is not described in detail in this embodiment, reference is made to the related descriptions of other embodiments.
In the several embodiments provided in the present application, it should be understood that the disclosed technology may be implemented in other manners. The above-described embodiments of the apparatus are merely exemplary, and the division of the units, for example, may be a logic function division, and may be implemented in another manner, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some interfaces, units or modules, or may be in electrical or other forms.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in the embodiments of the present application may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.
The integrated units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present application may be embodied essentially or in part or all of the technical solution or in part in the form of a software product stored in a storage medium, including instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method according to the embodiments of the present application. The storage medium includes various media capable of storing program codes, such as a U disk, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), a removable hard disk, a magnetic disk, or an optical disk.
The foregoing is merely a preferred embodiment of the present application and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present application, which are intended to be comprehended within the scope of the present application.
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| US9556845B2 (en) * | 2013-03-12 | 2017-01-31 | Ecomotors, Inc. | Enhanced engine performance with fuel temperature control |
| CN106150804A (en) * | 2016-08-30 | 2016-11-23 | 上海交通大学 | A kind of fuel Heating oil rail and utilization oil rail realize the method that fuel oil dodges boiling spraying |
| US11225894B1 (en) * | 2020-06-30 | 2022-01-18 | Faurecia Emissions Control Technologies, Usa, Llc | Exhaust aftertreatment system with thermally controlled reagent doser |
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