Eddy current control of automobile intake system
Using the swirl control valve system on the engine can change the intake flow according to the different loads of the engine and improve the dynamic performance of the engine. The air inlet is longitudinally divided into two channels, and the vortex control valve is installed in the channels, which is opened and closed by the negative pressure of the intake manifold to control the size of the air passage of the intake pipe. When the engine is running at a small load or below a certain speed, the vacuum solenoid valve controlled by ECU is closed, and the vacuum degree cannot enter the vacuum chamber at the upper part of the vortex control valve, and the vortex control valve is closed. As the intake passage becomes smaller, a strong vortex is generated, which improves the combustion efficiency and saves fuel. When the engine load increases or the rotating speed is higher than a certain rotating speed, ECU turns on the vacuum solenoid valve circuit according to the signals of rotating speed, temperature, air intake, etc., and the vacuum solenoid valve opens, and the vacuum degree enters the vortex control valve, which opens, so that the air intake passage is enlarged and the air intake efficiency is improved, thereby improving the engine output power.
Inlet swirl can promote gasoline evaporation and uniform mixing with air, and improve combustion efficiency. Electronically controlled intake swirl is widely used in some cars (especially those with lean-burn technology). Its structure is to add a vortex control valve near the air inlet, collect signals such as rotational speed, throttle opening and cooling water temperature through ECU, then control the rotation angle, deflect the steering flow to generate vortex, and adjust the vortex ratio to realize vortex control.
The variable intake vortex control system VTCS adopted by the new Mazda 3 stops at more than 3750 rpm to ensure the realization of the maximum torque. Judging from its engine torque curve, the new engine is moving towards low speed in both power and torque. Because the power curve of the new engine moves to a low speed, the speed is lower at the same speed. At 2000 rpm, the power of the new machine is actually about 15kW higher than that of the old machine (50:35), and the speed of the new horse is only 2000 rpm at 100km (2500 rpm for the old horse100km), which seems to be mainly for fuel economy in the fifth gear. In order to maintain the speed of 100 km/h, it needs about 50kW of power, but it is obviously impossible for the old machine to maintain the speed of 100 km/h with 35kW. Looking at the power curve of the old machine, it reached 50kW at 2500 rpm. However, the improvement of engine performance and fuel economy of Xinma 6 can not be entirely attributed to VTCS technology, but is the result of various improvements. But the application of VTCS is obviously one of the important technologies that cannot be ignored.