CN108757161B - Engine exhaust energy treatment method and system for hybrid power system - Google Patents
Engine exhaust energy treatment method and system for hybrid power system Download PDFInfo
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- CN108757161B CN108757161B CN201810322413.XA CN201810322413A CN108757161B CN 108757161 B CN108757161 B CN 108757161B CN 201810322413 A CN201810322413 A CN 201810322413A CN 108757161 B CN108757161 B CN 108757161B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
- F02B39/02—Drives of pumps; Varying pump drive gear ratio
- F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
- F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
- F01D15/00—Adaptations of machines or engines for special use; Combinations of engines with devices driven thereby
- F01D15/10—Adaptations for driving, or combinations with, electric generators
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
- F02B41/02—Engines with prolonged expansion
- F02B41/10—Engines with prolonged expansion in exhaust turbines
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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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- 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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Abstract
The invention relates to the technical field of energy conservation and emission reduction of hybrid power vehicles, in particular to an engine tail gas energy treatment method and system for a hybrid power system. The invention aims to solve the technical problem of low energy utilization rate of the tail gas of an engine. To this end, the present invention provides an engine exhaust energy treatment method for a hybrid system, the method comprising the steps of: s10: detecting whether the engine needs air inlet pressurization; s12: when the engine does not need air intake pressurization, tail gas of the engine drives the integrated pressurization motor to charge a power battery of the hybrid power system by pushing the turbine; s14: when the engine needs to be charged, the power battery drives the compressor to charge the engine through the integrated booster motor. When the engine does not need to be charged and pressurized by air, the tail gas of the engine drives the turbine to drive the integrated pressurizing motor to charge the power battery of the hybrid power system, so that the utilization rate of the tail gas energy of the engine is improved.
Description
Technical Field
The invention relates to the technical field of energy conservation and emission reduction of hybrid power vehicles, in particular to an engine tail gas energy treatment method and system for a hybrid power system.
Background
This section provides background information related to the present disclosure only and is not necessarily prior art.
The power system of the new energy automobile is divided into two main power systems of pure electric power and hybrid power, at present, along with the decrease of the subsidy force of the state on the new energy automobile, in order to improve the effective competitiveness of the new energy automobile under the condition of little or no subsidy, research and development personnel design the new energy automobile of the 48V weak hybrid system to meet the requirements of the existing market on the new energy automobile, the 48V weak hybrid system can realize the functions of starting and stopping, pure electric starting, coast shutdown (coastingshut-down) and the like by improving the power supply energy of the power system (the power supply energy is usually 0.5-3 degrees of electricity according to the size, energy conservation and cost requirements of matched vehicles), however, the 48V weak hybrid system and the strong hybrid system are compared, the problems of limited battery capacity and poor energy conservation effect exist, in particular to the 48V weak hybrid system with a turbo-charging device, the efficiency of the tail gas circulating system of the engine under various operating conditions is not high (especially under the operating condition that the air inflow of the engine meets the oil injection requirement of the engine), and the energy of redundant tail gas of the engine is discharged into the air, so that the energy is wasted.
Because the 48V weak hybrid system has a certain electric quantity storage capacity (usually, a lithium ion battery is used, and high-power charging and discharging can be realized), instantaneous high-power energy consumption can be inverted into electric energy for storage and released under a proper operation condition to achieve the purpose of saving energy. Patent No. CN201710186887.1 "tail gas treatment device for generator" describes a tail gas treatment device, which can be applied in the field of generator set, but cannot be used for complex working conditions of hybrid power system motor vehicles, therefore, the patent cannot have no practicability in motor vehicles.
Disclosure of Invention
The invention aims to provide an engine tail gas energy treatment method for a hybrid power system, which aims to overcome the defects of the prior art. The purpose is realized by the following technical scheme.
In a first aspect of the invention, there is provided a method for treating engine exhaust energy for a hybrid power system, the method comprising the steps of: s10: detecting whether the engine needs air inlet pressurization; s12: when the engine does not need air intake pressurization, tail gas of the engine drives the integrated pressurization motor to charge a power battery of the hybrid power system by pushing the turbine; s14: when the engine needs to be charged, the power battery drives the compressor to charge the engine through the integrated booster motor.
Preferably, step S10 includes: s102: detecting the throttle opening change rate of the hybrid power system; s104: when the detected accelerator opening change rate value is an accelerator opening increase rate value and the accelerator opening increase rate value is larger than an upper limit increase rate value, determining that the engine needs air intake pressurization; s106: when the detected accelerator opening change rate value is an accelerator opening reduction rate value and the accelerator opening reduction rate value is smaller than a lower limit reduction rate value, determining that the engine does not need air intake pressurization; s108: and when the accelerator opening degree change rate value is greater than or equal to the lower limit reduction rate value and less than or equal to the upper limit increase rate value, determining whether the engine needs air inlet pressurization according to the rotating speed of the engine.
Preferably, step S108 includes: s1082: when the detected rotating speed of the engine is less than or equal to the lower limit rotating speed value, determining that the engine needs air inlet pressurization; s1084: when the detected rotating speed of the engine is greater than or equal to the upper limit rotating speed value, determining that the engine needs air inlet pressurization; s1086: when the detected engine speed is greater than the lower limit speed value and less than the upper limit speed value, it is determined that the engine needs no intake air supercharging.
Preferably, step S12 includes: s122: the output torque of the integrated booster motor is controlled according to the rotating speed of the engine and the change rate of the opening degree of the throttle valve, and is corrected according to the speed of the motor vehicle and the excess air coefficient of the engine, so that the purpose of reasonably controlling the charging power of the power battery is achieved.
Preferably, step S14 includes: s142: the output torque of the integrated booster motor is controlled according to the rotating speed of the engine and the change rate of the opening degree of the throttle valve, and is corrected according to the speed of the motor vehicle and the excess air coefficient of the engine, so that the purpose of reasonably controlling the air intake and the air boost of the engine is achieved.
Preferably, step S10 is preceded by: s08: detecting the charge electric quantity value SOC of the power battery, when the charge electric quantity value SOC is larger than or equal to the upper limit charge electric quantity value E0, the tail gas of the engine is not needed to charge the power battery, and when the charge electric quantity value SOC is smaller than the upper limit charge electric quantity value E0, executing the step S10.
Preferably, the hybrid power system is a 48V weak mixing system, and the engine tail gas energy treatment method is used for the 48V weak mixing system.
The second aspect of the present invention also provides an engine exhaust energy treatment system for a hybrid power system, the engine exhaust energy treatment system being configured to perform the engine exhaust energy treatment method of the first aspect of the present invention, the engine exhaust energy treatment system comprising: a turbine in communication with an exhaust pipe of an engine of the hybrid power system; the compressor is communicated with an air inlet pipe of the engine; the integrated supercharging motor is characterized in that an input shaft of the integrated supercharging motor is selectively connected with an output shaft of the turbine, and an output shaft of the integrated supercharging motor is selectively connected with an input shaft of the compressor; the power battery is connected with the integrated booster motor and is used for storing the electric quantity of the integrated booster motor or supplying power to the integrated booster motor; and the integrated booster motor controller is used for controlling the integrated booster motor to be connected with the turbine and/or the compressor.
Preferably, the integrated booster motor is arranged between the turbine and the compressor, an input shaft of the integrated booster motor is selectively connected with an output shaft of the turbine through a first electromagnetic clutch, and the output shaft of the integrated booster motor is selectively connected with an input shaft of the compressor through a second electromagnetic clutch.
Preferably, the integrated booster motor controller is used for controlling the connection or disconnection of the first electromagnetic clutch and the second electromagnetic clutch, and controlling the output torque of the integrated booster motor.
The technical problem that the energy of the tail gas of the engine is lost and wasted due to the fact that the tail gas of the engine flows into air through a bypass valve under the operating condition that the air inflow of the engine meets the air inflow requirement is solved, and therefore the energy-saving effect of the hybrid power system is improved. The invention further provides an engine tail gas energy treatment system for a hybrid power system, which comprises an engine, wherein an exhaust pipe of the engine is communicated with a turbine, a bypass valve is arranged on the exhaust pipe of the engine, tail gas of the engine flows into the turbine through the exhaust pipe to push the turbine to do work or flows into air through the bypass valve, an output shaft of the turbine is selectively connected with an input shaft of an integrated booster motor through a first electromagnetic clutch, and an output shaft of the integrated booster motor is selectively connected with an input shaft of a compressor through a second electromagnetic clutch.
Drawings
Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the invention. Also, like reference numerals are used to refer to like parts throughout the drawings. In the drawings:
FIG. 1 is a schematic flow chart of an engine exhaust energy treatment method for a hybrid power system according to an embodiment of the invention.
Fig. 2 is a schematic flow chart of an engine exhaust energy treatment method for a hybrid power system according to another embodiment of the invention.
FIG. 3 is a schematic structural diagram of an engine exhaust energy treatment system for a 48V weak hybrid system according to an embodiment of the invention.
10, an engine; 12. a bypass valve; 22. a turbine; 24. a compressor; 26. an integrated booster motor; 28. an integrated boost motor controller; 30. a 48V battery; 32. a battery management system; 40. a vehicle control unit; 42. an engine electronic control unit.
Detailed Description
Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art. It should be noted that the application of the method and the system for treating engine exhaust energy to the 48V weak hybrid system is only for convenience of description and is not intended to limit the scope of application of the method and the system for treating engine exhaust energy of the present invention, for example, the method and the system for treating engine exhaust energy of the present invention may also be applied to other hybrid systems with similar structures, and such adjustment does not depart from the scope of protection of the method and the system for treating engine exhaust energy of the present invention.
FIG. 1 is a schematic flow chart of an engine exhaust energy treatment method for a hybrid power system according to an embodiment of the invention.
As shown in fig. 1, the method for treating the energy of the exhaust gas of the engine of the hybrid power system comprises the following steps: s10: detecting whether the engine needs air inlet pressurization; s12: when the engine does not need air intake pressurization, tail gas of the engine drives the integrated pressurization motor to charge a power battery of the hybrid power system by pushing the turbine; s14: when the engine needs to be charged, the power battery drives the compressor to charge the engine through the integrated booster motor. According to the engine tail gas energy processing method for the hybrid power system, under the operating condition that the engine does not need air inlet pressurization, the tail gas of the engine is used for pushing the turbine to drive the integrated pressurization motor to generate electricity, and the electricity is stored in the power battery of the hybrid power system, so that the technical problem that the tail gas of the engine flows into air through the bypass valve under the operating condition that the air inlet amount of the engine meets the air inlet requirement, and the energy loss and waste of the tail gas of the engine are caused is solved, the energy-saving effect of the hybrid power system is improved, further, the supercharging hysteresis of the traditional turbocharger can be improved by driving the compressor to pressurize the air inlet of the engine through the integrated pressurization motor, and the transient response characteristic. It should be noted that, the integrated supercharging motor of the present invention may adopt an ISG motor commonly available in the market, and then is connected with a turbine or a compressor through a connection structure, and the specific structure is not described herein again.
FIG. 2 is a schematic flow chart of a method for energy management of engine exhaust for a hybrid powertrain according to another embodiment of the present invention; FIG. 3 is a schematic structural diagram of an engine exhaust energy treatment system for a 48V weak hybrid system according to an embodiment of the invention.
As shown in fig. 2 and 3, the method for treating energy of exhaust gas from the engine 10 of the present invention includes step S08: detecting a charge electric quantity value SOC of the power battery, when the charge electric quantity value SOC is larger than or equal to an upper limit charge electric quantity value E0, the tail gas of the engine 10 is not needed to charge the power battery, and when the charge electric quantity value SOC is smaller than the upper limit charge electric quantity value E0, executing a step S10; step S10 includes: s102: detecting the throttle opening change rate of the hybrid power system; s104: when the detected accelerator opening change rate value is an accelerator opening increase rate value and the accelerator opening increase rate value is greater than an upper limit increase rate value, determining that the engine 10 needs air intake pressurization; s106: when the detected accelerator opening change rate value is an accelerator opening reduction rate value and the accelerator opening reduction rate value is smaller than a lower limit reduction rate value, it is determined that the engine 10 does not need intake air supercharging; s108: when the accelerator opening change rate value is greater than or equal to the lower limit decrease rate value and less than or equal to the upper limit increase rate value, determining whether the engine 10 needs air intake pressurization according to the rotating speed of the engine 10; step S108 includes: s1082, determining that the engine 10 needs intake air supercharging when the detected rotation speed of the engine 10 is less than or equal to the lower limit rotation speed value; s1084, determining that the engine 10 needs intake air supercharging when the detected rotation speed of the engine 10 is greater than or equal to the upper limit rotation speed value; s1086: when the detected rotation speed of engine 10 is greater than the lower limit rotation speed value and less than the upper limit rotation speed value, it is determined that engine 10 does not require intake air supercharging. In summary, when the engine 10 does not require the intake air supercharging, step S12 is executed, and step S12 includes: and S122, controlling the output torque of the integrated booster motor 26 according to the rotating speed of the engine 10 and the throttle opening change rate (namely the output torque can be obtained by table look-up calculation according to the rotating speed of the engine and the throttle opening change rate), and correcting the output torque of the integrated booster motor 26 according to the vehicle speed of the motor vehicle and the excess air coefficient of the engine 10, so as to achieve the purpose of reasonably controlling the charging power of the power battery. When the engine 10 requires the intake supercharging, step S14 is executed, and step S14 includes: and S142, controlling the output torque of the integrated booster motor 26 according to the rotating speed of the engine 10 and the change rate of the opening degree of the throttle valve, and correcting the output torque of the integrated booster motor 26 according to the speed of the motor vehicle and the excess air coefficient of the engine 10 to achieve the purpose of reasonably controlling the air intake boosting of the engine 10. It should be noted that, as will be understood by those skilled in the art, the upper limit increase rate value, the lower limit decrease rate value, the upper limit rotation speed value, the lower limit rotation speed value, and the like set forth in this specification are functional limitations, that is, specific values of each motor vehicle are different, but all the values can be found according to the achievable effects, for example, the specific upper limit increase rate value can be found according to the rapid acceleration condition of each motor vehicle, the specific lower limit decrease rate value can be found according to the rapid deceleration condition of each motor vehicle, and the like, and are not described herein again.
Continuing with fig. 2 and 3, in the following description of the application of steps S08, S102, S104 and S142 to the 48V weak hybrid system according to the embodiment of the present invention, the vehicle controller 40 estimates the SOC of the 48V battery 30 through the battery management system 32, if the SOC of the 48V battery 30 is higher than or equal to the upper limit E0 (e.g., E0 is 95%), it indicates that the SOC of the 48V battery 30 is higher than or equal to the upper charging limit, the vehicle controller 40 determines that the 48V battery 30 can no longer recover the exhaust energy of the engine 10 for charging, at this time, the vehicle controller 40 opens the bypass valve 12 on the exhaust pipe of the engine 10, so that the excessive exhaust of the engine 10 flows into the air but not to the electrically controlled turbocharger, and if the SOC of the 48V battery 30 does not exceed the upper limit E0, the vehicle controller 40 determines the driving condition of the vehicle according to the oil door change rate, determining whether the engine 10 needs to boost the intake air according to the driving condition of the vehicle, for example, when the accelerator opening rate value exceeds the upper limit rate value, the vehicle controller 40 determines that the vehicle is in a rapid acceleration condition, the oil supply amount of the engine 10 is suddenly increased when the vehicle is in the rapid acceleration condition, and the change of the air flow amount lags behind the change of the oil supply amount due to the back pressure of the intake and exhaust pipe and the inertia of the turbine, so as to cause the sudden reduction of the excess air factor, at this time, the vehicle controller 40 controls the turbine 22 to be separated from the integrated booster motor 26 through the battery clutch, opens the bypass valve 12, meanwhile, the vehicle controller 40 controls the integrated booster motor 26 to be connected with the compressor 24, the 48V battery 30 supplies power to the integrated booster motor 26, the integrated booster motor 26 drives the compressor 24 to rotate at a high, the excess air coefficient of the engine 10 is increased, the excess air coefficient of the engine 10 is gradually increased along with the gradual reduction of the accelerator opening increasing rate, the vehicle control unit 40 controls the integrated booster motor 26 to gradually reduce the output torque and the rotating speed so as to adapt to the change of the excess air coefficient, wherein the output torque of the booster motor can be obtained through table lookup calculation according to the rotating speed of the engine 10 and the accelerator opening changing rate, and is further corrected according to the vehicle speed and the excess air coefficient, so that the purpose of reasonably controlling the air inflow of the engine 10 is achieved. Further, the vehicle control unit 40 may further determine that the vehicle is in an upshift condition according to the engine electronic control unit 42, so as to determine that the vehicle is in an acceleration condition, at this time, the rotation speed of the engine 10 is reduced, the torque demand is increased, and the vehicle control unit 40 controls the 48V battery 30 and the integrated supercharging motor 26 to boost the intake air of the engine 10.
Continuing with fig. 2 and 3, in the following description of the application of steps S08, S102, S106 and S122 to the 48V weak hybrid system, according to the embodiment of the present invention, the vehicle controller 40 estimates the SOC of the 48V battery 30 through the battery management system 32, if the SOC of the 48V battery 30 is higher than or equal to the upper limit E0 (e.g. E0 is 95%), it indicates that the SOC of the 48V battery 30 is higher than or equal to the upper charging limit, the vehicle controller 40 determines that the 48V battery 30 can not recover the exhaust energy of the engine 10 for charging, at this time, the vehicle controller 40 opens the bypass valve 12 on the exhaust pipe of the engine 10, so that the excessive exhaust gas of the engine 10 flows into the air but does not flow into the electrically controlled turbocharger, if the SOC of the 48V battery 30 does not exceed the upper limit E0, the vehicle controller 40 determines the driving condition of the vehicle according to the oil door change rate, determining whether the engine 10 needs to boost the intake air according to the driving condition of the vehicle, for example, when the accelerator reduction rate value is lower than the lower limit reduction rate value, the vehicle controller 40 determines that the vehicle is in a rapid deceleration condition, the oil supply amount of the engine 10 is suddenly reduced when the vehicle is in the rapid deceleration condition, the sudden reduction of the oil supply amount of the engine 10 causes the excess air factor of the engine 10 to suddenly increase and then gradually decrease with the decrease of the rotation speed of the engine 10, at this time, the vehicle controller 40 controls the turbine 22 to be engaged with the integrated boost motor 26 through the battery clutch, the bypass valve 12 is closed, meanwhile, the vehicle controller 40 controls the integrated boost motor 26 to be separated from the compressor 24, the 48V battery 30 is connected with the integrated boost motor 26, so that the exhaust of the engine 10 pushes the turbine 22 to drive the integrated boost motor 26 to generate electricity, and the, the output torque of the integrated booster motor 26 is controlled through the rotation speed of the engine 10 and the change rate of the throttle opening, energy is recovered, the energy recovery is further corrected according to the vehicle speed and the excess air coefficient, and the energy can be recovered more firstly and then gradually reduced. Further, the vehicle control unit 40 may further determine that the vehicle is in a downshift condition according to the engine electronic control unit 42, so as to determine that the vehicle is in a deceleration condition, at this time, the rotation speed of the engine 10 is increased, the torque demand is reduced, and the vehicle control unit 40 controls the exhaust gas of the engine 10 to charge the 48V battery 30. The vehicle control unit 40 can also judge that the motor vehicle is in a parking condition according to the engine electric control unit 42, and the vehicle control unit 40 controls the turbine 22 to be connected with the integrated booster motor 26 through the battery clutch, so that the integrated booster motor 26 charges the 48V battery 30, and a large amount of energy of tail gas of the engine 10 is recovered.
With continuing reference to fig. 2 and 3, according to the embodiment of the present invention, the following description applies step S08, step S102, step S108, step S1082, step S1084, step S1086, step S122, and step S142 to the 48V weak hybrid system, where the vehicle control unit 40 estimates the SOC of the 48V battery 30 through the battery management system 32, if the SOC of the 48V battery 30 is higher than or equal to the upper limit SOC value E0 (e.g. E0 is 95%), it indicates that the SOC of the 48V battery 30 is higher than or equal to the upper charging limit, and the vehicle control unit 40 determines that the 48V battery 30 cannot recover the exhaust energy of the engine 10 for charging, at this time, the vehicle control unit 40 opens the bypass valve 12 on the exhaust duct of the engine 10, so that the excessive exhaust of the engine 10 flows into the air without flowing to the electrically-controlled turbocharger, and if the SOC of the 48V battery 30 does not exceed the upper limit SOC of the E0, the vehicle control unit 40 determines the driving condition of the vehicle according to the throttle opening change rate, and determines whether the engine 10 needs to intake air and boost according to the driving condition of the vehicle, for example, when the throttle opening change rate is smaller, and the accelerator opening change rate is greater than or equal to the lower limit reduction rate and less than or equal to the upper limit increase rate, the vehicle control unit 40 determines that the vehicle is in a steady state working condition, and the excess air coefficient of the engine 10 is basically kept unchanged, at this time, the vehicle control unit 40 determines whether the engine 10 needs to intake air and boost according to the real-time rotation speed change of the engine 10 and the change of the excess air coefficient, for example, when the rotation speed of the engine 10 is lower than the lower limit rotation speed, the vehicle control unit 40 determines that the engine 10 needs to intake air and boost, the vehicle control unit 40 controls the turbine 22 to, meanwhile, the vehicle control unit 40 controls the integrated booster motor 26 to be connected with the compressor 24, the 48V battery 30 supplies power to the integrated booster motor 26, and the integrated booster motor 26 drives the compressor 24 to rotate to boost the air intake of the engine 10; when the rotating speed of the engine 10 is higher than the upper limit rotating speed value, the vehicle control unit 40 controls the turbine 22 to be connected with an input shaft of the integrated booster motor 26 through the battery clutch, an output shaft of the integrated booster motor 26 is connected with the compressor 24, the integrated booster motor 26 is connected with the 48V battery 30, the turbine 22 and the integrated booster motor 26 push the compressor 24 to work to charge the air for the engine 10, and the integrated booster motor 26 is used for making up for the shortage of the driving energy of the turbine 22; when the rotating speed of the engine 10 is higher than the lower limit rotating speed value and lower than the upper limit rotating speed value, the vehicle control unit 40 determines that the engine 10 does not need to be supercharged, and the vehicle control unit 40 controls the turbine 22 to be connected with the integrated supercharging motor 26 through the battery clutch so that the integrated supercharging motor 26 charges the 48V battery 30. It should be noted that the lower limit rotation speed value and the upper limit rotation speed value of the engine 10 according to the present invention refer to a high load rotation speed value of the engine 10, for example, when the rotation speed of the engine 10 is low but the load is large at the time of starting, and when the rotation speed of the engine 10 exceeds the upper limit rotation speed value, the high load operation is also performed, and when the rotation speed value of the engine 10 is located at the lower limit rotation speed value and the upper limit rotation speed value, the low load operation is performed, that is, the economical fuel rotation speed section, and specific values of the upper limit rotation speed value and the lower limit rotation speed value.
With continued reference to fig. 3, a second aspect of the present invention provides an engine 10 exhaust gas energy treatment system for a 48-hybrid system, the engine 10 exhaust gas energy treatment system being used for executing the engine 10 exhaust gas energy treatment method of the first aspect of the present invention, the engine 10 exhaust gas energy treatment system comprising a turbine 22, the turbine 22 being in communication with an exhaust pipe of the engine 10, and a bypass valve 12 being disposed on the exhaust pipe of the engine 10, exhaust gas of the engine 10 flowing into the turbine 22 through the exhaust pipe to drive the turbine to do work, or flowing air through the bypass valve 12, an output shaft of the turbine 22 being selectively connected with an input shaft of an integrated boost motor 26 through a first electromagnetic clutch, when an output shaft of the turbine 22 is connected with the input shaft of the integrated boost motor 26, the integrated boost motor 26 being connected with a 48V battery 30, the engine 10 exhaust gas pushing the turbine 22 to drive the boost motor 26 to charge the, further, the 48V battery 30 can also supply power to the integrated booster motor 26, an output shaft of the integrated booster motor 26 is selectively connected with an input shaft of the compressor 24 through the second electromagnetic clutch, when the output shaft of the integrated booster motor 26 is connected with the input shaft of the compressor 24, the integrated booster motor 26 is connected with the 48V battery 30, and the integrated booster motor 26 drives the compressor 24 to boost the intake air of the engine 10. Specifically, when the air intake amount of the engine 10 meets the air intake requirement, the integrated supercharging motor 26 is controlled to be connected with the turbine 22 according to the instruction of the vehicle controller 40, the turbine 22 is pushed by the tail gas of the engine 10 to drive the integrated supercharging motor 26 to charge the 48V battery 30, and meanwhile, when the air intake amount of the engine 10 does not meet the air intake requirement, the integrated supercharging motor 26 is controlled to drive the compressor 24 to supercharge the air intake of the engine 10 according to the instruction of the vehicle controller 40.
With continued reference to fig. 2 and 3, further, the integrated boost motor 26 of the present invention is disposed between the supercharger turbine 22 and the supercharger compressor 24, an input shaft of the integrated boost motor 26 is selectively connected to an output shaft of the turbine 22 through a first electromagnetic clutch, and an output shaft of the integrated boost motor 26 is selectively connected to an input shaft of the compressor 24 through a second electromagnetic clutch. The integrated booster motor 26 of the present invention occupies a small space and can reduce the influence of the exhaust energy treatment system of the engine 10 on the space of the engine 10. Further, when the engine 10 is in a steady-state operating condition and the steady-state rotating speed of the engine 10 is higher than the upper limit rotating speed value, the vehicle control unit 40 controls the output shaft of the turbine 22 to be engaged with the input shaft of the integrated booster motor 26 through the first electromagnetic clutch, the output shaft of the integrated booster motor 26 is engaged with the input shaft of the compressor 24, the 48V battery 30 is connected with the integrated booster motor 26, the integrated booster motor 26 and the turbine 22 together push the compressor 24 to rotate so as to boost the air intake of the engine 10, the integrated booster motor 26 can make up for the shortage of the driving energy of the turbine 22, and the air intake boosting effect of the compressor 24 on the engine 10 is improved. Further, the engine 10 exhaust energy processing system further includes an integrated supercharged motor 26 controller 28, the integrated supercharged motor 26 controller 28 is respectively connected with the vehicle control unit 40, the first electromagnetic clutch and the second electromagnetic clutch, controls the connection or the disconnection of the first electromagnetic clutch and the second electromagnetic clutch according to the instruction of the vehicle control unit 40, and controls the output torque of the integrated supercharged motor 26, thereby realizing the effect of power generation or electric driving of the integrated supercharged motor 26, and controlling the generated power and the driving power of the integrated supercharged motor 26.
It should be noted that the application of the engine exhaust energy treatment system to the 48V weak hybrid system is only for convenience of description and is not intended to limit the application scope of the engine exhaust energy treatment system of the present invention, for example, the engine exhaust energy treatment system of the present invention may also be applied to other hybrid power systems with similar structures, and such adjustment does not depart from the protection scope of the engine exhaust energy treatment system of the present invention.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.
Claims (6)
1. An engine exhaust energy treatment method for a hybrid power system, characterized by comprising the steps of:
s08: detecting a charge electric quantity value SOC of a power battery, when the charge electric quantity value SOC is larger than or equal to an upper limit charge electric quantity value E0, the power battery is not required to be charged by the tail gas of the engine, and when the charge electric quantity value SOC is smaller than the upper limit charge electric quantity value E0, executing a step S10;
s10: detecting whether the engine needs to be supercharged, wherein the step S10 comprises the steps S102, S104, S106 and S108:
s102: detecting the throttle opening change rate of the hybrid power system;
s104: when the detected accelerator opening change rate value is an accelerator opening increase rate value and the accelerator opening increase rate value is larger than an upper limit increase rate value, determining that the engine needs air inlet pressurization;
s106: when the detected accelerator opening change rate value is an accelerator opening reduction rate value and the accelerator opening reduction rate value is smaller than a lower limit reduction rate value, determining that the engine does not need air inlet pressurization;
s108: when the accelerator opening degree change rate value is greater than or equal to the lower limit reduction rate value and less than or equal to the upper limit increase rate value, determining whether the engine needs air inlet pressurization according to the rotating speed of the engine;
s12: when the engine does not need air inlet pressurization, tail gas of the engine drives an integrated pressurization motor to charge a power battery of the hybrid power system by pushing a turbine;
s122: controlling the output torque of the integrated booster motor according to the rotating speed of the engine and the change rate of the opening degree of the throttle valve, and correcting the output torque of the integrated booster motor according to the speed of a motor vehicle and the excess air coefficient of the engine to achieve the purpose of reasonably controlling the charging power of the power battery;
s14: when the engine needs to be charged with air, the power battery drives the compressor to charge the air of the engine through the integrated booster motor;
s142: and controlling the output torque of the integrated booster motor according to the rotating speed of the engine and the change rate of the opening degree of the throttle valve, and correcting the output torque of the integrated booster motor according to the speed of the motor vehicle and the excess air coefficient of the engine to achieve the purpose of reasonably controlling the air intake and the air boost of the engine.
2. The engine exhaust energy treatment method for a hybrid power system according to claim 1, wherein step S108 includes:
s1082: when the detected rotating speed of the engine is less than or equal to a lower limit rotating speed value, determining that the engine needs air inlet pressurization;
s1084: when the detected rotating speed of the engine is greater than or equal to an upper limit rotating speed value, determining that the engine needs air inlet pressurization;
s1086: and determining that the engine does not need air intake pressurization when the detected rotation speed of the engine is greater than the lower limit rotation speed value and less than the upper limit rotation speed value.
3. The engine exhaust energy treatment method for a hybrid power system according to claim 1, wherein the hybrid power system is a 48V weak hybrid system, and the engine exhaust energy treatment method is used for the 48V weak hybrid system.
4. An engine exhaust energy treatment system for a hybrid power system, the engine exhaust energy treatment system being configured to perform the engine exhaust energy treatment method according to any one of claims 1 to 3, the engine exhaust energy treatment system comprising:
a turbine in communication with an exhaust pipe of an engine of the hybrid powertrain system;
a compressor in communication with an intake pipe of the engine;
the input shaft of the integrated booster motor is selectively connected with the output shaft of the turbine, and the output shaft of the integrated booster motor is selectively connected with the input shaft of the compressor;
the power battery is connected with the integrated booster motor and is used for storing the electric quantity of the integrated booster motor or supplying power to the integrated booster motor;
and the integrated pressurizing motor controller is used for controlling the integrated pressurizing motor to be connected with the turbine and/or the compressor, and the integrated pressurizing motor controller is used for controlling the output torque of the integrated pressurizing motor.
5. The engine exhaust energy treatment system for a hybrid power system according to claim 4, wherein the integrated boost motor is disposed between the turbine and the compressor, an input shaft of the integrated boost motor is selectively connected to an output shaft of the turbine through a first electromagnetic clutch, and an output shaft of the integrated boost motor is selectively connected to an input shaft of the compressor through a second electromagnetic clutch.
6. The engine exhaust energy treatment system for a hybrid power system according to claim 5, wherein the integrated booster motor controller is configured to control connection or disconnection of the first electromagnetic clutch and the second electromagnetic clutch, and to control output torque of the integrated booster motor.
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| DE102012019967B4 (en) * | 2012-10-08 | 2014-04-24 | Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr | Charging device for internal combustion engines |
| CN203401941U (en) * | 2013-08-08 | 2014-01-22 | 哈尔滨耦合动力工程技术中心有限公司 | Energy recovery type magnetic coupling automobile hybrid power charging system |
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