CN111197533A - 车辆微型燃气轮机系统以及操作该微型燃气轮机系统的方法 - Google Patents
车辆微型燃气轮机系统以及操作该微型燃气轮机系统的方法 Download PDFInfo
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- CN111197533A CN111197533A CN201910484658.7A CN201910484658A CN111197533A CN 111197533 A CN111197533 A CN 111197533A CN 201910484658 A CN201910484658 A CN 201910484658A CN 111197533 A CN111197533 A CN 111197533A
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Abstract
本发明题为“车辆微型燃气轮机系统以及操作该微型燃气轮机系统的方法”。本发明公开了用于车辆的微型燃气轮机系统以及操作该微型燃气轮机系统的方法。微型燃气轮机系统是汽车增程器,该汽车增程器包括向车辆的电池组提供电力的发电机。压缩机能够操作地联接到发电机,并且燃烧器能够操作地联接压缩机下游,以燃烧燃料并加热来自压缩机的压缩的增压空气,从而形成废气。后处理装置能够操作地联接燃烧器下游,以改变来自燃烧器的废气的组分,从而形成经处理的废气。涡轮机能够操作地联接后处理装置下游并且能够操作地联接到压缩机。涡轮机被构造成使得经处理的废气的流动驱动涡轮机和压缩机以向发电机提供动力。
Description
背景技术
本技术领域一般涉及用于车辆的微型燃气轮机系统,并且更具体地涉及用作混合动力电动机动车辆中的增程器的微型燃气轮机系统。
与标准的基于活塞的内燃机不同,微型燃气轮机系统包括更轻、更紧凑的布置,在该布置中,燃烧器加热压缩的空气以驱动涡轮机,该涡轮机继而又可以向发电机提供动力。典型的微型燃气轮机架构可能导致在升温期间产生不期望的碳氢化合物/一氧化碳排放量、固体颗粒排放量和/或气味。对于汽车应用,诸如当微型燃气轮机系统用作混合动力电动车辆中的增程器时,在升温期间控制潜在的碳氢化合物/一氧化碳排放量、固体颗粒排放量和/或气味是有利的。一些控制策略包括各种燃烧器优化技术,但在应用诸如低排放客车中,将后处理装置集成到微型燃气轮机系统中可有助于降低排放量并且避免或减少废气味。
发明内容
根据一个实施方案,提供了一种用于车辆的微型燃气轮机系统,该微型燃气轮机系统包括:发电机;压缩机,该压缩机能够操作地联接到发电机,并且被构造成吸入增压空气;燃烧器,该燃烧器能够操作地联接压缩机下游,燃烧器包括无活塞燃烧室,该无活塞燃烧室被构造成燃烧燃料以加热由压缩机压缩的增压空气,从而形成废气;后处理装置,该后处理装置能够操作地联接燃烧器下游,并且被构造成改变来自燃烧器的废气的组分以形成经处理的废气;和涡轮机,该涡轮机能够操作地联接后处理装置下游并且能够操作地联接到压缩机。涡轮机被构造成使得经处理的废气的流动驱动涡轮机和压缩机以向发电机提供动力。
根据各种实施方案,该系统还可以包括以下特征部中的任一个特征部或这些特征部的任何技术上可行的组合:
·后处理装置是组合的柴油机氧化催化器(DOC)和柴油碳微粒滤清器(DPF);
·燃烧器被构造成在微型燃气轮机系统的操作期间连续地燃烧以驱动发电机;
·第一压力传感器和第二压力传感器,其中,第一压力传感器能够操作地联接后处理装置上游,并且第二压力传感器能够操作地联接后处理装置下游;
·电子控制单元(ECU)被构造成从第一压力传感器和第二压力传感器获取传感器读数,从获取的传感器读数确定压差,并将该压差与压差阈值进行比较;
·当压差大于压差阈值时,后处理装置主动再生;
·能够操作地联接后处理装置下游的后处理温度传感器,其中,电子控制单元(ECU)被构造成从后处理温度传感器获取传感器读数以确定后处理温度,并将该后处理温度与后处理温度阈值进行比较;
·电子控制单元(ECU)被构造成在后处理温度高于后处理温度阈值时降低压缩机的速度,降低涡轮机的速度,或者降低压缩机的速度和涡轮机的速度;
·电子控制单元(ECU)被构造成将空燃比(AFR)与AFR阈值进行比较;
·电子控制单元(ECU)被构造成在空燃比(AFR)小于AFR阈值时减少燃料或增大压缩机的速度;
·电子控制单元(ECU)被构造成在空燃比(AFR)大于AFR阈值时将后处理温度与后处理温度阈值进行比较;并且/或者
·车辆是包括电池组的混合动力电动机动车辆,并且发电机被构造成向电池组提供电力。
根据另一个实施方案,提供了一种用于车辆的微型燃气轮机系统,该微型燃气轮机系统包括:发电机;压缩机,该压缩机能够操作地联接到发电机,并且被构造成吸入增压空气;燃烧器,该燃烧器能够操作地联接压缩机下游,该燃烧器被构造成在微型燃气轮机系统的操作期间连续地燃烧,从而通过燃烧燃料以加热由压缩机压缩的增压空气以形成废气来驱动发电机;后处理装置,该后处理装置能够操作地联接燃烧器下游,并且被构造成改变来自燃烧器的废气的组分以形成经处理的废气;第一压力传感器和第二压力传感器,其中,第一压力传感器能够操作地联接后处理装置上游,并且第二压力传感器能够操作地联接后处理装置下游;后处理温度传感器,该后处理温度传感器能够操作地联接后处理装置下游;涡轮机,该涡轮机能够操作地联接后处理装置下游并且能够操作地联接到压缩机,其中,涡轮机被构造成使得经处理的废气的流动驱动涡轮机和压缩机以向发电机提供动力;和电子控制单元(ECU),该电子控制单元被构造成从第一压力传感器、第二压力传感器和后处理温度传感器获取传感器读数,并且取决于获取的传感器读数中的一个或多个传感器读数来改变压缩机的速度。
根据另一个实施方案,提供了一种操作用于车辆的微型燃气轮机系统的方法,该微型燃气轮机系统包括发电机、压缩机、燃烧器、后处理装置和涡轮机,该方法包括以下步骤:监测涡轮机相关参数,其中,涡轮机相关参数包括空燃比(AFR)和后处理温度;将AFR与AFR阈值进行比较;当AFR小于AFR阈值时,减少燃料或增大压缩机的速度;当测量的AFR大于AFR阈值时,将后处理温度与后处理温度阈值进行比较;以及当后处理温度小于后处理温度阈值时,降低压缩机的速度,降低涡轮机的速度,或者降低压缩机的速度和涡轮机的速度。
根据各种实施方案,该方法还可以包括以下步骤或特征部中的任一个步骤或特征部或这些步骤或特征部的任何技术上可行的组合:
·当后处理温度高于后处理温度阈值时保持标准操作模式的步骤;
·后处理装置是组合的柴油机氧化催化器(DOC)和柴油碳微粒滤清器(DPF);
·涡轮相关参数还包括跨组合的柴油机氧化催化器(DOC)和柴油碳微粒滤清器(DPF)的压差;
·将压差与压差阈值进行比较的步骤;和/或
·当压差大于压差阈值时主动再生柴油碳微粒滤清器(DPF)的步骤。
附图说明
下文将结合附图描述优选的示例性实施方案,在附图中,类似的标号表示类似的元件,并且其中:
图1是根据一个实施方案的用于车辆的微型燃气轮机系统的示意图;并且
图2是示出操作微型燃气轮机系统(诸如,图1的微型燃气轮机系统)的方法的流程图。
具体实施方式
本文所述的系统和方法涉及微型燃气轮机系统,该微型燃气轮机系统策略性地结合后处理装置以减少汽车应用(诸如,结合微型燃气轮机系统作为增程器的混合动力电动车辆)中的排放量。微型燃气轮机系统的优点在于,相比于标准的活塞操作式内燃机,该微型燃气轮机系统通常更轻且更紧凑。本文所述的微型燃气轮机系统具有后处理架构布局,并且可以根据本文所述的方法来操作以有助于管理和/或实现汽车应用的排放和无味操作。在一个实施方案中,后处理装置是组合的柴油机氧化催化器(DOC)和柴油碳微粒滤清器(DPF)。用于组合的DOC和DPF的排放策略包括DOC升温和DPF主动再生,以实现同系化反应并避免产生废气味。
图1是配备有微型燃气轮机系统12的示例性车辆10的示意图。应当理解,本文所述的微型燃气轮机系统和方法可以与任何类型的机动车辆一起使用,这些机动车辆包括传统客运车辆、运动型多用途车辆(SUV)、跨界车、卡车、货车、公共汽车、休闲车(RV)等。这些仅仅是可能的应用中的一些可能的应用,因为本文所述的微型燃气轮机系统12和方法不限于图中所示的示例性实施方案,并且可以用任意数量的不同车辆来实现。
在有利的实施方案中,车辆10是混合动力电动机动车辆,当主要动力源诸如电池组14不可用、使用受限、或需要其他方式来对其进行补充时,该混合动力电动机动车辆使用微型燃气轮机系统12作为增程器。车辆10可以是全混合动力车、轻度混合动力车、或插电式混合动力车(PHEV),其具有任何能够操作的混合动力布置,诸如例如串联式、并联式或动力分配式。因此,电池组14可以是高压电池或能量储存系统。电池组14可以从微型燃气轮机系统12的发电机16接收电力。
根据一个实施方案,微型燃气轮机系统12的发电机16能够操作地连接到压缩机18和涡轮机20。压缩机18被构造成经由输入部22吸入增压空气。燃烧器24能够操作地联接压缩机18下游。燃烧器24被构造成燃烧从燃料喷射器26接收到的燃料以加热由压缩机18压缩的增压空气,从而形成废气。后处理装置28能够操作地联接燃烧器24下游。后处理装置28被构造成改变来自燃烧器24的废气的组分以形成经处理的废气。涡轮机20能够操作地联接后处理装置28下游并且能够操作地联接到压缩机18。涡轮机20被构造成使得经处理的废气的流动驱动涡轮机20和压缩机18以向发电机16提供动力。可以利用电子控制单元(ECU)30来实现微型燃气轮机系统12的操作。各种传感器和部件可以向ECU 30提供读数或信息以操作微型燃气轮机系统12的部件,该微型燃气轮机系统包括但不限于第一压力传感器32和第二压力传感器34、后处理温度传感器36和涡轮机调速器38。
任意数量的不同传感器、部件、装置、模块、系统等可以为微型燃气轮机系统12提供信息、数据和/或其他输入。这些包括例如图1中所示的部件、上文所列出的传感器32至传感器38以及本领域已知的其他传感器。例如,系统12还可包括空气流量计(AFM)40、燃料流量计42和/或λ传感器44。然而,在一些具体实施中,仅仅采用和/或使用上述传感器中的一些传感器。另外,还可以使用图1中未示出的其他传感器。例如,系统12可以包括额外的温度传感器、燃料喷射压力传感器或用于电池14的各种电池传感器,以论述一些可能性。应当理解,微型燃气轮机系统12使用的各种部件可以体现为硬件、软件、固件或它们的某种组合。这些部件可以直接感测或测量这些部件所提供的条件,或者这些部件可以基于其他传感器、部件、装置、模块、系统等提供的信息间接评估此类条件。此外,这些组件可以直接耦合到ECU 30,经由其他电子设备、车辆通信总线、网络等间接耦合到该ECU、或根据本领域已知的一些其他布置耦合到该ECU。这些部件可以集成在另一个车辆部件、装置、模块、系统等内(例如,与动力系控制模块(PCM)、排放量控制系统、燃料经济模式等相关联的传感器),这些部件可以是独立部件(如图1中示意性地示出),或者可以根据一些其他布置来提供这些部件。在一些情况下,可以采用多个传感器来感测单个参数(例如,用于提供冗余)。应当理解,前述场景仅仅表示可能性中的一些可能性,因为可以使用任何类型的合适布置或架构来执行本文所述的方法。例如,传感器和/或其他部件可能以不同的构型布置。
发电机16有利地为电动机/发电机单元,其被构造成补充电池组或能量储存系统14的能量需求。另外地或另选地,发电机16可能直接向车辆10的变速器和车轮提供动力。发电机16可能能够将车辆10的范围延伸在1,000km和1,500km之间或更大。用于向各种车辆系统模块和车辆电子器件的其他部件提供动力的单独低压电池(例如,12V)也可以被包括为电池组或能量储存系统14的一部分。在一个实施方案中,发电机16向能量储存系统14提供电力,该能量储存系统包括具有多个锂离子电池的锂离子电池组和单独的铅酸蓄电池。发电机16可以从多个不同的车辆部件诸如ECU 30接收反馈或者从其提供反馈。例如,来自发电机16的反馈可以用于直接经由ECU 30或经由另一部件诸如涡轮机调速器38来调节微型燃气轮机功率输出。
压缩机18能够操作地连接到发电机16,并且有助于迫使从输入部22吸入的增压空气通过热交换器46朝向燃烧器24。热交换器或同流换热器46通过加热来自压缩机18的压缩的增压空气来促进更有效的热控制,其中经处理的废气朝向废气输出部48流动。压缩机18包括多个压缩机叶片50,并且与发电机16和涡轮机20一起安装在轴上。可以包括其他特征部(诸如,轴承、不同的轴、泵、过滤器等),以有助于促进压缩机18或涡轮机20的操作。空气流量计40可以与到压缩机18的进气口22相关联,以提供与吸入空气或增压空气有关的信息。空气流量计40可以提供ECU 30使用的传感器读数,以实现本文所述的操作方法。
该实施方案中的涡轮机20与压缩机18和发电机16安装在相同的轴52上。然而,应当理解,其他架构当然也是可能的,诸如使用变速箱等来调节驱动速度的那些架构。涡轮机20包括多个涡轮机叶片54,该多个涡轮机叶片由来自燃烧器24和后处理装置28的热的经处理的废气来驱动。在一些实施方案中,压缩机18和涡轮机20中一者或者压缩机18和涡轮机20两者包括一系列叶片,以更精确地控制行进通过微型燃气轮机系统12的空气和/或废气的体积分布。另外,压缩机18和涡轮机20中一者或者压缩机18和涡轮机20两者可以具有可变几何形状或固定几何形状,或者包括废气门。涡轮机20有利地与涡轮机调速器38相关联,在该实施方案中,该涡轮机调速器是专用调速器,其控制涡轮机负载并且经由燃料喷射器26喷射到燃烧器24的燃料调节微型燃气轮机系统12的功率输出。
燃烧器24包括无活塞燃烧室,并且被构造成用于在微型燃气轮机系统12正在驱动发电机16时连续地燃烧。燃烧器24燃烧来自燃料喷射器26的燃料以点燃增压空气,该增压空气由压缩机18压缩并利用废气经由热交换器46来任选地加热。在有利的实施方案中,燃烧器24燃烧柴油,但其他燃料源或燃料源的组合当然也是可能的。传感器诸如燃料流量计42和/或λ传感器44可以与燃烧器24或该燃烧器的进气口或排气管线相关联,以提供与燃烧过程有关的信息。ECU 30可以使用读数来执行本文所述的操作方法。
后处理装置28处理来自燃烧器24的废气。后处理装置28可以是被构造成改变废气的组分的任何装置。一些示例包括但不限于催化转化器(二元或三元)、氧化催化器、稀燃NOx捕集器、碳氢化合物吸附器、选择性催化还原(SCR)系统和微粒滤清器。在优选的实施方案中,后处理装置28是组合的柴油机氧化催化器(DOC)和柴油碳微粒滤清器(DPF)。在更具体的实施方案中,组合的DOC和DPF包括具有400cpsi(每平方英寸的单元数)金属或陶瓷(例如,堇青石)基底的DOC和具有300cpsi陶瓷(例如,碳化硅)基底(例如,壁流式过滤器)的DPF。流通式组合的DOC和DPF是理想的,因为该流通式组合的DOC和DPF提供大的正面开口区域。特别是当过滤器可以承受高温(最高至1000℃)并且具有高渗透性(例如,低压降)时,可以将陶瓷或金属用于组合的DOC和DPF。另外,可以使用非壁流式过滤器(例如,不具有基于单元的结构的过滤器,诸如陶瓷泡沫或其他多孔金属过滤器)。在一些实施方案中,后处理装置28可以不是单独装置或独立装置,因为该后处理装置可以与系统12的另一个部件(诸如涡轮机20)相关联。
后处理装置28策略性地直接定位在燃烧器24下游并且直接定位在涡轮机20的入口部的上游。在该位置处,可以添加具有DPF功能的金属DOC,这对性能和效率影响较小。此外,对于被动操作而言,该位置更稳健,并且对于起燃和主动再生而言,该位置更有效,因为该温度是用于位于涡轮机20和燃烧器24之间的被动再生的最高可用温度。因为燃烧器24通常输出具有比传统活塞发动机高的温度的废气,所以恰好将组合的DOC和DPF定位在下游可以更有效地达到起燃温度。另外,在该位置处,由于涡轮机膨胀之前的高压,体积流动速率相对低,并且后处理装置28因此将最小地影响膨胀比,如果将后处理装置28放置在涡轮机排气口处,则不一定是这种情况。
ECU 30控制微型燃气轮机系统12的各种部件,以便促进后处理装置28的有效使用。因此,ECU 30可以从多个源诸如第一压力传感器32和第二压力传感器34以及后处理温度传感器36获取反馈或信息,并且然后基于可基于传感器信息确定的各种操作参数来控制部件诸如压缩机18和/或涡轮机20的操作。ECU 30可以被认为是控制器、控制模块等,并且可以包括任何种类的电子处理装置、存储器装置、输入/输出(I/O)装置和/或其他已知的部件,并且可以执行各种控制和/或通信相关的功能。在示例性实施方案中,ECU 30包括存储传感器读数(例如,来自传感器32至传感器44的传感器读数)、查找表或其他数据结构(例如,与下文所述的可校准涡轮机参数相关的查找表)、算法(例如,下文所述方法中体现的算法)等的电子存储器装置60。存储器装置60可以保持由在预定时间段内或在预定实例期间收集的数据(例如,在发动机启动事件期间的涡轮机参数)组成的缓冲区。如本领域所理解的,存储器装置60或仅该存储器装置的一部分可以电子数据结构的形式实现或保持。ECU30还包括电子处理装置62(例如,微处理器、微控制器、专用集成电路(ASIC)等),该电子处理装置执行存储在存储器装置60中的用于软件、固件、程序、算法、脚本等的指令,并且可以部分地管理本文所述的过程和方法。
取决于具体实施方案,ECU 30可以是独立车辆电子模块(例如,发动机控制器、特殊微型燃气轮机控制器或专用微型燃气轮机控制器等),可以将该ECU结合或包括在另一车辆电子模块(例如,动力系控制模块、自动驾驶控制模块等)内,或者该ECU可以是更大的网络或系统(例如,其中监督车辆控制单元直接控制特定微型燃气轮机ECU的燃料效率系统)的一部分,或者该ECU可以是基于监督车辆控制单元实现低级控制的从控制单元,这里仅列举了几种可能性。因此,ECU 30不限于任一具体实施方案或布置,并且可以由本方法用于控制微型燃气轮机系统12操作的一个或多个方面。微型燃气轮机系统12和/或ECU 30还可以包括校准文件,该校准文件是定义向致动部件诸如压缩机18、涡轮机20和/或燃料喷射器26赋予的命令的设置文件。这些命令管理微型燃气轮机系统12,并且可以包括例如改变控制信号以改变压缩机18和/或涡轮机20的速度的能力。
图2示出了使用上文相对于图1所述的系统来操作微型燃气轮机系统的方法100。应当理解,方法100的步骤并非必须以任何特定顺序呈现,并且以另选顺序执行一些或所有步骤是可能的并且是可以设想的。此外,方法100可能能够在与图1中所示的系统12不同的其他系统中实现,并且在系统12的上下文内对方法100的描述可能仅仅是示例。
方法100开始于步骤102处,其中监测涡轮机相关参数。可以通过接收来自ECU 30处的传感器32至传感器44的传感器输入来实现该步骤。在有利的实施方案中,涡轮机相关参数包括空燃比(AFR)和后处理温度。可以从后处理温度传感器36获取后处理温度。可以多种方式获取或计算AFR。例如,λ传感器44可以定位在后处理装置28的入口部处或该入口部附近以测量AFR,并且在此类实施方案中,λ传感器44也可以用于主动再生期间的AFR控制。在另一个示例中,可以通过组合地利用放置在压缩机18的入口管道处或该入口管道附近的空气流量计(AFM)40和放置在燃烧器24的燃料供应部处或该燃料供应部附近的燃料流量计42来获取AFR。可以将空气流量读数除以燃料流量读数(可以由ECU 30实现)来提供AFR。在又一个示例中,可以使用压缩机性能图和RPM读数(物理模型)以及燃料喷射器26激励负荷来估计空气流量和燃料流量。该示例是开环估计,并且可能比其他两个示例具成本效益,因为不需要附加传感器。在另一个有利的实施方案中,涡轮机相关参数包括涡轮机20的负载或涡轮机20的功率输出。这可以基于来自涡轮机调速器38的反馈获取。在一些具体实施中,涡轮机20负载控制通过专用调速器38来实现,该调速器基于来自电动机发电机16的反馈经由喷射到闭环中的燃烧器24的燃料来调节微型燃气轮机功率输出。另一涡轮机相关参数包括跨后处理装置28的压差,该压差可以由ECU 30利用由第一压力传感器32和第二压力传感器34获取的读数来计算。可在步骤102中监测的其他涡轮机相关参数可以包括压缩机18和/或涡轮机20的速度、发电机16的功率输出、或其他操作参数。
该方法的步骤104将步骤102中监测到的AFR与AFR阈值进行比较。在一个实施方案中,AFR阈值是燃烧器24的操作所需的最小AFR。此时,可能形成NOx和燃料沉积物。如果AFR小于最小值或阈值AFR,则该方法继续到步骤106。应当理解,比较步骤中的叙述诸如“小于”或“大于”是开放式的,使得这些叙述可以分别包括“小于或等于”或“大于或等于”,并且这将取决于期望具体实施中建立的参数评估。当AFR小于阈值AFR时,在步骤106中,燃料量将减少(例如,经由燃料喷射器26),或者压缩机18的速度将增大。当AFR小于阈值AFR时,AFR正在饱和至达到燃烧效率可接受的最小值。对于大多数微型燃气轮机系统12,该AFR可以为约1.2:1,然而,这可以取决于系统的规格而改变。如上所述,取决于操作模式,应该减少燃料,或者应该增大压缩机速度,其中任一选项均可以使得负载降低。在步骤106之后,该方法可以返回到步骤102以继续监测涡轮机相关参数。
如果在步骤104中确定AFR大于最小值或阈值AFR,则该方法可以继续到步骤108。在步骤108中,将步骤102中监测的后处理温度与后处理温度阈值进行比较。在具体实施方案中,步骤108询问通过后处理温度传感器36测量的DOC的温度(例如,后处理温度)是否大于起燃温度(例如,后处理温度阈值)。起燃温度是促进后处理装置28的被动再生的温度。根据一个实施方案,用于排放减少和无气味操作的典型HC/CO起燃温度在130℃至200℃的范围内,并且可以取决于一个或多个参数,诸如DOC类型和化学过程、老化、燃料类型等。因此,后处理温度阈值可以是考虑一个或多个参数的可校准动态阈值。
步骤108有助于确保在启动时和升温期间控制碳氢化合物(HC)和一氧化碳(CO)排放,并且还可以在这些时间段内提供无气味操作以及颗粒量(PN)减少的排放量。由于在功率相当的情况下,微型燃气轮机系统12可以稀燃程度比柴油活塞发动机高约6倍至7倍的条件下运行,通过使用该系统,
NOx排放量通常是可接受的或者甚至相当低。然而,特别是在启动时或者在满足后处理温度阈值之前,需要控制PN、HC和CO排放量。后处理装置28,特别是当与方法100结合操作时,可以减少颗粒物质并且以化学方法改变来自燃烧器24的废气输出的组成。
如果在步骤108中确定后处理温度高于后处理温度阈值,则该方法可以继续到步骤110。在步骤110中,保持标准操作模式。标准操作模式涉及后处理装置28的被动再生。被动再生通常是用于后处理装置28的最有效操作模式。恰好将组合的DOC和DPF放置在燃烧器24下游可有助于促进标准操作模式和被动再生的使用。
在步骤110中,该方法可以任选地提供后处理装置28的主动再生,或者更具体地,在达到最大负载时提供DPF的主动再生。可以由ECU 30使用来自第一压力传感器32和第二压力传感器34的传感器读数来监测负载。因此,可以基于来自第一压力传感器32和第二压力传感器34的传感器读数来确定压差。可以将该压差与压差阈值进行比较,以确定是否达到最大负载。利用微型燃气轮机系统12不太可能实现主动再生,因为系统12在稀燃且很热的条件下运行。然而,步骤110的该任选方面可以包括特定可校准温度目标和持续时间,以便在达到最大负载时有效地处理来自燃烧器24的废气。步骤110的该任选方面可以根据于2006年10月3日提交的美国专利申请11/542,688中描述的方法来执行,该美国专利申请全文以引用方式并入本文。在步骤110之后,该方法可以继续步骤102的监测。
如果在步骤108中确定后处理温度小于后处理温度阈值,则该方法可以继续到步骤112。步骤112涉及降低压缩机18的速度,降低涡轮机20的速度,或降低压缩机和涡轮机的速度。这将增大发电机16的负载。这可以降低AFR,这可以改善组合的DOC和DPF后处理装置28的升温情况,直到达到起燃温度目标。因为燃烧器24(该燃烧器几乎总是在稀燃条件下操作)的输出温度是AFR的直接功能,减少混合物过度稀燃的情况可以有助于促进后处理装置28的快速升温(这取决于实施方案),升温至最高至用于起燃温度的130℃至200℃,或者使该后处理装置主动再生最高至约500℃至650℃。因此,特别是对于组合的DOC和DPF而言,排放策略可以包括DOC升温和DPF主动再生,以便实现同系化反应并且避免或减少废气味。在步骤112之后,该方法可以继续步骤102的监测。
应当理解,前述说明书并不是本发明的定义,而是对本发明的一个或多个优选示例性实施方案的描述。本发明不限于本文所公开的一个或多个具体实施方案,而是仅由下文的权利要求限定。此外,除非是上文明确定义的术语或短语,否则前述说明书中包含的陈述涉及具体实施方案,并且不应被解释为对本发明范围的限制或对权利要求中所用的术语的定义的限制。各种其他实施方案以及对所公开的一个或多个实施方案的各种改变和修改对于本领域技术人员而言将是显而易见的。例如,步骤的特定组合和顺序仅是一种可能性,因为本方法可以包括具有比此处示出的步骤少、多或与此处示出的步骤不同的步骤的步骤组合。所有此类其他实施方案、改变和修改旨在落入所附权利要求的范围内。
如在本说明书和权利要求中所使用的,术语“例如”、“如”、“比如”、“诸如”和“像”以及动词“包括”、“具有”、“包含”以及它们的其他动词形式,在与一个或多个部件或其他项目的列表结合使用时,各自均被解释为是开放式的,这意味着该列表不会被视为排除其他附加部件或项目。就其他术语而言,除非这些术语在需要不同解释的上下文中使用,否则应该使用其最广泛的合理含义来解释这些术语。
Claims (10)
1.一种用于车辆的微型燃气轮机系统,包括:
发电机;
压缩机,所述压缩机能够操作地联接到所述发电机,其中,所述压缩机被构造成吸入增压空气;
燃烧器,所述燃烧器能够操作地联接所述压缩机下游,其中,所述燃烧器包括无活塞燃烧室,所述无活塞燃烧室被构造成燃烧燃料以加热由所述压缩机压缩的所述增压空气,从而形成废气;
后处理装置,所述后处理装置能够操作地联接所述燃烧器下游,其中,所述后处理装置被构造成改变来自所述燃烧器的所述废气的组分以形成经处理的废气;和
涡轮机,所述涡轮机能够操作地联接所述后处理装置下游并且能够操作地联接到所述压缩机,其中,所述涡轮机被构造成使得所述经处理的废气的流动驱动所述涡轮机和所述压缩机以向所述发电机提供动力。
2.根据权利要求1所述的系统,其中,所述后处理装置是组合的柴油机氧化催化器(DOC)和柴油碳微粒滤清器(DPF)。
3.根据权利要求1所述的系统,其中,所述燃烧器被构造成在所述微型燃气轮机系统的操作期间连续地燃烧以驱动所述发电机。
4.根据权利要求1所述的系统,还包括第一压力传感器和第二压力传感器,其中,所述第一压力传感器能够操作地联接所述后处理装置上游,并且所述第二压力传感器能够操作地联接所述后处理装置下游。
5.根据权利要求4所述的系统,其中,电子控制单元(ECU)被构造成从所述第一压力传感器和所述第二压力传感器获取传感器读数,从所获取的传感器读数确定压差,并将所述压差与压差阈值进行比较。
6.根据权利要求5所述的系统,其中,当所述压差大于所述压差阈值时,所述后处理装置主动再生。
7.根据权利要求1所述的系统,还包括后处理温度传感器,所述后处理温度传感器能够操作地联接所述后处理装置下游,其中,电子控制单元(ECU)被构造成从所述后处理温度传感器获取传感器读数以确定后处理温度,并将所述后处理温度与后处理温度阈值进行比较。
8.根据权利要求7所述的系统,其中,所述电子控制单元(ECU)被构造成在所述后处理温度高于所述后处理温度阈值时降低所述压缩机的速度,降低所述涡轮机的速度,或者降低所述压缩机的所述速度和所述涡轮机的所述速度。
9.根据权利要求1所述的系统,其中,所述车辆是包括电池组的混合动力电动机动车辆,并且所述发电机被构造成向所述电池组提供电力。
10.一种用于操作车辆的微型燃气轮机系统的方法,所述微型燃气轮机系统包括发电机、压缩机、燃烧器、后处理装置和涡轮机,所述方法包括以下步骤:
监测涡轮机相关参数,其中,所述涡轮机相关参数包括空燃比(AFR)和后处理温度;
将所述AFR与AFR阈值进行比较;
当所述AFR小于所述AFR阈值时,减少燃料或增大所述压缩机的速度;
当所述测量的AFR大于所述AFR阈值时,将所述后处理温度与后处理温度阈值进行比较;以及
当所述后处理温度小于所述后处理温度阈值时,降低所述压缩机的所述速度,降低所述涡轮机的速度,或者降低所述压缩机的所述速度和所述涡轮机的所述速度。
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US20020175522A1 (en) * | 2001-01-30 | 2002-11-28 | Joel Wacknov | Distributed power system |
US6568173B1 (en) * | 2000-08-02 | 2003-05-27 | Ford Global Technologies, Inc. | Control method for turbocharged diesel engine aftertreatment system |
US20100043430A1 (en) * | 2006-12-22 | 2010-02-25 | Volvo Group North America, Inc. | Method and apparatus for controlling exhaust temperature of a diesel engine |
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2018
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US6568173B1 (en) * | 2000-08-02 | 2003-05-27 | Ford Global Technologies, Inc. | Control method for turbocharged diesel engine aftertreatment system |
US20020175522A1 (en) * | 2001-01-30 | 2002-11-28 | Joel Wacknov | Distributed power system |
US20100043430A1 (en) * | 2006-12-22 | 2010-02-25 | Volvo Group North America, Inc. | Method and apparatus for controlling exhaust temperature of a diesel engine |
US20130239548A1 (en) * | 2012-03-15 | 2013-09-19 | Gary Butzke | Exhaust Treatment Secondary Air Supply System |
US20170138317A1 (en) * | 2015-11-17 | 2017-05-18 | General Electric Company | Method and system for engine control |
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