CN112590757B - Braking power control method and device of braking system - Google Patents

Braking power control method and device of braking system Download PDF

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Publication number
CN112590757B
CN112590757B CN202011480723.8A CN202011480723A CN112590757B CN 112590757 B CN112590757 B CN 112590757B CN 202011480723 A CN202011480723 A CN 202011480723A CN 112590757 B CN112590757 B CN 112590757B
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Prior art keywords
engine
speed ratio
power
speed
compressor
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CN112590757A (en
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陈火雷
李钊
王佳兴
李云华
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Weichai Power Co Ltd
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Weichai Power Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0677—Engine power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/18—Braking system

Abstract

The invention discloses a brake power control method and a brake power control device of a brake system, wherein the brake system can comprise an engine and a booster system, when the engine is in a brake state, the booster system can be controlled to be in an engine brake mode, a first target speed ratio matched with the current rotating speed of the engine is calculated, the current speed ratio of a speed change mechanism is controlled to be the first target speed ratio, in-cylinder brake power corresponding to the first target speed ratio is calculated, mechanical booster power of an air compressor is calculated, and the sum of the in-cylinder brake power and the mechanical booster power is determined as the engine brake power of the engine. The invention can control the speed ratio of the speed change mechanism to be an allowable high speed ratio when the engine is in a braking state, so that the air compressor mechanically supercharges the air inlet of the engine, consumes the power of the engine and improves the in-cylinder braking power of the engine, thereby effectively improving the engine braking power of the engine.

Description

Braking power control method and device of braking system
Technical Field
The invention relates to the field of brake control, in particular to a brake power control method and device of a brake system.
Background
With the development of vehicle technology, vehicle brake control technology is continuously improved.
When a heavy vehicle runs on a long downhill road, a driver needs to use a service brake to increase the braking power of the whole vehicle so as to brake the vehicle. The heavy vehicle is heavy in weight and high in braking power requirement of the whole vehicle, and the service brake is frequently used to meet the requirement of the heavy vehicle on the braking power of the whole vehicle, so that the service brake and the tire are seriously abraded, and the driving safety is influenced. To reduce service brake usage, the driver may brake the heavy vehicle by engine braking.
However, the engine braking power provided by the conventional engine braking system is insufficient.
Disclosure of Invention
In view of the above problems, the present invention provides a method and a device for controlling braking power of a braking system, which overcome or at least partially solve the above problems, and the technical solution is as follows:
a braking power control method of a braking system, wherein the braking system comprises an engine and a pressurization system, the pressurization system comprises a gas compressor and a speed change mechanism, a first power input end of the speed change mechanism is in transmission connection with a front end wheel train of the engine, a power output end of the speed change mechanism is in transmission connection with a power input end of the gas compressor, and the gas compressor is connected with an air inlet end of the engine through an air inlet pipeline, and the method comprises the following steps:
when the engine is in a braking state, controlling the pressurization system to be in an engine braking mode;
when the supercharging system is in the engine braking mode, calculating a first target speed ratio matched with the current rotating speed of the engine, wherein the first target speed ratio is the speed ratio of the speed change mechanism;
controlling the current speed ratio of the speed change mechanism to be the first target speed ratio so as to control the compressor to mechanically supercharge the air inlet of the engine;
calculating in-cylinder braking power corresponding to the first target speed ratio, wherein the in-cylinder braking power is in-cylinder braking power of an engine;
calculating mechanical supercharging power of the gas compressor, wherein the mechanical supercharging power is power of the engine consumed by the gas compressor for mechanically supercharging air inlet of the engine;
determining a sum of the in-cylinder braking power and the mechanical boosting power as an engine braking power of the engine.
Optionally, the calculating a first target speed ratio matching the current speed of the engine includes:
calculating a first basic speed ratio of the speed change mechanism according to the maximum allowable rotating speed of the air compressor and the current rotating speed of the engine;
determining whether the first basic speed ratio is in a first speed ratio limit interval or not, if so, determining that the first basic speed ratio is the current maximum allowable speed ratio of the speed change mechanism, wherein the first speed ratio limit interval comprises any numerical value which is not less than a first preset limit value and not more than a second preset limit value;
if the first basic speed ratio is larger than the second preset limit value, determining that the second preset limit value is the current maximum allowable speed ratio of the speed change mechanism;
the current maximum allowable speed ratio of the transmission mechanism is taken as the first target speed ratio.
Optionally, the calculating the in-cylinder braking power corresponding to the first target speed ratio includes:
calculating the current highest allowable rotating speed of the compressor according to the current rotating speed of the engine and the first target speed ratio;
determining the air inlet parameter before the engine according to the current maximum allowable rotating speed of the air compressor and the air inlet parameter before the air compressor;
and calculating the in-cylinder braking power according to the air inlet parameter before the engine and the exhaust parameter of the engine.
Optionally, the calculating the mechanical supercharging power of the compressor includes:
and calculating the mechanical supercharging power of the compressor according to the air inlet parameter before the compressor, the air inlet parameter after the compressor and the work doing efficiency of the compressor.
Optionally, the speed change mechanism includes a power coupling mechanism, a continuously variable transmission and a high-speed transmission mechanism, a power input end of the continuously variable transmission is in transmission connection with a front end wheel train of the engine through the power coupling mechanism, and a power output end of the continuously variable transmission is in transmission connection with a power input end of the gas compressor through the high-speed transmission mechanism; the speed ratio of the speed change mechanism is the product of the speed ratio of the power coupling mechanism, the speed ratio of the continuously variable transmission and the speed ratio of the high-speed transmission mechanism, wherein the speed ratio of the power coupling mechanism and the speed ratio of the high-speed transmission mechanism are both fixed speed ratios, and the speed ratio of the continuously variable transmission is a variable speed ratio; the calculating a first target speed ratio of the transmission mechanism to which the current rotation speed of the engine is matched includes:
calculating a second target speed ratio matched with the current rotating speed of the engine, wherein the second target speed ratio is the speed ratio of the continuously variable transmission;
the controlling the current speed ratio of the transmission mechanism to be the first target speed ratio includes:
controlling the current speed ratio of the continuously variable transmission to be the second target speed ratio;
the calculating of the in-cylinder braking power of the engine corresponding to the first target speed ratio includes:
and calculating the in-cylinder braking power of the engine corresponding to the second target speed ratio.
Optionally, the calculating a second target speed ratio matching the current speed of the engine includes:
calculating a second basic speed ratio of the continuously variable transmission according to the highest allowable rotating speed of the air compressor, the current rotating speed of the engine and a system fixed speed ratio, wherein the system fixed speed ratio is the product of the speed ratio of the power coupling mechanism and the speed ratio of the high-speed transmission mechanism;
determining whether the second basic speed ratio is in a second speed ratio limit value interval or not, if so, determining that the second basic speed ratio is the current maximum allowable speed ratio of the continuously variable transmission, and the second speed ratio limit value interval comprises any numerical value which is not less than a third preset limit value and not more than a fourth preset limit value;
if the second basic speed ratio is larger than the fourth preset limit value, determining that the fourth preset limit value is the current maximum allowable speed ratio of the continuously variable transmission;
the current maximum allowable speed ratio of the continuously variable transmission is taken as the second target speed ratio.
Optionally, the calculating the in-cylinder braking power of the engine corresponding to the second target speed ratio includes:
calculating the current highest allowable rotating speed of the compressor according to the current rotating speed of the engine, a system fixed speed ratio and the second target speed ratio;
determining the air inlet parameter before the engine according to the current maximum allowable rotating speed of the air compressor and the air inlet parameter before the air compressor;
and calculating the in-cylinder braking power according to the air inlet parameter before the engine and the exhaust parameter of the engine.
Optionally, the supercharging system further includes: the air inlet end of the turbine is connected with the exhaust end of the engine, and the power output end of the turbine is in transmission connection with the second power input end of the speed change mechanism;
when the supercharging system is in the engine braking mode, the turbine rotates by absorbing exhaust of the engine and drives the compressor to carry out exhaust gas turbocharging on inlet air of the engine;
the calculating the mechanical supercharging power of the compressor comprises the following steps:
calculating a first target power required by the compressor to mechanically supercharge the air inlet of the engine;
calculating a second target power absorbed by the turbine from the exhaust of the engine;
determining a difference between the first target power and the second target power as the mechanical boost power.
Optionally, the calculating a second target power absorbed by the turbine from the exhaust of the engine comprises:
and calculating the second target power according to the exhaust parameters before the turbine, the exhaust parameters after the turbine and the work efficiency of the turbine.
A braking power control device of a braking system, the braking system comprises an engine and a pressurization system, the pressurization system comprises a gas compressor and a speed change mechanism, a first power input end of the speed change mechanism is in transmission connection with a front end wheel train of the engine, a power output end of the speed change mechanism is in transmission connection with a power input end of the gas compressor, the gas compressor is connected with an air inlet end of the engine through an air inlet pipeline, and the device comprises: a first control unit, a first calculation unit, a second control unit, a second calculation unit, a third calculation unit, and a first determination unit, wherein:
the first control unit is configured to execute: when the engine is in a braking state, controlling the pressurization system to be in an engine braking mode;
the first computing unit is configured to perform: when the supercharging system is in the engine braking mode, calculating a first target speed ratio matched with the current rotating speed of the engine, wherein the first target speed ratio is the speed ratio of the speed change mechanism;
the second control unit configured to perform: controlling the current speed ratio of the speed change mechanism to be the first target speed ratio so as to control the compressor to mechanically supercharge the air inlet of the engine;
the second computing unit configured to perform: calculating in-cylinder braking power corresponding to the first target speed ratio, wherein the in-cylinder braking power is in-cylinder braking power of an engine;
the third computing unit configured to perform: calculating mechanical supercharging power of the gas compressor, wherein the mechanical supercharging power is power of the engine consumed by the gas compressor for mechanically supercharging air inlet of the engine;
the first determination unit is configured to perform: determining a sum of the in-cylinder braking power and the mechanical boosting power as an engine braking power of the engine.
Optionally, the first computing unit specifically includes: a fourth calculation unit, a second determination unit, a third determination unit, a fourth determination unit, and a first as unit, wherein:
the fourth computing unit configured to perform: calculating a first basic speed ratio of the speed change mechanism according to the maximum allowable rotating speed of the air compressor and the current rotating speed of the engine;
the second determination unit configured to perform: determining whether the first basic speed ratio is in a first speed ratio limit interval, if so, triggering the third determining unit, wherein the first speed ratio limit interval comprises any numerical value which is not less than a first preset limit value and not more than a second preset limit value;
the third determination unit is configured to perform: determining the first base speed ratio as a current maximum allowable speed ratio of the transmission mechanism;
the fourth determination unit configured to perform: if the first basic speed ratio is larger than the second preset limit value, determining that the second preset limit value is the current maximum allowable speed ratio of the speed change mechanism;
the first as a unit configured to perform: the current maximum allowable speed ratio of the transmission mechanism is taken as the first target speed ratio.
Optionally, the second calculating unit specifically includes: a fifth calculation unit, a fifth determination unit, and a sixth calculation unit, wherein:
the fifth calculation unit configured to perform: calculating the current highest allowable rotating speed of the compressor according to the current rotating speed of the engine and the first target speed ratio;
the fifth determination unit configured to perform: determining the air inlet parameter before the engine according to the current maximum allowable rotating speed of the air compressor and the air inlet parameter before the air compressor;
the sixth computing unit configured to perform: and calculating the in-cylinder braking power according to the air inlet parameter before the engine and the exhaust parameter of the engine.
Optionally, the third computing unit is configured to perform:
and calculating the mechanical supercharging power of the compressor according to the air inlet parameter before the compressor, the air inlet parameter after the compressor and the work doing efficiency of the compressor.
Optionally, the speed change mechanism includes a power coupling mechanism, a continuously variable transmission and a high-speed transmission mechanism, a power input end of the continuously variable transmission is in transmission connection with a front end wheel train of the engine through the power coupling mechanism, and a power output end of the continuously variable transmission is in transmission connection with a power input end of the gas compressor through the high-speed transmission mechanism; the speed ratio of the speed change mechanism is the product of the speed ratio of the power coupling mechanism, the speed ratio of the continuously variable transmission and the speed ratio of the high-speed transmission mechanism, wherein the speed ratio of the power coupling mechanism and the speed ratio of the high-speed transmission mechanism are both fixed speed ratios, and the speed ratio of the continuously variable transmission is a variable speed ratio;
the first computing unit is configured to perform: calculating a second target speed ratio matched with the current rotating speed of the engine, wherein the second target speed ratio is the speed ratio of the continuously variable transmission;
the second control unit configured to perform: controlling the current speed ratio of the continuously variable transmission to be the second target speed ratio;
the second computing unit configured to perform: and calculating the in-cylinder braking power of the engine corresponding to the second target speed ratio.
Optionally, the first computing unit is configured to perform: a seventh calculation unit, a sixth determination unit, a seventh determination unit, an eighth determination unit, and a second as unit, wherein:
the seventh calculation unit configured to perform: calculating a second basic speed ratio of the continuously variable transmission according to the highest allowable rotating speed of the air compressor, the current rotating speed of the engine and a system fixed speed ratio, wherein the system fixed speed ratio is the product of the speed ratio of the power coupling mechanism and the speed ratio of the high-speed transmission mechanism;
the sixth determining unit configured to perform: determining whether the second basic speed ratio is in a second speed ratio limit value interval, if so, triggering the seventh determining unit, wherein the second speed ratio limit value interval comprises any numerical value which is not less than a third preset limit value and not more than a fourth preset limit value;
the seventh determining unit configured to perform: determining the second base speed ratio to be a current maximum allowable speed ratio of the continuously variable transmission;
the eighth determining unit configured to perform: if the second basic speed ratio is larger than the fourth preset limit value, determining that the fourth preset limit value is the current maximum allowable speed ratio of the continuously variable transmission;
the second as a unit configured to perform: the current maximum allowable speed ratio of the continuously variable transmission is taken as the second target speed ratio.
Optionally, the second calculating unit includes: an eighth calculation unit, a ninth determination unit, and a ninth calculation unit, wherein:
the eighth calculation unit configured to perform: calculating the current highest allowable rotating speed of the compressor according to the current rotating speed of the engine, a system fixed speed ratio and the second target speed ratio;
the ninth determining unit configured to perform: determining the air inlet parameter before the engine according to the current maximum allowable rotating speed of the air compressor and the air inlet parameter before the air compressor;
the ninth computing unit configured to perform: and calculating the in-cylinder braking power according to the air inlet parameter before the engine and the exhaust parameter of the engine.
Optionally, the supercharging system further includes: the air inlet end of the turbine is connected with the exhaust end of the engine, and the power output end of the turbine is in transmission connection with the second power input end of the speed change mechanism; when the supercharging system is in the engine braking mode, the turbine rotates by absorbing exhaust of the engine and drives the compressor to carry out exhaust gas turbocharging on inlet air of the engine; the third calculation unit includes: a first power calculation unit, a second power calculation unit and a power determination unit, wherein:
the first power calculation unit configured to perform: calculating a first target power required by the compressor to mechanically supercharge the air inlet of the engine;
the second power calculation unit configured to perform: calculating a second target power absorbed by the turbine from the exhaust of the engine;
the power determination unit is configured to perform: determining a difference between the first target power and the second target power as the mechanical boost power.
Optionally, the second power calculating unit is configured to perform: and calculating the second target power according to the exhaust parameters before the turbine, the exhaust parameters after the turbine and the work efficiency of the turbine.
The braking system comprises an engine and a pressurizing system, the pressurizing system comprises a gas compressor and a speed change mechanism, a first power input end of the speed change mechanism is in transmission connection with a front end wheel train of the engine, a power output end of the speed change mechanism is in transmission connection with a power input end of the gas compressor, and the gas compressor is connected with a gas inlet end of the engine through a gas inlet pipeline. The method can control the supercharging system to be in an engine braking mode when the engine is in a braking state, calculate a first target speed ratio matched with the current rotating speed of the engine when the supercharging system is in the engine braking mode, wherein the first target speed ratio is the speed ratio of the speed change mechanism, control the current speed ratio of the speed change mechanism to be the first target speed ratio, control the air compressor to mechanically supercharge the air inlet of the engine, calculate the in-cylinder braking power corresponding to the first target speed ratio, wherein the in-cylinder braking power is the in-cylinder braking power of the engine, calculate the mechanical supercharging power of the air compressor, the mechanical supercharging power is the power of the engine consumed by the air compressor to mechanically supercharge the air inlet of the engine, and determine the sum of the in-cylinder braking power and the mechanical supercharging power as the engine braking power of the engine.
The invention can control the supercharging system to be in the engine braking mode when the engine is in the braking state, and control the speed ratio of the speed change mechanism to be the allowable high speed ratio, so that the air compressor mechanically supercharges the air inlet of the engine, the power of the engine is consumed, meanwhile, the air inlet pressure of the engine can be improved, the in-cylinder braking power of the engine is improved, and the engine braking power of the engine is effectively increased.
The foregoing description is only an overview of the technical solutions of the present invention, and the embodiments of the present invention are described below in order to make the technical means of the present invention more clearly understood and to make the above and other objects, features, and advantages of the present invention more clearly understandable.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, it is obvious that the drawings in the following description are only embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
Fig. 1 illustrates a braking power control method of a braking system according to an embodiment of the present invention;
FIG. 2 illustrates another braking power control method for a braking system in accordance with an embodiment of the present invention;
fig. 3 is a schematic structural diagram of a braking system according to an embodiment of the present invention;
FIG. 4 is a schematic structural diagram of another braking system proposed by the embodiment of the present invention;
fig. 5 is a schematic structural diagram illustrating a braking power control apparatus of a braking system according to an embodiment of the present invention.
Detailed Description
Exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention can 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 invention to those skilled in the art.
As shown in fig. 1, the present embodiment proposes a braking power control method of a braking system. In the method, the braking system can comprise an engine and a pressurization system, the pressurization system can comprise a gas compressor and a speed change mechanism, a first power input end of the speed change mechanism is in transmission connection with a front end wheel train of the engine, a power output end of the speed change mechanism is in transmission connection with a power input end of the gas compressor, and the gas compressor is connected with a gas inlet end of the engine through a gas inlet pipeline. The above method may comprise the steps of:
and S101, when the engine is in a braking state, controlling the pressurization system to be in an engine braking mode.
The braking system may be a braking system of a mechanical device (such as a truck, a train, an airplane and a ship) which generates power by using an engine, and the present invention is not limited thereto. It should be noted that the present invention can be applied to controllers of the above-described mechanical apparatuses, such as a truck controller, a train controller, an aircraft controller, and a ship controller.
The supercharging system is a system capable of mechanically supercharging intake air of the engine and improving the intake pressure of the engine. It should be noted that, when the engine is in a braking state and the engine is not working, the air intake pressure of the engine is low, at this time, the present invention can control the supercharging system to mechanically supercharge the air intake of the engine, so as to increase the working amount of the compressor to the air intake of the engine, and increase the air intake pressure of the engine, thereby increasing the braking power in the cylinder of the engine and increasing the braking power of the engine.
The compressor may be a device that mechanically supercharges intake air of the engine in the supercharging system, and when the rotation speed of the compressor is higher, the strength of mechanical supercharging of the intake air of the engine by the compressor is higher, that is, the strength of mechanical supercharging of the intake air of the engine by the supercharging system is higher. It should be noted that the rotation speed of the compressor is limited by the factors such as structure and material, and the maximum allowable rotation speed is limited.
The speed change mechanism can be a transmission connecting mechanism between the engine and the compressor and has a variable speed ratio. The compressor can receive power transmitted by the engine through the speed change mechanism to rotate.
The speed ratio of the speed change mechanism can be the ratio of the rotating speed of the compressor to the rotating speed of the engine. It should be noted that the speed ratio in this embodiment may be a ratio of the rotational speed on the compressor side to the rotational speed on the engine side. It can be understood that when the engine is in a braking state, the power transmission from the engine to the air compressor can be controlled by controlling the speed ratio of the speed change mechanism, so that the air compressor mechanically supercharges the air inlet of the engine in the air inlet pipe, and the air inlet of the engine is mechanically supercharged by the supercharging system.
It should be noted that the shifting mechanism may include one or more shifting devices, and the present invention is not limited thereto. For example, the transmission mechanism may be a transmission device having a variable speed ratio; for another example, the transmission mechanism may be constituted by a transmission device having a fixed speed ratio and a transmission device having a variable speed ratio.
The engine braking mode of the supercharging system can be a control strategy of the controller on the supercharging system when the engine is in a braking state. Under the control strategy, the controller can control the supercharging system to mechanically supercharge the air inlet of the engine, so that the air inlet pressure of the engine is improved. Furthermore, under the control strategy, the invention can control the supercharging system to carry out mechanical supercharging with maximum intensity on the air inlet of the engine, thereby improving the air inlet pressure of the engine to the maximum extent and improving the in-cylinder braking power of the engine to the maximum extent.
Alternatively, the control strategy of the controller for the supercharging system may be specifically a control strategy of the controller for the speed ratio of the speed change mechanism. It can be understood that, at the same engine speed, if the speed ratio of the speed change mechanism is larger, the higher the speed of the compressor is, the stronger the mechanical supercharging of the intake air of the engine by the compressor is. Therefore, under the control strategy of the speed ratio of the speed change mechanism, in order to improve the intensity of mechanical pressurization to the maximum extent, the speed ratio of the speed change mechanism can be controlled to be a high speed ratio.
It is understood that the rotational speed and the speed ratio of the transmission mechanism have certain limitations due to factors such as structure and materials. Under the control strategy of the speed ratio of the speed change mechanism, the invention can control the speed ratio of the speed change mechanism to be the current maximum allowable speed ratio under the current rotating speed of the engine in order to improve the intensity of mechanical supercharging to the maximum extent.
In practical application, the invention can judge whether the engine is in a braking state according to the running parameters (such as the rotating speed, the torque and the like) of the engine, the braking request state and the like. When the engine is not in a braking state, the invention can control the supercharging system to be in a normal operation mode, and can effectively control the air inlet pressure of the engine in the air inlet pipe by controlling the speed ratio of the speed change mechanism, thereby meeting the requirements of the engine on the air inlet pressure under different working conditions and improving the performance of the engine.
And S102, when the supercharging system is in an engine braking mode, calculating a first target speed ratio matched with the current rotating speed of the engine, wherein the first target speed ratio is the speed ratio of the speed change mechanism.
It is to be understood that the first target speed ratio may be a high speed ratio that the transmission structure allows at the current rotation speed of the engine.
Alternatively, when determining the first target speed ratio, the present invention may calculate the current maximum allowable speed ratio of the transmission mechanism at the current rotation speed of the engine, and then determine the first target speed ratio according to the current maximum allowable speed ratio of the transmission mechanism, for example, directly determine the current maximum allowable speed ratio of the transmission mechanism as the first target speed ratio, or determine the value obtained by multiplying the current maximum allowable speed ratio of the transmission mechanism by a coefficient smaller than 1 (for example, 0.97) as the first target speed ratio.
Optionally, in the braking power control method of another braking system provided in this embodiment, step S102 may specifically include:
calculating a first basic speed ratio of the speed change mechanism according to the maximum allowable rotating speed of the air compressor and the current rotating speed of the engine;
determining whether the first basic speed ratio is in a first speed ratio limit interval or not, if so, determining that the first basic speed ratio is the current maximum allowable speed ratio of the speed change mechanism, wherein the first speed ratio limit interval comprises any numerical value which is not less than a first preset limit value and not more than a second preset limit value;
if the first basic speed ratio is larger than a second preset limit value, determining the second preset limit value as the current maximum allowable speed ratio of the speed change mechanism;
the current maximum allowable speed ratio of the transmission mechanism is taken as the first target speed ratio.
The first basic speed ratio is the ratio of the maximum allowable rotating speed of the compressor to the current rotating speed of the engine.
The first preset limit and the second preset limit may be determined by a technician according to the performance of the transmission mechanism, such as the structure and the material, and the like, which is not limited in the present invention. It should be noted that, when the first basic speed ratio is within the first speed ratio limit value range, the present invention may determine that the compressor may reach the maximum allowable speed at the current speed of the engine, and at this time, the present invention may determine the first basic speed ratio as the current maximum allowable speed ratio of the transmission mechanism.
When the first basic speed ratio is larger than the second preset limit value, the method can determine that the compressor cannot reach the maximum allowable rotating speed under the current rotating speed of the engine. At this time, the present invention may determine the second preset limit as the current maximum allowable speed ratio of the speed change mechanism, so that the rotation speed of the compressor may reach the maximum rotation speed allowed under the current rotation speed of the engine.
It is also noted that the engine speed may be such that the first base speed ratio is not less than the first preset limit value when the engine is in a braking state. Therefore, the present invention does not consider the case where the first base speed ratio is smaller than the first preset limit value.
And S103, controlling the current speed ratio of the speed change mechanism to be a first target speed ratio so as to control the air compressor to mechanically supercharge the air inlet of the engine.
After the first target speed ratio is determined, the current speed ratio of the speed change mechanism can be set as the first target speed ratio, so that the air compressor can mechanically supercharge the air inlet of the engine.
And S104, calculating the in-cylinder braking power corresponding to the first target speed ratio, wherein the in-cylinder braking power is the in-cylinder braking power of the engine.
After the first target speed ratio is determined, the in-cylinder braking power of the engine can be calculated according to the current rotating speed of the engine, the first target speed ratio, the air inlet parameter of the air compressor, the exhaust parameter of the engine and the relevant correction coefficient.
Optionally, step S104 may specifically include:
calculating the current highest allowable rotating speed of the compressor according to the current rotating speed of the engine and the first target speed ratio;
determining the air inlet parameters before the engine according to the current maximum allowable rotating speed of the air compressor and the air inlet parameters before the air compressor;
and calculating the in-cylinder braking power according to the air inlet parameter before the engine and the exhaust parameter of the engine.
The product of the current rotating speed of the engine and the first target speed ratio can be determined as the current highest allowable rotating speed of the compressor.
The intake parameters are parameters representing gas states of intake air, and may include intake pressure, intake temperature, and/or intake flow rate. The method can be combined with a compressor characteristic MAP to determine the air inlet parameters before the engine according to the current maximum allowable rotating speed of the compressor and the air inlet parameters before the compressor.
The exhaust parameter is a parameter representing a gas state of the exhaust gas, and may include an exhaust pressure, an exhaust temperature, and/or an exhaust flow rate. The invention can combine the relevant empirical formula and the correction coefficient to determine the in-cylinder braking power according to the air inlet parameter before the engine and the exhaust parameter of the engine.
And S105, calculating the mechanical supercharging power of the air compressor, wherein the mechanical supercharging power is the power of the engine consumed by the air compressor for mechanically supercharging the air inlet of the engine.
The compressor receives power transmitted from the engine through the speed change mechanism to mechanically supercharge intake air of the engine. Therefore, the compressor can improve the braking power of the engine by consuming the power of the engine while improving the braking power in the cylinder of the engine in the process of mechanically supercharging the air inlet of the engine.
The mechanical supercharging power of the compressor can be calculated according to the air inlet parameter before the compressor and the air inlet parameter after the compressor. The air inlet parameter after the air compressor can be an air inlet parameter before the engine. Optionally, step S105 may specifically be:
and calculating the mechanical supercharging power of the compressor according to the air inlet parameter before the compressor, the air inlet parameter after the compressor and the work doing efficiency of the compressor.
Specifically, the mechanical supercharging power of the compressor can be calculated by combining a related empirical formula and using the air inlet parameters before the compressor, the air inlet parameters after the compressor, the work efficiency of the compressor and related correction coefficients.
And S106, determining the sum of the in-cylinder braking power and the mechanical supercharging power as the engine braking power of the engine.
Specifically, the present invention may calculate the sum of the in-cylinder braking power and the mechanical supercharging power, and determine the sum as the engine braking power.
Specifically, when the mechanical device is a heavy vehicle, the invention can control the pressurization system to be in the engine braking mode when the engine of the heavy vehicle is in the braking state, and control the speed ratio of the speed change mechanism to be the allowable high speed ratio, so that the air compressor can mechanically pressurize the air inlet of the engine by consuming the power of the engine, thereby improving the air inlet pressure of the engine, improving the in-cylinder braking power of the engine, and effectively increasing the engine braking power of the engine, and thus the heavy vehicle can reduce the dependence on a service brake, reduce the loss of the service brake, and ensure the service safety.
It should be noted that, the invention can improve the engine braking power when the engine is in the braking state by introducing the supercharging system on the premise of not changing the design of the engine body.
It should also be noted that the prior art can increase the engine braking power by increasing the engine speed and increasing the exhaust butterfly valve to control the exhaust pressure. The invention controls the supercharging system to mechanically supercharge the inlet air by introducing the supercharging system, thereby effectively reducing the rotating speed of the engine and improving the reliability of the engine while improving the braking power in the cylinder and consuming the power of the engine.
According to the braking power control method of the braking system, the braking system can comprise an engine and a pressurization system, the pressurization system can comprise a gas compressor and a speed change mechanism, a first power input end of the speed change mechanism is in transmission connection with a front end wheel train of the engine, a power output end of the speed change mechanism is in transmission connection with a power input end of the gas compressor, and the gas compressor is connected with a gas inlet end of the engine through a gas inlet pipeline. The method includes the steps of controlling a supercharging system to be in an engine braking mode when an engine is in a braking state, calculating a first target speed ratio matched with the current rotating speed of the engine when the supercharging system is in the engine braking mode, wherein the first target speed ratio is the speed ratio of a speed change mechanism, controlling the current speed ratio of the speed change mechanism to be the first target speed ratio, controlling a compressor to mechanically supercharge air inlet of the engine, calculating in-cylinder braking power corresponding to the first target speed ratio, wherein the in-cylinder braking power is in-cylinder braking power of the engine, calculating mechanical supercharging power of the compressor, the mechanical supercharging power is power of the engine consumed by the compressor to mechanically supercharge the air inlet of the engine, and determining the sum of the in-cylinder braking power and the mechanical supercharging power as the engine braking power of the engine. The method can control the pressurization system to be in the engine braking mode when the engine is in the braking state, and control the speed ratio of the speed change mechanism to be the allowable high speed ratio, so that the air compressor mechanically pressurizes the air inlet of the engine, the power of the engine is consumed, meanwhile, the air inlet pressure of the engine can be improved, the in-cylinder braking power of the engine is improved, and the engine braking power of the engine is effectively improved.
Based on the steps shown in fig. 1, the present embodiment proposes another braking power control method of the braking system, as shown in fig. 2. In the method, the speed change mechanism can comprise a power coupling mechanism, a stepless speed changer and a high-speed transmission mechanism, wherein the power input end of the stepless speed changer is in transmission connection with a front end wheel train of the engine through the power coupling mechanism, and the power output end of the stepless speed changer is in transmission connection with the power input end of the gas compressor through the high-speed transmission mechanism; the speed ratio of the speed change mechanism is the product of the speed ratio of the power coupling mechanism, the speed ratio of the continuously variable transmission and the speed ratio of the high-speed transmission mechanism, wherein the speed ratio of the power coupling mechanism and the speed ratio of the high-speed transmission mechanism are both fixed speed ratios, and the speed ratio of the continuously variable transmission is a variable speed ratio. The method shown in fig. 2 may comprise the following steps:
and S201, when the engine is in a braking state, controlling the pressurization system to be in an engine braking mode.
The content of step S201 corresponds to step S101 described above.
The speed ratio of the power coupling mechanism can be the ratio of the rotating speed of the power input end of the continuously variable transmission to the rotating speed of a front-end gear train of the engine; the speed ratio of the high-speed transmission mechanism can be the ratio of the rotating speed of the power input end of the air compressor to the rotating speed of the power output end of the stepless speed changer. It should be noted that the speed ratios of the power coupling mechanism and the high-speed transmission mechanism can be fixed speed ratios, and can be set by technicians according to actual conditions, which is not limited in the present invention.
In order to better explain the connection relationship between the engine and the supercharging system in the brake system and the structural composition of the supercharging system, the invention provides a structural schematic diagram of the brake system as shown in fig. 3. In fig. 3, the engine may be a diesel engine, the CVT may be a continuously variable transmission, and the engine may be in transmission connection with the compressor sequentially through the power coupling structure, the continuously variable transmission, and the high-speed transmission mechanism. Black arrows in fig. 3 may represent a flow direction of gas, the intake air before the compressor may be air, the intake air before the compressor may enter the compressor through an intake pipe, and then enter a cylinder of the engine through the intake pipe after being mechanically pressurized by the compressor, so as to provide oxygen for diesel combustion in the engine, and then the engine discharges exhaust gas.
The speed ratio of the continuously variable transmission can be changed within a certain range, and the range can be established by technical personnel according to actual needs, structural materials of the continuously variable transmission and other factors, which is not limited by the invention.
It should be noted that, in the speed change mechanism, the speed ratio of the power coupling mechanism and the speed ratio of the high-speed transmission mechanism may both be fixed speed ratios, and the speed ratio of the continuously variable transmission is a variable speed ratio within a certain variation range, so the invention can control the speed ratio of the speed change mechanism by controlling the speed ratio of the continuously variable transmission. In this case, the control strategy of the speed ratio of the transmission mechanism according to the present invention may be specifically a control strategy of the speed ratio of the continuously variable transmission.
It can be understood that, at the same engine speed, if the speed ratio of the continuously variable transmission is larger, the speed ratio of the speed change mechanism is larger, the speed of the compressor is higher, and the strength of the mechanical supercharging of the intake air of the engine by the compressor is higher. Therefore, under the control strategy of the speed ratio of the continuously variable transmission, the invention can control the speed ratio of the continuously variable transmission to be the current maximum allowable speed ratio under the current rotating speed of the engine in order to improve the intensity of mechanical supercharging to the maximum extent.
And S202, when the supercharging system is in an engine braking mode, calculating a second target speed ratio matched with the current rotating speed of the engine, wherein the second target speed ratio is the speed ratio of the continuously variable transmission.
The step S102 may be specifically the step S202.
Wherein the second target speed ratio may be a high speed ratio that the continuously variable transmission allows at the current rotation speed of the engine.
Alternatively, when determining the second target speed ratio, the present invention may first calculate the current maximum allowable speed ratio of the continuously variable transmission at the current rotation speed of the engine, and then determine the second target speed ratio according to the current maximum allowable speed ratio of the continuously variable transmission, for example, directly determine the current maximum allowable speed ratio of the continuously variable transmission as the second target speed ratio, or determine the value obtained by multiplying the current maximum allowable speed ratio of the continuously variable transmission by a coefficient smaller than 1 (for example, 0.96) as the second target speed ratio.
Optionally, in the braking power control method of another braking system provided in this embodiment, step S202 may specifically include:
calculating a second basic speed ratio of the continuously variable transmission according to the highest allowable rotating speed of the gas compressor, the current rotating speed of the engine and a system fixed speed ratio, wherein the system fixed speed ratio is the product of the speed ratio of the power coupling mechanism and the speed ratio of the high-speed transmission mechanism;
determining whether the second basic speed ratio is in a second speed ratio limit value interval or not, if so, determining that the second basic speed ratio is the current maximum allowable speed ratio of the continuously variable transmission, and the second speed ratio limit value interval comprises any numerical value which is not less than a third preset limit value and not more than a fourth preset limit value;
if the second basic speed ratio is larger than a fourth preset limit value, determining the fourth preset limit value as the current maximum allowable speed ratio of the continuously variable transmission;
the current maximum allowable speed ratio of the continuously variable transmission is taken as the second target speed ratio.
The second basic speed ratio may be a ratio of the first basic speed ratio to a system fixed speed ratio.
The third preset limit and the fourth preset limit may be determined by a technician according to the structure, material, and other properties of the continuously variable transmission, which is not limited in the present invention. It should be noted that, when the second basic speed ratio is within the second speed ratio limit range, the present invention may determine that the compressor may reach the maximum allowable speed at the current speed of the engine, and at this time, the present invention may determine the second basic speed ratio as the current maximum allowable speed ratio of the continuously variable transmission.
When the second basic speed ratio is larger than the fourth preset limit value, the method can determine that the compressor cannot reach the highest allowable rotating speed at the current rotating speed of the engine. At this time, the present invention may determine the fourth preset limit as the current maximum allowable speed ratio of the continuously variable transmission, so that the rotation speed of the compressor may reach the maximum allowable rotation speed at the current rotation speed of the engine.
It is also noted that the engine speed may be such that the second base speed ratio is not less than the third preset limit value when the engine is in a braking state. Therefore, the present invention does not consider the case where the second base speed ratio is smaller than the third preset limit value.
And S203, controlling the current speed ratio of the continuously variable transmission to be a second target speed ratio so as to control the compressor to mechanically pressurize the air inlet of the engine.
After the second target speed ratio is determined, the current speed ratio of the continuously variable transmission can be set as the second target speed ratio, so that the compressor mechanically supercharges the air inlet of the engine.
And S204, calculating the in-cylinder braking power of the engine corresponding to the second target speed ratio, wherein the in-cylinder braking power is the in-cylinder braking power of the engine.
After the second target speed ratio is determined, the in-cylinder braking power of the engine can be calculated according to the current rotating speed of the engine, the second target speed ratio, the system fixed speed ratio, the air inlet parameter of the air compressor, the exhaust parameter of the engine and the related correction coefficient.
Optionally, step S204 may specifically include:
calculating the current highest allowable rotating speed of the compressor according to the current rotating speed of the engine, the system fixed speed ratio and the second target speed ratio;
determining the air inlet parameters before the engine according to the current maximum allowable rotating speed of the air compressor and the air inlet parameters before the air compressor;
and calculating the in-cylinder braking power according to the air inlet parameter before the engine and the exhaust parameter of the engine.
The method can determine the air inlet parameters before the engine according to the current maximum allowable rotating speed of the compressor and the air inlet parameters before the compressor by combining a compressor characteristic MAP. The invention can combine the relevant empirical formula and the correction coefficient to determine the in-cylinder braking power according to the air inlet parameter before the engine and the exhaust parameter of the engine.
S205, calculating the mechanical supercharging power of the compressor, wherein the mechanical supercharging power is the power of the engine consumed by the compressor for mechanically supercharging the air inlet of the engine.
And S206, determining the sum of the in-cylinder braking power and the mechanical supercharging power as the engine braking power of the engine.
Step S205 corresponds to the content of step S105, and step S206 corresponds to the content of step S106.
The braking power control method of the braking system provided by the embodiment can control the pressurization system to be in the engine braking mode when the engine is in the braking state, and control the speed ratio of the continuously variable transmission to be the allowed high speed ratio, so that the air compressor mechanically pressurizes the air inlet of the engine, the power of the engine is consumed, meanwhile, the air inlet pressure of the engine can be improved, the in-cylinder braking power of the engine is improved, and the engine braking power of the engine is increased.
Based on the steps shown in fig. 1, the present embodiment proposes another braking power control method of the braking system. In the method, the supercharging system may further include: a turbine. The air inlet end of the turbine is connected with the air outlet end of the engine, and the power output end of the turbine is in transmission connection with the second power input end of the speed change mechanism.
When the supercharging system is in an engine braking mode, the turbine can rotate by absorbing exhaust gas of the engine and drive the compressor to perform exhaust gas turbocharging on inlet gas of the engine.
It is understood that the boosting system in the method shown in fig. 2 may also include: a turbine. At this time, the air inlet end of the turbine is connected with the air outlet end of the engine, the second power input end of the speed change mechanism may be specifically one end of a high-speed transmission mechanism, and the power output end of the turbine may be in transmission connection with the power input end of the compressor through the high-speed transmission mechanism. In order to better explain the connection relationship between the engine and the supercharging system in the brake system and the structural composition of the supercharging system, the invention provides a structural schematic diagram of the brake system shown in fig. 4 on the basis of fig. 3. In fig. 4, the turbine can recover the energy of the exhaust gas of the engine by absorbing the high-temperature and high-pressure exhaust gas discharged when the engine burns diesel to do work, drive the compressor to rotate to perform exhaust gas turbocharging on the intake air of the engine, and input certain power for mechanical supercharging performed by the compressor.
After the present invention provides a turbine in a supercharging system, the step S105 may specifically include steps S301, S302, and S303, where:
s301, calculating a first target power required by the compressor to mechanically supercharge the air inlet of the engine.
It should be noted that, after the turbine is arranged in the supercharging system, the turbine can recover the energy of the exhaust gas of the engine and input a certain power to the compressor for mechanical supercharging, so that although the engine power required by the mechanical supercharging performed by the compressor is reduced, the improvement range of the engine braking power is reduced, but the energy utilization rate can be effectively improved.
The invention can calculate the power required by the mechanical pressurization of the gas compressor and the power input to the gas compressor by the waste gas turbocharging of the turbine, and the mechanical pressurization power of the gas compressor is calculated according to the difference value of the power and the power.
The first target power can be calculated by using the air inlet parameter before the air compressor, the air inlet parameter after the air compressor, the work efficiency of the air compressor and the related correction coefficient.
S302, calculating a second target power absorbed by the turbine from the exhaust gas of the engine.
The energy loss in the process of inputting the power to the compressor by the turbine is ignored, and the second target power can be directly determined as the power input to the compressor by the turbine for performing waste gas supercharging.
The second target power can be calculated according to the exhaust parameter before the turbine and the exhaust parameter after the turbine. Optionally, step S302 may specifically be:
and calculating the second target power according to the exhaust parameters before the turbine, the exhaust parameters after the turbine and the work efficiency of the turbine.
The method can calculate the second target power by using the exhaust parameter before the turbine, the exhaust parameter after the turbine, the work efficiency of the turbine and the related correction coefficient.
And S303, determining the difference value of the first target power and the second target power as mechanical supercharging power.
After the first target power and the second target power are calculated, a value obtained by subtracting the second target power from the first target power can be determined as the mechanical supercharging power of the compressor.
According to the braking power control method of the braking system, the turbine can be arranged in the pressurization system, the waste gas energy of the engine is absorbed, the compressor is subjected to mechanical pressurization, and certain power is input, so that the energy utilization rate can be effectively improved.
In correspondence with the method shown in fig. 1, the present embodiment proposes a braking power control apparatus of a braking system, as shown in fig. 5. The braking system can include engine and pressure boost system, and pressure boost system can include compressor and speed change mechanism, and the first power input of speed change mechanism is connected with the front end train transmission of engine, and the power take off of speed change mechanism is connected with the power input transmission of compressor, and the compressor passes through the inlet duct and is connected with the inlet end of engine, and the braking power control device of braking system can include: a first control unit 101, a first calculation unit 102, a second control unit 103, a second calculation unit 104, a third calculation unit 105, and a first determination unit 106, wherein:
a first control unit 101 configured to perform: when the engine is in a braking state, controlling the pressurization system to be in an engine braking mode;
the braking system may be a mechanical device that generates power using an engine. It should be noted that the present invention can be applied to a controller of the above-described mechanical apparatus.
The supercharging system is a system capable of mechanically supercharging intake air of the engine and improving the intake pressure of the engine. The compressor may be a device for mechanically supercharging intake air of the engine in the above-described supercharging system.
The speed change mechanism can be a transmission connecting mechanism between the engine and the compressor and has a variable speed ratio. The compressor can receive power transmitted by the engine through the speed change mechanism to rotate. It should be noted that the speed ratio in this embodiment may be a ratio of the rotational speed on the compressor side to the rotational speed on the engine side. It should be noted that the shifting mechanism may include one or more shifting devices, and the present invention is not limited thereto.
The engine braking mode of the supercharging system can be a control strategy of the controller on the supercharging system when the engine is in a braking state. Alternatively, the control strategy of the controller for the supercharging system may be specifically a control strategy of the controller for the speed ratio of the speed change mechanism. Under the control strategy of the speed ratio of the speed change mechanism, in order to improve the intensity of mechanical pressurization to the maximum extent, the speed ratio of the speed change mechanism can be controlled to be a high speed ratio.
It is understood that the rotational speed and the speed ratio of the transmission mechanism have certain limitations due to factors such as structure and materials. Under the control strategy of the speed ratio of the speed change mechanism, the invention can control the speed ratio of the speed change mechanism to be the current maximum allowable speed ratio under the current rotating speed of the engine in order to improve the intensity of mechanical supercharging to the maximum extent.
A first computing unit 102 configured to perform: when the supercharging system is in an engine braking mode, calculating a first target speed ratio matched with the current rotating speed of the engine, wherein the first target speed ratio is the speed ratio of the speed change mechanism;
it is to be understood that the first target speed ratio may be a high speed ratio that the transmission structure allows at the current rotation speed of the engine.
Optionally, when determining the first target speed ratio, the present invention may first calculate the current maximum allowable speed ratio of the transmission mechanism at the current rotation speed of the engine, and then determine the first target speed ratio according to the current maximum allowable speed ratio of the transmission mechanism.
Optionally, the first calculating unit 102 may specifically include: a fourth calculation unit, a second determination unit, a third determination unit, a fourth determination unit, and a first as unit, wherein:
a fourth calculation unit configured to perform: calculating a first basic speed ratio of the speed change mechanism according to the maximum allowable rotating speed of the air compressor and the current rotating speed of the engine;
a second determination unit configured to perform: determining whether the first basic speed ratio is in a first speed ratio limit interval or not, if so, triggering a third determination unit, wherein the first speed ratio limit interval comprises any numerical value which is not less than a first preset limit value and not more than a second preset limit value;
a third determination unit configured to perform: determining a first base speed ratio as a current maximum allowable speed ratio of the transmission mechanism;
a fourth determination unit configured to perform: if the first basic speed ratio is larger than a second preset limit value, determining the second preset limit value as the current maximum allowable speed ratio of the speed change mechanism;
a first as a unit configured to perform: the current maximum allowable speed ratio of the transmission mechanism is taken as the first target speed ratio.
The first basic speed ratio is the ratio of the maximum allowable rotating speed of the compressor to the current rotating speed of the engine. The first preset limit and the second preset limit may be determined by a technician according to the performance of the transmission mechanism, such as the structure and the material, and the like, which is not limited in the present invention.
A second control unit 103 configured to perform: controlling the current speed ratio of the speed change mechanism to be a first target speed ratio so as to control the gas compressor to mechanically pressurize the inlet gas of the engine;
after the first target speed ratio is determined, the current speed ratio of the speed change mechanism can be set as the first target speed ratio, so that the air compressor can mechanically supercharge the air inlet of the engine.
A second computing unit 104 configured to perform: calculating in-cylinder braking power corresponding to the first target speed ratio, wherein the in-cylinder braking power is the in-cylinder braking power of the engine;
after the first target speed ratio is determined, the in-cylinder braking power of the engine can be calculated according to the current rotating speed of the engine, the first target speed ratio, the air inlet parameter of the air compressor, the exhaust parameter of the engine and the relevant correction coefficient.
Optionally, the second computing unit 104 may specifically include: a fifth calculation unit, a fifth determination unit, and a sixth calculation unit, wherein:
a fifth calculation unit configured to perform: calculating the current highest allowable rotating speed of the compressor according to the current rotating speed of the engine and the first target speed ratio;
a fifth determination unit configured to perform: determining the air inlet parameters before the engine according to the current maximum allowable rotating speed of the air compressor and the air inlet parameters before the air compressor;
a sixth calculation unit configured to perform: and calculating the in-cylinder braking power according to the air inlet parameter before the engine and the exhaust parameter of the engine.
The product of the current rotating speed of the engine and the first target speed ratio can be determined as the current highest allowable rotating speed of the compressor.
A third calculation unit 105 configured to perform: calculating the mechanical supercharging power of the gas compressor, wherein the mechanical supercharging power is the power of the engine consumed by the gas compressor for mechanically supercharging the inlet gas of the engine;
the mechanical supercharging power of the compressor can be calculated according to the air inlet parameter before the compressor and the air inlet parameter after the compressor. The air inlet parameter after the air compressor can be an air inlet parameter before the engine.
Optionally, the third calculating unit 105 is configured to perform:
and calculating the mechanical supercharging power of the compressor according to the air inlet parameter before the compressor, the air inlet parameter after the compressor and the work doing efficiency of the compressor.
Specifically, the mechanical supercharging power of the compressor can be calculated by combining a related empirical formula and using the air inlet parameters before the compressor, the air inlet parameters after the compressor, the work efficiency of the compressor and related correction coefficients.
A first determining unit 106 configured to perform: and determining the sum of the in-cylinder braking power and the mechanical supercharging power as the engine braking power of the engine.
Specifically, the present invention may calculate the sum of the in-cylinder braking power and the mechanical supercharging power, and determine the sum as the engine braking power.
The braking power control device of the braking system provided by the embodiment can control the pressurization system to be in the engine braking mode when the engine is in the braking state, and control the speed ratio of the speed change mechanism to be the allowed high speed ratio, so that the air compressor mechanically pressurizes the air inlet of the engine, the power of the engine is consumed, meanwhile, the air inlet pressure of the engine can be improved, the in-cylinder braking power of the engine is improved, and the engine braking power of the engine is effectively improved.
The present embodiment proposes another braking power control device of a braking system based on the device shown in fig. 5. In the device, the speed change mechanism can comprise a power coupling mechanism, a stepless speed changer and a high-speed transmission mechanism, wherein the power input end of the stepless speed changer is in transmission connection with a front end wheel train of the engine through the power coupling mechanism, and the power output end of the stepless speed changer is in transmission connection with the power input end of the gas compressor through the high-speed transmission mechanism; the speed ratio of the speed change mechanism is the product of the speed ratio of the power coupling mechanism, the speed ratio of the continuously variable transmission and the speed ratio of the high-speed transmission mechanism, wherein the speed ratio of the power coupling mechanism and the speed ratio of the high-speed transmission mechanism are both fixed speed ratios, and the speed ratio of the continuously variable transmission is a variable speed ratio.
A first computing unit 102 configured to perform: calculating a second target speed ratio matched with the current rotating speed of the engine, wherein the second target speed ratio is the speed ratio of the continuously variable transmission;
a second control unit 103 configured to perform: controlling the current speed ratio of the continuously variable transmission to be a second target speed ratio;
a second computing unit 104 configured to perform: and calculating the in-cylinder braking power of the engine corresponding to the second target speed ratio.
The speed ratio of the power coupling mechanism can be the ratio of the rotating speed of the power input end of the continuously variable transmission to the rotating speed of a front-end gear train of the engine; the speed ratio of the high-speed transmission mechanism can be the ratio of the rotating speed of the power input end of the air compressor to the rotating speed of the power output end of the stepless speed changer. It should be noted that the speed ratios of the power coupling mechanism and the high-speed transmission mechanism can be fixed speed ratios.
Wherein the second target speed ratio may be a high speed ratio that the continuously variable transmission allows at the current rotation speed of the engine. Alternatively, when the second target speed ratio is determined, the present maximum allowable speed ratio of the continuously variable transmission at the present rotation speed of the engine may be calculated in advance, and then the second target speed ratio may be determined according to the present maximum allowable speed ratio of the continuously variable transmission.
After the second target speed ratio is determined, the current speed ratio of the continuously variable transmission can be set as the second target speed ratio, so that the compressor mechanically supercharges the air inlet of the engine.
After the second target speed ratio is determined, the in-cylinder braking power of the engine can be calculated according to the current rotating speed of the engine, the second target speed ratio, the system fixed speed ratio, the air inlet parameter of the air compressor, the exhaust parameter of the engine and the related correction coefficient.
Optionally, the first calculating unit 102 is configured to perform: a seventh calculation unit, a sixth determination unit, a seventh determination unit, an eighth determination unit, and a second as unit, wherein:
a seventh calculation unit configured to perform: calculating a second basic speed ratio of the continuously variable transmission according to the highest allowable rotating speed of the gas compressor, the current rotating speed of the engine and a system fixed speed ratio, wherein the system fixed speed ratio is the product of the speed ratio of the power coupling mechanism and the speed ratio of the high-speed transmission mechanism;
a sixth determination unit configured to perform: determining whether the second basic speed ratio is in a second speed ratio limit value interval or not, if so, triggering a seventh determining unit, wherein the second speed ratio limit value interval comprises any numerical value which is not less than a third preset limit value and not more than a fourth preset limit value;
a seventh determining unit configured to perform: determining the second base speed ratio as a current maximum allowable speed ratio of the continuously variable transmission;
an eighth determination unit configured to perform: if the second basic speed ratio is larger than a fourth preset limit value, determining the fourth preset limit value as the current maximum allowable speed ratio of the continuously variable transmission;
second as a unit configured to perform: the current maximum allowable speed ratio of the continuously variable transmission is taken as the second target speed ratio.
The second basic speed ratio may be a ratio of the first basic speed ratio to a system fixed speed ratio.
The third preset limit and the fourth preset limit may be determined by a technician according to the structure, material, and other properties of the continuously variable transmission, which is not limited in the present invention.
Optionally, the second computing unit 104 includes: an eighth calculation unit, a ninth determination unit, and a ninth calculation unit, wherein: an eighth calculation unit configured to perform: calculating the current highest allowable rotating speed of the compressor according to the current rotating speed of the engine, the system fixed speed ratio and the second target speed ratio;
a ninth determining unit configured to perform: determining the air inlet parameters before the engine according to the current maximum allowable rotating speed of the air compressor and the air inlet parameters before the air compressor;
a ninth calculation unit configured to perform: and calculating the in-cylinder braking power according to the air inlet parameter before the engine and the exhaust parameter of the engine.
The method can determine the air inlet parameters before the engine according to the current maximum allowable rotating speed of the compressor and the air inlet parameters before the compressor by combining a compressor characteristic MAP. The invention can combine the relevant empirical formula and the correction coefficient to determine the in-cylinder braking power according to the air inlet parameter before the engine and the exhaust parameter of the engine.
The braking power control device of the braking system provided by the embodiment can control the pressurization system to be in the engine braking mode when the engine is in the braking state, and control the speed ratio of the continuously variable transmission to be the allowed high speed ratio, so that the air compressor mechanically pressurizes the air inlet of the engine, the power of the engine is consumed, meanwhile, the air inlet pressure of the engine can be improved, the in-cylinder braking power of the engine is improved, and the engine braking power of the engine is increased.
The present embodiment proposes another braking power control device of a braking system based on the device shown in fig. 5. In the apparatus, the pressurization system may further include: the air inlet end of the turbine is connected with the air outlet end of the engine, and the power output end of the turbine is in transmission connection with the second power input end of the speed change mechanism; when the supercharging system is in an engine braking mode, the turbine absorbs exhaust gas of the engine to rotate and drives the compressor to carry out exhaust gas turbocharging on inlet gas of the engine; a third calculation unit 105, comprising: a first power calculation unit, a second power calculation unit and a power determination unit, wherein:
a first power calculation unit configured to perform: calculating a first target power required by a compressor for mechanically supercharging the inlet air of an engine;
a second power calculation unit configured to perform: calculating a second target power absorbed by the turbine from the exhaust of the engine;
a power determination unit configured to perform: the difference between the first target power and the second target power is determined as the mechanical boost power.
It should be noted that, after the turbine is arranged in the supercharging system, the turbine can recover the energy of the exhaust gas of the engine and input a certain power to the compressor for mechanical supercharging, so that although the engine power required by the mechanical supercharging performed by the compressor is reduced, the improvement range of the engine braking power is reduced, but the energy utilization rate can be effectively improved.
Optionally, the second power calculating unit is configured to perform: and calculating the second target power according to the exhaust parameters before the turbine, the exhaust parameters after the turbine and the work efficiency of the turbine.
The method can calculate the second target power by using the exhaust parameter before the turbine, the exhaust parameter after the turbine, the work efficiency of the turbine and the related correction coefficient. The invention can determine the value obtained by subtracting the second target power from the first target power as the mechanical supercharging power of the compressor.
The braking power control device of the braking system provided by the embodiment can be provided with the turbine in the pressurization system, absorb the waste gas energy of the engine and mechanically pressurize the compressor to input certain power, and can effectively improve the energy utilization rate.
It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in the process, method, article, or apparatus that comprises the element.
The above are merely examples of the present application and are not intended to limit the present application. Various modifications and changes may occur to those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.

Claims (10)

1. A braking power control method of a braking system is characterized in that the braking system comprises an engine and a boosting system, the boosting system comprises a gas compressor and a speed change mechanism, a first power input end of the speed change mechanism is in transmission connection with a front end wheel train of the engine, a power output end of the speed change mechanism is in transmission connection with a power input end of the gas compressor, the gas compressor is connected with an air inlet end of the engine through an air inlet pipeline, and the method comprises the following steps:
when the engine is in a braking state, controlling the pressurization system to be in an engine braking mode;
when the supercharging system is in the engine braking mode, calculating a first target speed ratio matched with the current rotating speed of the engine, wherein the first target speed ratio is the speed ratio of the speed change mechanism;
controlling the current speed ratio of the speed change mechanism to be the first target speed ratio so as to control the compressor to mechanically supercharge the air inlet of the engine;
calculating in-cylinder braking power corresponding to the first target speed ratio, wherein the in-cylinder braking power is in-cylinder braking power of an engine;
calculating mechanical supercharging power of the gas compressor, wherein the mechanical supercharging power is power of the engine consumed by the gas compressor for mechanically supercharging air inlet of the engine;
determining a sum of the in-cylinder braking power and the mechanical boosting power as an engine braking power of the engine.
2. The method of claim 1, wherein said calculating a first target speed ratio that matches a current speed of the engine comprises:
calculating a first basic speed ratio of the speed change mechanism according to the maximum allowable rotating speed of the air compressor and the current rotating speed of the engine;
determining whether the first basic speed ratio is in a first speed ratio limit interval or not, if so, determining that the first basic speed ratio is the current maximum allowable speed ratio of the speed change mechanism, wherein the first speed ratio limit interval comprises any numerical value which is not less than a first preset limit value and not more than a second preset limit value;
if the first basic speed ratio is larger than the second preset limit value, determining that the second preset limit value is the current maximum allowable speed ratio of the speed change mechanism;
the current maximum allowable speed ratio of the transmission mechanism is taken as the first target speed ratio.
3. The method of claim 1, wherein the calculating an in-cylinder braking power corresponding to the first target speed ratio comprises:
calculating the current highest allowable rotating speed of the compressor according to the current rotating speed of the engine and the first target speed ratio;
determining the air inlet parameter before the engine according to the current maximum allowable rotating speed of the air compressor and the air inlet parameter before the air compressor;
and calculating the in-cylinder braking power according to the air inlet parameter before the engine and the exhaust parameter of the engine.
4. The method of claim 1, wherein the calculating the mechanical boost power of the compressor comprises:
and calculating the mechanical supercharging power of the compressor according to the air inlet parameter before the compressor, the air inlet parameter after the compressor and the work doing efficiency of the compressor.
5. The method according to claim 1, wherein the speed change mechanism comprises a power coupling mechanism, a continuously variable transmission and a high-speed transmission mechanism, wherein a power input end of the continuously variable transmission is in transmission connection with a front end wheel train of the engine through the power coupling mechanism, and a power output end of the continuously variable transmission is in transmission connection with a power input end of the compressor through the high-speed transmission mechanism; the speed ratio of the speed change mechanism is the product of the speed ratio of the power coupling mechanism, the speed ratio of the continuously variable transmission and the speed ratio of the high-speed transmission mechanism, wherein the speed ratio of the power coupling mechanism and the speed ratio of the high-speed transmission mechanism are both fixed speed ratios, and the speed ratio of the continuously variable transmission is a variable speed ratio; the calculating a first target speed ratio of the transmission mechanism to which the current rotation speed of the engine is matched includes:
calculating a second target speed ratio matched with the current rotating speed of the engine, wherein the second target speed ratio is the speed ratio of the continuously variable transmission;
the controlling the current speed ratio of the transmission mechanism to be the first target speed ratio includes:
controlling the current speed ratio of the continuously variable transmission to be the second target speed ratio;
the calculating of the in-cylinder braking power of the engine corresponding to the first target speed ratio includes:
and calculating the in-cylinder braking power of the engine corresponding to the second target speed ratio.
6. The method of claim 5, wherein said calculating a second target speed ratio that matches a current speed of the engine comprises:
calculating a second basic speed ratio of the continuously variable transmission according to the highest allowable rotating speed of the air compressor, the current rotating speed of the engine and a system fixed speed ratio, wherein the system fixed speed ratio is the product of the speed ratio of the power coupling mechanism and the speed ratio of the high-speed transmission mechanism;
determining whether the second basic speed ratio is in a second speed ratio limit value interval or not, if so, determining that the second basic speed ratio is the current maximum allowable speed ratio of the continuously variable transmission, and the second speed ratio limit value interval comprises any numerical value which is not less than a third preset limit value and not more than a fourth preset limit value;
if the second basic speed ratio is larger than the fourth preset limit value, determining that the fourth preset limit value is the current maximum allowable speed ratio of the continuously variable transmission;
the current maximum allowable speed ratio of the continuously variable transmission is taken as the second target speed ratio.
7. The method of claim 5, wherein said calculating in-cylinder braking power of the engine for the second target speed ratio comprises:
calculating the current highest allowable rotating speed of the compressor according to the current rotating speed of the engine, a system fixed speed ratio and the second target speed ratio;
determining the air inlet parameter before the engine according to the current maximum allowable rotating speed of the air compressor and the air inlet parameter before the air compressor;
and calculating the in-cylinder braking power according to the air inlet parameter before the engine and the exhaust parameter of the engine.
8. The method of claim 1 or 5, wherein the pressurization system further comprises: the air inlet end of the turbine is connected with the exhaust end of the engine, and the power output end of the turbine is in transmission connection with the second power input end of the speed change mechanism;
when the supercharging system is in the engine braking mode, the turbine rotates by absorbing exhaust of the engine and drives the compressor to carry out exhaust gas turbocharging on inlet air of the engine;
the calculating the mechanical supercharging power of the compressor comprises the following steps:
calculating a first target power required by the compressor to mechanically supercharge the air inlet of the engine;
calculating a second target power absorbed by the turbine from the exhaust of the engine;
determining a difference between the first target power and the second target power as the mechanical boost power.
9. The method of claim 8, wherein said calculating a second target power absorbed by the turbine from the exhaust of the engine comprises:
and calculating the second target power according to the exhaust parameters before the turbine, the exhaust parameters after the turbine and the work efficiency of the turbine.
10. A braking power control device of a braking system is characterized in that the braking system comprises an engine and a boosting system, the boosting system comprises a gas compressor and a speed change mechanism, a first power input end of the speed change mechanism is in transmission connection with a front end wheel train of the engine, a power output end of the speed change mechanism is in transmission connection with a power input end of the gas compressor, the gas compressor is connected with a gas inlet end of the engine through a gas inlet pipeline, and the device comprises: a first control unit, a first calculation unit, a second control unit, a second calculation unit, a third calculation unit, and a first determination unit, wherein:
the first control unit is configured to execute: when the engine is in a braking state, controlling the pressurization system to be in an engine braking mode;
the first computing unit is configured to perform: when the supercharging system is in the engine braking mode, calculating a first target speed ratio matched with the current rotating speed of the engine, wherein the first target speed ratio is the speed ratio of the speed change mechanism;
the second control unit configured to perform: controlling the current speed ratio of the speed change mechanism to be the first target speed ratio so as to control the compressor to mechanically supercharge the air inlet of the engine;
the second computing unit configured to perform: calculating in-cylinder braking power corresponding to the first target speed ratio, wherein the in-cylinder braking power is in-cylinder braking power of an engine;
the third computing unit configured to perform: calculating mechanical supercharging power of the gas compressor, wherein the mechanical supercharging power is power of the engine consumed by the gas compressor for mechanically supercharging air inlet of the engine;
the first determination unit is configured to perform: determining a sum of the in-cylinder braking power and the mechanical boosting power as an engine braking power of the engine.
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