CN112848870B - Air inlet and exhaust gas turbocharging power generation hybrid power system and control method - Google Patents

Air inlet and exhaust gas turbocharging power generation hybrid power system and control method Download PDF

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CN112848870B
CN112848870B CN202110124706.9A CN202110124706A CN112848870B CN 112848870 B CN112848870 B CN 112848870B CN 202110124706 A CN202110124706 A CN 202110124706A CN 112848870 B CN112848870 B CN 112848870B
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motor
engine
power
automobile
turbine generator
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CN112848870A (en
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易子豪
胡天
万兆华
智淑亚
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Jinling Institute of Technology
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Jinling Institute of Technology
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle

Abstract

The invention discloses an air inlet and exhaust gas turbocharging power generation hybrid power system and a control method. The system comprises: the hybrid power assembly is fixedly arranged on an automobile chassis, and the air inlet pipeline assembly is communicated with the hybrid power assembly; the hybrid power assembly includes: the system comprises a front turbine generator, a rear turbine generator and a total generator, wherein the front turbine generator and the rear turbine generator are electrically connected through cables and are fixedly arranged on one side of an automobile engine; the main generator is electrically connected with a first motor and a second motor which are fixedly arranged on a front axle and a rear axle through cables; and the waste gas collecting device in the air inlet pipeline assembly is respectively communicated with two groups of pressure boost branch pipes corresponding to the front turbine generator and the rear turbine generator. According to the invention, the collected high-pressure waste gas is respectively converted into electric energy by the gas collecting fan of the turbine generator behind the front turbine generator through the pressurizing branch pipe, so that the number of batteries on the automobile is reduced, the load of the automobile battery is reduced, and the resource utilization rate is improved.

Description

Air inlet and exhaust gas turbocharging power generation hybrid power system and control method
Technical Field
The invention belongs to the field of automobile driving force equipment, and particularly relates to an air intake and exhaust turbocharging power generation hybrid power system and a control method.
Background
The existing hybrid electric vehicle can only adopt a double-motor scheme, namely, the existing hybrid electric vehicle comprises a high-power running motor and a motor for generating electricity by an engine. Besides, the system comprises a gasoline engine, a structure containing a generator, a driving motor, an electric stepless speed changing box, a PCU (power control unit), a lithium ion battery pack and the like; after a vehicle carrying the device is put on the market, the vehicle does not respond well, although the vehicle is supported by public strong publicity and policy, the bought vehicle owners find that the output power of the engine is influenced by the additionally supported motor and battery pack, the vehicle weight is increased endlessly, the oil consumption of the vehicle in a state of not using electric power for driving is further enhanced, the switching of an automobile power system in the actual use process is not flexible enough, and the fundamental purposes of energy conservation and emission reduction cannot be achieved.
Disclosure of Invention
The purpose of the invention is as follows: the utility model provides an air inlet and exhaust gas turbocharging power generation hybrid power system and a control method, which are used for solving the problems in the prior art.
The technical scheme is as follows: an intake and exhaust turbocharged power generation hybrid power system comprising: the hybrid power assembly is fixedly arranged on an automobile chassis, and the air inlet pipeline assembly is communicated with the hybrid power assembly.
In a further embodiment, the hybrid power assembly comprises: the system comprises a front turbine generator fixedly arranged in an air inlet pipeline assembly and positioned on one side in front of an engine, a rear turbine generator fixedly arranged in the air inlet pipeline assembly and positioned on one side behind the engine, a total generator electrically connected with the front turbine generator and the rear turbine generator through cables and fixedly arranged on one side of an automobile engine, a first motor fixedly arranged on a front axle and a second motor fixedly arranged on a rear axle; the total generator is electrically connected with the first motor and the second motor.
In a further embodiment, the intake duct assembly comprises: the system comprises an exhaust gas collecting device fixedly arranged at an exhaust port of an engine, two groups of supercharging branch pipes which are arranged on one side of the exhaust gas collecting device and respectively correspond to a front turbine generator and a rear turbine generator, and turbine blades of the front turbine generator arranged in the supercharging branch pipes; the air filter is connected with the air outlet end of the pressure charging branch pipe, and the cooling pipeline is fixedly arranged on the outer side of the pressure charging pipe.
In a further embodiment, a vibration damping device is arranged in the pressure branch pipe, and the cooling pipeline is communicated with an engine water tank.
In a further embodiment, one side of the total generator is also electrically coupled by a cable to a battery fixedly mounted on the chassis of the vehicle.
In a further embodiment, the exhaust gas collecting device comprises: the device comprises a pipe shell, an oil fume adsorption pipe wall and a weight sensor, wherein the pipe shell is fixedly arranged on an automobile chassis and is communicated with an engine exhaust pipe; a pipe wall sleeve with a spiral raised blade inside is inserted into the pipe wall of the oil fume adsorption pipe; the spiral convex blade is formed by pressing activated carbon fiber filter cotton.
In a further embodiment, the hybrid power assembly and the battery are communicated with an on-board computer through leads, a power monitoring system is installed in the on-board computer, and the power monitoring system is also communicated with a plurality of sensors installed on a vehicle body; the plurality of sensors includes: a glide resistance sensor, an air resistance sensor, and a gradient sensor; the power monitoring system monitors the torque and the rotating speed output by the engine, the first motor and the second motor respectively, further obtains the working states of the power source and the brake, and sets five working modes according to the working states; the five operating modes include:
a first mode of operation; the engine is driven independently at high speed;
a second mode of operation; when the vehicle runs at a low speed, the first motor and the second motor are driven;
a third mode of operation; the engine and the first motor are driven in a hybrid mode;
a fourth mode of operation; the engine and the second motor are driven in a hybrid mode;
a fifth mode of operation; the engine and the first and second motors drive hybrid drive;
the five working modes are switched, data detected by a sliding resistance sensor, an air resistance sensor and a gradient sensor are transmitted to a power monitoring system, so that the attainable running resistance of the automobile in unit time is calculated, and the energy consumption of each working mode state is matched according to the interval of the calculated estimated value; working modes with minimum cost are calculated through an economic function of a power monitoring system;
the running resistance power is:
Figure GDA0003554244110000021
in the formula: pxIs the achievable running power per unit time t, G is the weight of the vehicle, f is the sliding resistance parameter per unit time t detected by the sliding resistance sensor, delta is the current timeAverage parameter in time unit t, CDDetecting parameters in a time unit t for an air resistance sensor, wherein S is the windward area, p is the air density, u is the running speed in the time unit t, lambda is an automobile rotating mass conversion parameter, and r is the wheel radius;
the working mode formula of the economic function for calculating the minimum cost is as follows:
Px＝p1min+p3and Px＝p1min+p2(ii) a u is in the stage of 0-30 km/h;
Px＝p1min+p2+p3(ii) a u is within the stage of 30-40 km/h;
Px＝p1min(ii) a u is in the stage of 40-120 km/h;
p1minfor the power consumption of the engine, p2And p3Representing the power consumed by the first motor and the second motor, respectively. In a further embodiment, the battery is also electrically coupled to a solar power generation device.
In a further embodiment, the battery is internally provided with a monitoring circuit, and the monitoring circuit is electrically connected with an on-board computer, so that the stored electric quantity of the battery and the consumption proportion of the driving force of the automobile can be displayed.
In a further embodiment, the following working steps are included:
when the automobile is started, the vehicle-mounted computer controls the first motor and the second motor to be started to be used as pure electric driving force in a second working mode;
after starting, the speed of the automobile is within the stage of 0-30km/h or 30-40km/h, and the vehicle-mounted computer controls: the first motor, the second motor and the engine are flexibly switched to realize three working modes, so that the hybrid driving mode of the hybrid driving engine and the first motor, the hybrid driving mode of the engine and the second motor and the hybrid driving mode of the engine and the first motor and the second motor are started on the premise of saving the economic fuel cost;
when the automobile runs at a high speed, the automobile is driven by the power of a pure engine within the speed limit value of 40-120km/h, the first motor and the second motor are closed while the power for running at the high speed is ensured, and simultaneously the waste gas discharged by the engine further enters a booster pipe to drive a front turbine generator and a rear turbine generator to rotate blades of a turbine so as to drive wind power generation; the converted electric energy is stored in a battery through a wire, and the power supply quantity is stored for the process of the automobile in low speed or reverse gear.
Has the advantages that: the invention has the following advantages:
1. high-pressure waste gas is collected and preliminarily filtered through a waste gas collecting device installed in an engine exhaust pipe, collected high-pressure waste gas is converted into electric energy through a gas collecting fan of a rear turbine generator of a front turbine generator and a supercharging branch pipe respectively to be stored in a battery, the electric quantity of the battery is increased, the number of the batteries on an automobile is reduced, and the load of the automobile battery is reduced while the resource utilization rate is improved.
2. Through low-speed motor drive, intermediate speed hybrid drive and high-speed oil engine drive or hybrid drive, power when both having guaranteed high-speed makes it start or smooth-going when reversing gear, can not appear pushing away the back sense and improve and drive experience.
3. The working modes of the automobile hybrid power are timely adjusted and switched according to the driving condition and the road condition of the automobile, and the dynamic switching of intelligent driving force is realized on the premise of saving economic cost, and meanwhile, the low-speed and high-speed power efficiency is improved.
Drawings
FIG. 1a is a schematic diagram of an intake and exhaust gas turbocharging power generation hybrid system of the present invention mounted on a chassis of a vehicle.
Fig. 1b is a schematic diagram of the structural principle of the present invention.
FIG. 2 is a schematic diagram of the structure of the intake and exhaust gas turbocharging power generation hybrid power system of the invention.
FIG. 3 is a schematic structural view of a front turbine generator and a vibration damping device according to the present invention.
Fig. 4 is a schematic structural diagram of the oil smoke adsorption pipe wall of the invention.
Fig. 5 is a flow chart of the operation of the power supply apparatus of the present invention.
The reference signs are: the device comprises an automobile chassis 1, a hybrid power assembly 2, a front turbine generator 20, turbine fan blades 200, a rear turbine generator 21, a total generator 22, a first motor 23, a second motor 24, an air inlet pipeline assembly 3, an exhaust gas collecting device 30, a pipe shell 300, a lampblack adsorption pipe wall 301, a spiral protruding blade 302, an air filter 31, a pressure branch pipe 32, a cooling pipeline 33, a vibration damper 34, an engine 35 and a battery 4.
Detailed Description
In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present invention. It will be apparent, however, to one skilled in the art, that the present invention may be practiced without one or more of these specific details. In other instances, well-known features have not been described in order to avoid obscuring the invention.
The applicant has found that existing hybrid vehicles can only adopt a two-motor solution, i.e. comprising a high-power running motor and a motor for engine power generation. Besides, the system comprises a gasoline engine, a structure containing a generator, a driving motor, an electric stepless speed changing box, a PCU (power control unit), a lithium ion battery pack and the like; after a vehicle carrying the device is put on the market, the vehicle does not respond well, although the vehicle is supported by public strong publicity and policy, the bought vehicle owners find that the output power of the engine is influenced by the additionally supported motor and battery pack, the vehicle weight is increased endlessly, the oil consumption of the vehicle in a state of not using electric power for driving is further enhanced, the switching of an automobile power system in the actual use process is not flexible enough, and the fundamental purposes of energy conservation and emission reduction cannot be achieved.
An intake and exhaust gas turbocharging power generation hybrid system as shown in fig. 1 to 5 includes: hybrid module 2, intake duct module 3, and battery 4. It should be noted that the automobile chassis in fig. 1 may be an existing chassis, and is not limited to the solution shown in fig. 1, and the automobile chassis is not the main point of the solution, and part of the structure thereof is the prior art. The following mainly explains the main innovative points of the present application.
Wherein the hybrid power assembly 2 includes: a front turbine generator 20, a turbine fan blade 200, a rear turbine generator 21, a total generator 22, a first motor 23 and a second motor 24;
the intake duct assembly 3 includes: the device comprises an exhaust gas collecting device 30, a pipe shell 300, a lampblack adsorption pipe wall 301, a spiral convex blade 302, an air filter 31, a pressure branch pipe 32, a cooling pipeline 33, a vibration damper 34 and an engine 35.
The hybrid power assembly 2 is fixedly arranged on the automobile chassis 1 and provides various driving forces for the automobile in the process of walking again; the air inlet pipeline component 3 is communicated with an exhaust port of an engine 35 in the hybrid power component 2, and then high-pressure waste gas generated by exhaust is utilized to carry out wind-electricity conversion, so that the number and the mass of the batteries 4 on the automobile are reduced while the energy utilization efficiency is improved, and the self weight of the automobile is reduced.
The motor and the battery 4 bag which are additionally arranged on the conventional hybrid electric vehicle influence the output power of the engine 35, so that the vehicle weight is increased endlessly, the oil consumption of the vehicle in a state of not using electric power for driving is further enhanced, and the power system of the vehicle is not flexible enough to switch in the actual use process and cannot achieve the fundamental purposes of energy conservation and emission reduction; therefore, in the hybrid power assembly 2 of the present invention, further, the front turbine generator 20 is fixedly installed in the intake duct assembly 3 and located at the front side of the engine 35, and the rear turbine generator 21 is fixedly installed in the intake duct assembly 3 and located at the rear side of the engine 35, and the main generator 22 is electrically connected to the front turbine generator 20 and the rear turbine generator 21 through cables and fixedly installed at one side of the automobile engine 35; the main generator 22 is electrically connected with a first motor 23 and a second motor 24 which are fixedly arranged on a front axle and a rear axle through cables, and then the electric power converted by the front turbine generator 21 and the rear turbine generator 21 is stored in the battery 4 through the main generator 22 to perform conversion and storage of wind power generation; the number of motors and batteries 4 is reduced by the continuous generation of electricity, thereby avoiding the occurrence of this problem.
Further, the intake duct assembly 3 is characterized in that the exhaust gas collecting device 30 is fixedly installed at an exhaust port of the engine 35, two groups of pressure boost branch pipes 32 are communicated with one side of the exhaust gas collecting device 30 and respectively correspond to the front turbine generator 20 and the rear turbine generator 21, and turbine blades 200 of the front turbine generator 21 and the rear turbine generator 21 are installed in the pressure boost branch pipes 32; the air filter 31 is connected to the air outlet end of the pressure manifold 32, and the cooling pipe 33 is spirally and fixedly arranged on the outer side of the pressure manifold. Further, the exhaust gas collecting device 30 collects the exhaust gas of the engine 35, the collected exhaust gas further enters the pressure branch pipe 32, and the high-pressure air flow drives the turbine blades 200 of the front and rear turbine generators 21 to rotate in the pressure branch pipe 32, so that the wind power generation of which the exhaust gas drives the blades is realized; the cooling duct 33 cools the discharged exhaust gas and simultaneously cools down the soot particles to settle or condense the soot particles into oil droplets.
The exhaust gas generated in the exhaust pipeline of the existing engine 35 often carries oil mist or oil smoke particles, and then the oil smoke particles are often accumulated in the pipe wall, if the exhaust gas is directly adopted to generate electricity, the oil smoke particles are easily adhered to the pipeline wall and the turbine fan blade 200 to form an oil film layer with viscosity, and the coating of dust and oil particles is easily adhered to the turbine fan blade 200 in the long-term running process; further, energy efficiency when turbine blades 200 rotate is reduced, and exhaust gas collecting device 30 includes: a pipe housing 300 fixedly installed on the automobile chassis 1 and communicated with an exhaust pipe of the engine 35, a soot adsorption pipe wall 301 fixedly installed in the pipe housing 300, and a weight sensor fixedly installed on the soot adsorption pipe wall 301; a pipe wall sleeve with a spiral convex blade 302 inside is inserted into the oil fume adsorption pipe wall 301; the spiral convex blade 302 is formed by pressing activated carbon fiber filter cotton; and then the oil smoke adsorption pipe wall 301 adsorbs the oil smoke in the exhaust gas in advance, the exhaust gas after cooling condenses at the oil smoke adsorption pipe wall 301 section, the activated carbon fiber filter cotton layer in the spiral protruding blade 302 can adsorb oil drops while adsorbing the oil smoke particles, the activated carbon fiber filter cotton layer expands inwards after adsorption to further reduce the pipe diameter and increase the flow velocity of the exhaust gas, so that the high-pressure exhaust gas is accelerated again at the oil smoke adsorption pipe wall 301 section, and the exhaust gas after adsorption is accelerated to the fan blade to increase the rotating pressure or thrust for the fan blade.
The vibration damping device 34 is arranged in the pressure branch pipe 32, and the vibration damping device 34 comprises a plurality of spring assemblies which are arranged annularly as shown in fig. 3, so that the vibration force generated to the pipe wall when the front turbine generator 20 and the rear turbine generator 21 generate electricity can be reduced; the cooling duct 33 communicates with the engine 35 water tank.
One side of the main generator 22 is also electrically connected with a battery 4 fixedly arranged on the automobile chassis 1 through a cable, so that the electric power converted by the front turbine generator 20 and the rear generator can be stored in the battery 4; the battery 4 is internally provided with a monitoring circuit which is electrically connected with an on-board computer, and the monitoring circuit can display the stored electric quantity of the battery 4 and the consumption proportion of the driving force of the automobile inside. The hybrid power assembly 2 and the battery 4 are communicated with a vehicle-mounted computer through leads, a power monitoring system is installed in the vehicle-mounted computer, and the power monitoring system is also communicated with a plurality of sensors installed on a vehicle body; the plurality of sensors includes: a glide resistance sensor, an air resistance sensor, and a gradient sensor; the power monitoring system monitors the torque and the rotating speed output by the engine 35, the first motor 23 and the second motor 24 respectively, further obtains the working states of a power source and a brake, and sets 5 working modes according to the working states; the 5 operating modes include:
a first mode of operation; the engine 35 is driven alone at high speed;
a second mode of operation; during low-speed running, the first motor 23 and the second motor 24 are driven;
a third mode of operation; the engine 35 and the first electric motor 23 are driven in a hybrid manner;
a fourth mode of operation; the engine 35 and the second motor 24 are driven in a hybrid manner;
a fifth mode of operation; the engine 35 and the first and second motors 23 and 24 drive hybrid drive;
the 5 working modes are switched, data detected by a sliding resistance sensor, an air resistance sensor and a gradient sensor are transmitted to a power monitoring system, so that the attainable running resistance of the automobile in unit time is calculated, and the energy consumption of each working mode state is matched according to the interval of the calculated estimated value; working modes with minimum cost are calculated through an economic function of a power monitoring system;
the running resistance power is:
Figure GDA0003554244110000071
in the formula: pxIs the achievable driving power per unit time t, G is the weight of the vehicle, f is the sliding resistance parameter per unit time t detected by the sliding resistance sensor, delta is the average parameter per unit time t, CDDetecting parameters in a time unit t for an air resistance sensor, wherein S is the windward area, p is the air density, u is the running speed in the time unit t, lambda is an automobile rotating mass conversion parameter, and r is the wheel radius;
the working mode formula of the economic function for calculating the minimum cost is as follows:
Px＝p1min+p3and Px＝p1min+p2(ii) a u is in the stage of 0-30 km/h;
Px＝p1min+p2+p3(ii) a u is within the stage of 30-40 km/h;
Px＝p1min(ii) a u is in the stage of 40-120 km/h;
p1minfor the power consumption of the engine, p2And p3Representing the power consumed by the first motor and the second motor respectively; the battery 4 is also electrically connected with a solar power generation device, the solar power generation device is arranged on the top of the automobile and can realize the power generation function when the automobile stops, the types and channels of power generation are increased, and the limitation on power supply of the battery 4 is reduced.
The working principle is as follows:
when the automobile is started, the vehicle-mounted computer controls the first motor 23 and the second motor 24 to be started to be used by pure electric driving force in the second working mode;
after starting, the speed of the automobile is within the stage of 0-30km/h or 30-40km/h, and the vehicle-mounted computer controls: the first motor 23, the second motor 24 and the engine 35 are flexibly switched to three working modes, so that the hybrid driving of the hybrid driving engine 35 and the first motor 23, the hybrid driving of the engine 35 and the second motor 24 and the hybrid driving of the engine 35 and the first motor 23 and the second motor 24 are started on the premise of saving the economic fuel cost;
when the automobile runs at a high speed, the automobile is driven by the power of the pure engine 35 within the speed limit value of 40-120km/h, the first motor 23 and the second motor 24 are closed while the power for running at the high speed is ensured, and simultaneously the waste gas discharged by the engine 35 is sent to the pressure increasing pipe to drive the front turbine generator 20 and the rear turbine generator 21 to rotate the fan blades of the turbine so as to drive the wind power generation; the converted electric energy is stored in the battery 4 through a wire, and the power supply amount is stored for the process of the automobile in low speed or reverse gear.
The invention collects and primarily filters high-pressure waste gas through a waste gas collecting device 30 arranged in an exhaust pipe of an engine 35, converts wind energy into electric energy to be stored in a battery 4 through a gas collecting fan of a turbine generator 21 behind a front turbine generator 20 and the collected high-pressure waste gas through a pressurizing branch pipe 32, increases the electric quantity of the battery 4, reduces the number of the batteries 4 on an automobile, reduces the load of the automobile battery 4 and improves the resource utilization rate; the low-speed motor drive, the medium-speed hybrid drive and the high-speed oil engine drive or hybrid drive ensure the power at high speed, so that the power is smooth when the engine is started or reversed, the back pushing feeling is avoided, and the driving experience is improved; the working modes of the automobile hybrid power are timely adjusted and switched according to the driving condition and the road condition of the automobile, and the dynamic switching of intelligent driving force is realized on the premise of saving economic cost, and meanwhile, the low-speed and high-speed power efficiency is improved.
The preferred embodiments of the present invention have been described in detail with reference to the accompanying drawings, however, the present invention is not limited to the specific details of the embodiments, and various equivalent changes can be made to the technical solution of the present invention within the technical idea of the present invention, and these equivalent changes are within the protection scope of the present invention.

Claims (5)

1. An intake and exhaust gas turbocharging power generation hybrid power system, comprising: the hybrid power assembly is fixedly arranged on an automobile chassis, and the air inlet pipeline assembly is communicated with the hybrid power assembly;
the hybrid power assembly includes: the system comprises a front turbine generator fixedly arranged in an air inlet pipeline assembly and positioned on one side in front of an engine, a rear turbine generator fixedly arranged in the air inlet pipeline assembly and positioned on one side behind the engine, a total generator electrically connected with the front turbine generator and the rear turbine generator through cables and fixedly arranged on one side of an automobile engine, a first motor fixedly arranged on a front axle and a second motor fixedly arranged on a rear axle; the general generator is electrically connected with the first motor and the second motor;
the intake duct assembly includes: the system comprises an exhaust gas collecting device fixedly arranged at an exhaust port of an engine, two groups of supercharging branch pipes which are arranged on one side of the exhaust gas collecting device and respectively correspond to a front turbine generator and a rear turbine generator, and turbine blades of the front turbine generator arranged in the supercharging branch pipes; the air filter is connected with the air outlet end of the pressurizing branch pipe, and the cooling pipeline is fixedly arranged on the outer side of the pressurizing pipe;
a vibration damper is arranged in the pressurizing branch pipe and comprises a plurality of spring assemblies which are arranged in an annular mode, and the cooling pipeline is communicated with a water tank of the engine;
the exhaust gas collecting device includes: the device comprises a pipe shell, an oil fume adsorption pipe wall and a weight sensor, wherein the pipe shell is fixedly arranged on an automobile chassis and is communicated with an engine exhaust pipe; a pipe wall sleeve with a spiral raised blade inside is inserted into the pipe wall of the oil fume adsorption pipe; the spiral convex blade is formed by pressing activated carbon fiber filter cotton, an activated carbon fiber filter cotton layer in the spiral convex blade can absorb oil drops while absorbing oil smoke particles, the activated carbon fiber filter cotton layer expands inwards after absorption to further reduce the pipe diameter and increase the flow rate of waste gas, so that high-pressure waste gas is accelerated again on the section of the oil smoke absorption pipe wall, the absorbed waste gas is accelerated to rush to the fan blade, and the rotating pressure or thrust is increased for the fan blade;
the hybrid power assembly and the battery are communicated with a vehicle-mounted computer through leads, a power monitoring system is installed in the vehicle-mounted computer, and the power monitoring system is also communicated with a plurality of sensors installed on a vehicle body; the plurality of sensors includes: a glide resistance sensor, an air resistance sensor, and a gradient sensor; the power monitoring system monitors the torque and the rotating speed output by the engine, the first motor and the second motor respectively, further obtains the working states of the power source and the brake, and sets five working modes according to the working states; the five operating modes include:
a first mode of operation; the engine is driven independently at high speed;
a second mode of operation; when the vehicle runs at a low speed, the first motor and the second motor are driven;
a third mode of operation; the engine and the first motor are driven in a hybrid mode;
a fourth mode of operation; the engine and the second motor are driven in a hybrid mode;
a fifth mode of operation; the engine and the first and second motors drive hybrid drive;
the five working modes are switched, data detected by a sliding resistance sensor, an air resistance sensor and a gradient sensor are transmitted to a power monitoring system, so that the attainable running resistance of the automobile in unit time is calculated, and the energy consumption of each working mode state is matched according to the interval of the calculated estimated value; working modes with minimum cost are calculated through an economic function of a power monitoring system;
the running resistance power is:
Figure FDA0003554244100000021
in the formula: pxIs the achievable driving power per unit time t, G is the weight of the vehicle, f is the sliding resistance parameter per unit time t detected by the sliding resistance sensor, delta is the average parameter per unit time t, CDDetecting parameters in a time unit t for an air resistance sensor, wherein S is the windward area, p is the air density, u is the running speed in the time unit t, lambda is an automobile rotating mass conversion parameter, and r is the wheel radius;
the working mode formula of the economic function for calculating the minimum cost is as follows:
Px＝p1min+p3and Px＝p1min+p2(ii) a u is in the stage of 0-30 km/h;
Px＝p1min+p2+p3(ii) a u is within the stage of 30-40 km/h;
Px＝p1min(ii) a u is in the stage of 40-120 km/h;
p1minfor the power consumption of the engine, p2And p3Representing the power consumed by the first motor and the second motor, respectively.
2. The intake and exhaust gas turbocharging power generation hybrid system according to claim 1, wherein one side of the main generator is further electrically connected with a battery fixedly mounted on the chassis of the automobile through a cable, the power converted by the front turbine generator and the rear generator is stored in the battery, a monitoring circuit is arranged in the battery and is electrically connected with an on-board computer, and the ratio of the consumption of the driving force of the automobile in the battery can be displayed while the stored electric quantity of the battery is displayed.
3. The intake and exhaust turbocharged power generation hybrid system of claim 2 wherein the battery is further electrically coupled to the solar power plant.
4. The intake and exhaust gas turbocharging power generation hybrid system according to claim 2, wherein said battery is provided with a built-in monitoring circuit electrically connected to an on-board computer for displaying the stored electric energy of the battery and the consumption rate of the driving force of the vehicle.
5. The control method of the intake and exhaust gas turbocharging power generation hybrid power system according to claim 1, characterized by comprising the following working steps:
when the automobile is started, the vehicle-mounted computer controls the first motor and the second motor to be started to be used as pure electric driving force in a second working mode;
after starting, the speed of the automobile is within the stage of 0-30km/h or 30-40km/h, and the vehicle-mounted computer controls: the first motor, the second motor and the engine are flexibly switched to realize three working modes, so that the hybrid driving mode of the hybrid driving engine and the first motor, the hybrid driving mode of the engine and the second motor and the hybrid driving mode of the engine and the first motor and the second motor are started on the premise of saving the economic fuel cost;
when the automobile runs at a high speed, the automobile is driven by the power of a pure engine within the speed limit value of 40-120km/h, the first motor and the second motor are closed while the power for running at the high speed is ensured, and simultaneously the waste gas discharged by the engine further enters a booster pipe to drive a front turbine generator and a rear turbine generator to rotate blades of a turbine so as to drive wind power generation; the converted electric energy is stored in a battery through a wire, and the power supply quantity is stored for the process of the automobile in low speed or reverse gear.
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