CN113494350A - Turbocharging system, turbocharger and control method - Google Patents
Turbocharging system, turbocharger and control method Download PDFInfo
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- CN113494350A CN113494350A CN202010202097.XA CN202010202097A CN113494350A CN 113494350 A CN113494350 A CN 113494350A CN 202010202097 A CN202010202097 A CN 202010202097A CN 113494350 A CN113494350 A CN 113494350A
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- turbocharger
- clutch
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
- F01D15/00—Adaptations of machines or engines for special use; Combinations of engines with devices driven thereby
- F01D15/10—Adaptations for driving, or combinations with, electric generators
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting from exhaust energy
- F01N5/04—Exhaust or silencing apparatus combined or associated with devices profiting from exhaust energy the devices using kinetic energy
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D23/00—Controlling engines characterised by their being supercharged
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Abstract
The embodiment of the application provides a turbocharger, a turbocharging system and a control method for the turbocharger, wherein the turbocharger structurally comprises a first motor, a second motor, a first clutch, a second clutch, a transmission connecting shaft, a transmission connecting mechanism, an air inlet turbocharging turbine and an exhaust driving turbine, wherein one end of the first motor is in transmission connection with the exhaust driving turbine through the first clutch, and the other end of the first motor is in transmission connection with the air inlet turbocharging turbine; the second motor is in transmission connection with a turbine shaft of the exhaust gas drive turbine through a third clutch, a transmission connecting shaft and a transmission connecting mechanism. By controlling the combination or disconnection of the first clutch and the second clutch and the electrification or outage of the first motor, the engine can be controlled to be supercharged within the full rotating speed range, the power performance of the vehicle is effectively improved, meanwhile, the surplus waste gas energy is utilized to generate electricity, and the resource utilization rate is improved.
Description
Technical Field
The embodiment of the application relates to the technical field of engines, in particular to a turbocharging system, a turbocharger and a control method.
Background
As vehicle emissions and fuel consumption requirements have increased, vehicle engines have begun to replace the trend toward large displacement naturally aspirated engines with small displacement supercharged engines. Turbochargers commonly used in vehicles today have two problems: the turbocharger has high intervention rotating speed, so that the power is insufficient when the engine rotates at low speed; when the engine is in a high rotating speed, the air inlet supercharging pressure of the turbocharger is too large, the pressure needs to be relieved, and waste is caused.
In order to solve the problem of high intervention speed of the supercharger, an electric turbocharger is usually used as an auxiliary supplement means for turbocharging in the starting stage of the engine, however, the exhaust gas resource of the engine cannot be well utilized in the mode, and the waste of the exhaust gas resource is caused to a certain extent.
Disclosure of Invention
In view of this, embodiments of the present application provide a turbocharger, a turbocharger system, and a control method for a turbocharger, so as to overcome the defects of insufficient power at a low rotation speed and waste of exhaust gas resources at a high rotation speed of an engine.
In a first aspect, an embodiment of the present application provides a turbocharger, including: the device comprises a first motor, a second motor, a first clutch, a second clutch, a transmission connecting shaft, a transmission connecting mechanism, an air inlet supercharging turbine and an exhaust driving turbine, wherein the first motor comprises a first motor shaft, and the second motor comprises a second motor shaft;
one end of the first motor shaft is in transmission connection with a turbine shaft of the exhaust gas driving turbine through the first clutch, and when the first clutch is in a combined state, the turbine shaft of the exhaust gas driving turbine drives the first motor shaft to rotate; the other end of the first motor shaft is in transmission connection with a turbine shaft of the air inlet supercharging turbine;
the second motor shaft is in transmission connection with a transmission connecting shaft through the second clutch, the transmission connecting shaft is in transmission connection with a turbine shaft of the exhaust driving turbine through the transmission connecting mechanism, and when the second clutch is in a combined state, the transmission connecting shaft drives the second motor shaft to rotate.
In a second aspect, embodiments of the present application provide a turbocharging system, which includes: a turbocharger, a controller, an electrical energy storage device, the turbocharger being as described in the first aspect;
the turbocharger is respectively connected with the controller and the electric energy storage device;
the controller is used for acquiring the rotating speed of an engine and the electric quantity of the electric energy storage device and adjusting the working mode of the turbocharger according to at least one of the rotating speed of the engine and the electric quantity of the electric energy storage device, wherein the working mode comprises at least one of a power generation mode, an electric supercharging mode, an exhaust-gas-electric hybrid supercharging mode, an exhaust-gas supercharging mode and an exhaust-gas supercharging and power generation mode.
Optionally, in an embodiment of the present application, the controller is configured to, when the rotation speed of the engine is an idle rotation speed and the electric energy storage device is not in a full power state, control the first clutch of the turbocharger to be disconnected, control the second clutch of the turbocharger to be connected, and control the first electric motor of the turbocharger to be powered off, so that the turbocharger is in a power generation mode.
Optionally, in an embodiment of the present application, the controller is configured to control the first clutch and the second clutch to be disconnected and control the first motor to be energized to enable the turbocharger to be in an electric boost mode when a rotation speed of the engine is less than a first rotation speed, where the first rotation speed is greater than the idle rotation speed.
Optionally, in an embodiment of the present application, the controller is configured to control the first clutch to be engaged, control the second clutch to be disengaged, and control the first electric machine to be energized to place the turbocharger in an exhaust gas and electric hybrid supercharging mode when a rotation speed of the engine is greater than the first rotation speed and less than a second rotation speed, wherein the second rotation speed is greater than the first rotation speed.
Optionally, in an embodiment of the present application, the controller is configured to control the first clutch to be engaged, control the second clutch to be disengaged, and control the first motor to be de-energized to place the turbocharger in an exhaust gas supercharging mode when the rotation speed of the engine is greater than the second rotation speed and less than a third rotation speed, where the third rotation speed is greater than the second rotation speed.
Optionally, in an embodiment of the present application, the controller is configured to control the first clutch and the second clutch to be engaged and control the first electric machine to be de-energized to enable the turbocharger to be in the exhaust gas supercharging and power generation mode when the engine speed is greater than the third speed and the electric energy storage device is not in the full power state.
Optionally, in an embodiment of the present application, the controller is further configured to obtain an accelerator pedal opening degree and a boost pressure, and when the accelerator pedal opening degree is greater than an accelerator pedal opening degree threshold and the boost pressure is less than a target pressure, control the first clutch of the turbocharger to be engaged, control the second clutch of the turbocharger to be disengaged, control the first motor of the turbocharger to be energized, so that the turbocharger is in an exhaust gas and electric hybrid supercharging mode.
Optionally, in an embodiment of the present application, the controller is further configured to obtain brake pedal position information, and when the brake pedal position information indicates that the brake pedal is braked and the electric quantity of the electric energy storage device is not in a full-power state, control the first clutch of the turbocharger to be disconnected, control the second clutch of the turbocharger to be connected, and control the first motor of the turbocharger to be powered off, so that the turbocharger is in a power generation mode.
In a third aspect, an embodiment of the present application provides a control method for a turbocharger, including:
acquiring the rotating speed of an engine and the electric quantity of the electric energy storage device;
adjusting an operating mode of the turbocharger based on at least one of a speed of the engine and a charge of the electrical energy storage device, the operating mode including at least one of a power generation mode, an electric boost mode, a hybrid exhaust and electric boost mode, an exhaust boost mode, and an exhaust boost and power generation mode.
Optionally, in an embodiment of the present application, adjusting the operation mode of the turbocharger according to at least one of the rotation speed of the engine and the amount of electricity of the electric energy storage device includes: when the rotating speed of the engine is an idling rotating speed and the electric energy storage device is not in a full-power state, the first clutch of the turbocharger is controlled to be disconnected, the second clutch of the turbocharger is controlled to be connected, and the first motor of the turbocharger is controlled to be powered off so that the turbocharger is in a power generation mode.
Optionally, in an embodiment of the present application, adjusting the operation mode of the turbocharger according to at least one of the rotation speed of the engine and the amount of electricity of the electric energy storage device includes: when the rotating speed of the engine is lower than a first rotating speed, the first clutch and the second clutch are controlled to be disconnected, the first motor is controlled to be electrified, and the turbocharger is in an electric supercharging mode, wherein the first rotating speed is higher than the idling rotating speed.
Optionally, in an embodiment of the present application, adjusting the operation mode of the turbocharger according to at least one of the rotation speed of the engine and the amount of electricity of the electric energy storage device includes: when the rotating speed of the engine is greater than the first rotating speed and less than a second rotating speed, controlling the first clutch to be combined, controlling the second clutch to be disconnected, and controlling the first motor to be electrified so that the turbocharger is in an exhaust gas and electric hybrid supercharging mode, wherein the second rotating speed is greater than the first rotating speed.
Optionally, in an embodiment of the present application, adjusting the operation mode of the turbocharger according to at least one of the rotation speed of the engine and the amount of electricity of the electric energy storage device includes: and when the rotating speed of the engine is greater than the second rotating speed and less than a third rotating speed, controlling the first clutch to be combined, controlling the second clutch to be disconnected, and controlling the first motor to be powered off so as to enable the turbocharger to be in an exhaust gas supercharging mode, wherein the third rotating speed is greater than the second rotating speed.
Optionally, in an embodiment of the present application, adjusting the operation mode of the turbocharger according to at least one of the rotation speed of the engine and the amount of electricity of the electric energy storage device includes: and when the rotating speed of the engine is greater than the third rotating speed and the electric energy storage device is not in a full electric state, controlling the first clutch and the second clutch to be combined, and controlling the first motor to be powered off so as to enable the turbocharger to be in an exhaust gas supercharging and power generation mode.
Optionally, in an embodiment of the present application, the method further includes: the method comprises the steps of obtaining the opening degree of an accelerator pedal and the pressure of supercharged gas, controlling the first clutch of the turbocharger to be combined and the second clutch of the turbocharger to be disconnected when the opening degree of the accelerator pedal is larger than the opening degree threshold value of the accelerator pedal and the pressure of the supercharged gas is smaller than target pressure, and controlling the first motor of the turbocharger to be electrified so that the turbocharger is in a waste gas and electric hybrid supercharging mode.
Optionally, in an embodiment of the present application, the method further includes: the method comprises the steps of obtaining position information of a brake pedal, controlling a first clutch of the turbocharger to be disconnected, controlling a second clutch of the turbocharger to be combined and controlling a first motor of the turbocharger to be powered off when the position information of the brake pedal indicates that the brake pedal brakes and the electric quantity of the electric energy storage device is not in a full-power state, so that the turbocharger is in a power generation mode.
In the embodiment of the application, the turbocharger can comprise a first motor, a second motor, a first clutch, a second clutch, a transmission connecting shaft, a transmission connecting mechanism, an air inlet supercharging turbine and an exhaust driving turbine, wherein the first motor comprises a first motor shaft, and the second motor comprises a second motor shaft; one end of a first motor shaft is in transmission connection with a turbine shaft of an exhaust gas drive turbine through a first clutch; the other end of the first motor shaft is in transmission connection with a turbine shaft of the air inlet supercharging turbine; the second motor shaft is in transmission connection with the transmission connecting shaft through a second clutch, and the transmission connecting shaft is in transmission connection with a turbine shaft of the exhaust gas drive turbine through a transmission connecting mechanism. By controlling the combination or disconnection of the first clutch and the second clutch and the electrification or outage of the first motor, the engine can be controlled to be supercharged within a full rotating speed range, the power performance of the vehicle is effectively improved, the oil consumption is reduced, and meanwhile, the surplus waste gas energy is utilized to generate electricity to improve the resource utilization rate.
Drawings
Some specific embodiments of the present application will be described in detail hereinafter by way of illustration and not limitation with reference to the accompanying drawings. The same reference numbers in the drawings identify the same or similar elements or components. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the drawings:
FIG. 1 is a schematic illustration of a turbocharger according to an embodiment of the present disclosure;
FIG. 2 is a schematic structural diagram of a turbocharger system according to an embodiment of the present disclosure;
FIG. 3 is a flow chart of a control method for a turbocharger provided by an embodiment of the present application;
FIG. 4 is a block diagram of a system architecture for turbocharger control provided by an embodiment of the present application;
fig. 5 is a flowchart of a control method for a turbocharger according to an embodiment of the present disclosure.
Detailed Description
The following further describes specific implementations of embodiments of the present application with reference to the drawings of the embodiments of the present application.
Example one
Fig. 1 is a schematic structural diagram of a turbocharger according to an embodiment of the present disclosure, and as shown in fig. 1, the turbocharger 100 according to the embodiment may include: the device comprises a first motor 101, a second motor 102, a first clutch 103, a second clutch 104, a transmission connecting shaft 105, a transmission connecting mechanism 106, an air inlet supercharging turbine 107 and an exhaust driving turbine 108, wherein the first motor 101 comprises a first motor shaft, and the second motor 102 comprises a second motor shaft. One end of the first motor shaft is in transmission connection with a turbine shaft of the exhaust gas driving turbine 108 through the first clutch 103, and when the first clutch 103 is in a combined state, the turbine shaft of the exhaust gas driving turbine 108 can drive the first motor shaft to rotate. The other end of the first motor shaft is in transmission connection with a turbine shaft of the intake booster turbine 107. The second motor shaft is in transmission connection with a transmission connecting shaft 105 through a second clutch 104, the transmission connecting shaft 105 is in transmission connection with a turbine shaft of an exhaust driving turbine 108 through a transmission connecting mechanism 106, and when the second clutch 104 is in a combined state, the transmission connecting shaft 105 can drive the second motor shaft to rotate.
In this embodiment, the first electric motor 101 and the exhaust gas driven turbine 108 are in transmission connection through the first clutch 103, and the first electric motor 101 and the intake air booster turbine 107 may be in rigid connection. When the first clutch 103 is in the disengaged state, the first motor 101 is disconnected from the exhaust gas drive turbine 108, and the exhaust gas drive turbine 108 cannot rotate to drive the second motor shaft to rotate. At this time, the connection between the first motor 101 and the intake turbo 107 is kept unchanged, and if the first motor 101 is powered on at this time, the first motor 101 operates to drive the intake turbo 107 to rotate, and the intake turbo 107 rotates to pump fresh air entering the intake passage, so as to increase the intake pressure. When the first clutch 103 is in a combined state, the first motor 101 is in transmission connection with the intake booster turbine 107 and the exhaust drive turbine 108, and when the inertia impulse of the exhaust gas discharged by the engine pushes the exhaust drive turbine 108 to rotate, the turbine shaft of the exhaust drive turbine 108 can drive the first motor shaft to rotate, the first motor shaft can drive the turbine shaft of the intake booster turbine 107 to rotate, and the intake booster turbine 107 rotates to pump fresh air entering the intake passage to increase the intake pressure; at this time, if the first motor 101 is not energized, the first motor 101 functions only as a connecting shaft, and transmits the power transmitted by the exhaust gas drive turbine to the intake turbo 107 to rotate, thereby increasing the intake pressure. At this time, if the first motor 101 is energized, the first motor 101 operates, and the power of the first motor may be combined with the power transmitted by the exhaust gas driving turbine to drive the intake supercharging turbine 107 to rotate together, so as to increase the rotation speed of the intake supercharging turbine 107 and increase the intake pressure.
In this embodiment, the second motor is in transmission connection with the turbine shaft of the exhaust driving turbine 108 through the second clutch 104, the transmission connecting shaft 105 and the transmission connecting mechanism 106, and when the inertia impulse of the exhaust gas discharged from the engine pushes the exhaust driving turbine 108 to rotate under the condition that the second clutch 104 is in the combined state, the exhaust driving turbine 108 can drive the transmission connecting shaft 105 to rotate through the transmission connecting mechanism 106, so as to drive the second motor 102, and the second motor 102 works, so that the energy generated by the rotation of the exhaust driving turbine 108 can be converted into electric energy. When the inertia impulse of the exhaust gas discharged by the engine pushes the exhaust driven turbine 108 to rotate when the second clutch 104 is in the engaged state and the first clutch 103 is in the closed state, the power generated by the exhaust driven turbine 108 can be transmitted to the intake turbo 107 through the first motor 101 on one hand, so that the intake turbo 107 rotates to press and feed the fresh air entering the intake passage, thereby increasing the intake pressure. On the other hand, the power generated by the exhaust gas driven turbine 108 can drive the transmission connecting shaft 105 to rotate through the transmission connecting mechanism 106, so as to drive the second electric machine 102, and the second electric machine 102 works to convert the energy generated by the rotation of the exhaust gas driven turbine 108 into electric energy.
Excessive engine exhaust pipe back pressure increases the charge loss, decreases the engine combustion efficiency, decreases the power output, and deteriorates the fuel economy. Therefore, a control device for controlling the operation of the exhaust gas driven turbine may be provided at the outlet of the exhaust pipe on the exhaust side of the engine. When it is detected that the exhaust back pressure of the exhaust pipe does not satisfy the engine requirement, the exhaust control valve 109 may be controlled to open by a certain degree of opening until the back pressure requirement is satisfied.
Alternatively, an exhaust control valve 109 may be provided on the engine exhaust side. Specifically, the turbocharger has two exhaust gas flow paths on the exhaust side: one is that the exhaust gas of the exhaust manifold drives a turbine through exhaust gas and then enters an exhaust pipe, and the exhaust gas drives the turbine to operate at the moment so as to realize turbocharging; the other is that the exhaust gas of the exhaust manifold directly enters the exhaust pipe through an exhaust control valve. When the exhaust control valve is partially opened, one part of the exhaust gas passes through the turbine, the other part of the exhaust gas directly enters the exhaust pipe, the proportion of the exhaust gas entering the turbine side is distributed by controlling the opening degree of the control valve, and the rotating speed of the exhaust gas driving turbine is further controlled. The opening of the exhaust control valve is increased, and the rotation speed of the exhaust drive turbine is reduced.
Alternatively, a charge gas pressure sensor 110 may be provided on the engine intake side. Through this supercharged gas pressure sensor 110, the pressure of the gas after the drive turbo-charging of admitting air can be monitored in real time, is convenient for realize the accurate control to the turbo-charger.
Note that the first clutch 103 and the second clutch 104 are used to transmit torque from the driving shaft side to the driven shaft side, and can be engaged with or disengaged from the driven shaft without stopping the rotation of the driving shaft. The first clutch 103 and the second clutch 104 may be electromagnetic clutches, or may be other types of clutches, which is not limited in this embodiment.
The transmission connection mechanism 106 is a connection driving device between the second electric machine 102 and the exhaust gas driving turbine 108, and may be, for example, a pulley set, a gear set, a chain set, or the like, which is not limited in this embodiment.
In the embodiment of the application, the turbocharger can comprise a first motor, a second motor, a first clutch, a second clutch, a transmission connecting shaft, a transmission connecting mechanism, an air inlet supercharging turbine and an exhaust driving turbine, wherein the first motor comprises a first motor shaft, and the second motor comprises a second motor shaft; one end of a first motor shaft is in transmission connection with a turbine shaft of an exhaust gas drive turbine through a first clutch; the other end of the first motor shaft is in transmission connection with a turbine shaft of the air inlet supercharging turbine; the second motor shaft is in transmission connection with the transmission connecting shaft through a second clutch, and the transmission connecting shaft is in transmission connection with a turbine shaft of the exhaust gas drive turbine through a transmission connecting mechanism. By controlling the combination or disconnection of the first clutch and the second clutch and the electrification or outage of the first motor, the engine can be controlled to be supercharged within a full rotating speed range, the power performance of the vehicle is effectively improved, the oil consumption is reduced, and meanwhile, the surplus waste gas energy is utilized to generate electricity to improve the resource utilization rate.
Example two
Fig. 2 is a schematic structural diagram of a turbocharger system according to an embodiment of the present disclosure, and as shown in fig. 2, the turbocharger system according to the present embodiment may include: a turbocharger 20, a controller 21, an electrical energy storage device 22. Wherein the turbocharger 20 is the turbocharger shown in FIG. 1; the turbocharger 20 is connected with a controller 21 and an electric energy storage device 22 respectively; a controller 21 for obtaining a rotational speed of the engine and an amount of electricity of the electrical energy storage device 22, and adjusting an operation mode of the turbocharger 20 according to at least one of the rotational speed of the engine and the amount of electricity of the electrical energy storage device 22, the operation mode including at least one of a power generation mode, an electric supercharging mode, an exhaust gas and electric hybrid supercharging mode, an exhaust gas supercharging mode, and an exhaust gas supercharging and power generation mode.
In the present embodiment, the turbocharger 20 may be provided near the engine side, and preferably, may be installed before the three-way catalyst.
In this embodiment, the turbocharger system may be provided with a battery charge sensor 25 and an engine speed sensor (not shown), the battery charge sensor 25 being used for acquiring the charge of the electric energy storage device, and the engine speed sensor being used for acquiring the engine speed. The controller 21 may control the operating mode of the turbocharger 20 based on at least one of the amount of power of the electrical energy storage device and the engine speed obtained from the battery power sensor 25 and the engine speed sensor. The operating mode may include at least one of a power generation mode, an electric boost mode, a hybrid exhaust and electric boost mode, an exhaust boost mode, and an exhaust boost and power generation mode. In the generating mode, the second electric machine operates to convert mechanical energy of the exhaust driven turbine into electrical energy for storage in the electrical energy storage device. In the electric supercharging mode, the first motor works to generate power to drive the air inlet supercharging turbine to rotate. In the exhaust and electric hybrid supercharging mode, the exhaust energy of the engine exhaust drives the exhaust driving turbine to rotate, and the power transmitted by the exhaust driving turbine is combined with the power generated by the first motor to drive the intake supercharging turbine to rotate. In the exhaust gas supercharging mode, the exhaust energy of the engine exhaust drives the exhaust gas to drive the turbine to rotate, and the power of the exhaust gas drive the turbine drives the intake supercharging turbine to rotate. In the exhaust gas supercharging and power generation mode, the exhaust gas energy of the engine exhaust drives the exhaust gas driven turbine to rotate, the power of the exhaust gas driven turbine drives the air inlet supercharging turbine to rotate, and meanwhile, the second motor works to convert the mechanical energy of the exhaust gas driven turbine into electric energy which is stored in the electric energy storage device.
In this embodiment, the electrical energy storage device 22 may be a vehicle battery of the vehicle. In order to avoid that the operation of the vehicle control system is affected due to insufficient electric quantity caused by supplying power to the first motor, optionally, a special battery can be arranged for supplying power to the first motor, and the power supply of other vehicles of the vehicle can be provided by a whole vehicle storage battery of the whole vehicle.
Optionally, in order to ensure that the back pressure of the engine exhaust pipe meets the engine rotation requirement, two exhaust pipe back pressure sensors 25 may be provided in the turbocharger system, wherein one exhaust pipe back pressure sensor 25 is provided before the turbocharger 20, and the other exhaust pipe back pressure sensor 25 is provided after the turbocharger 20. Because the excessive backpressure of the exhaust pipe of the engine can cause the increase of the inflation loss, the reduction of the combustion efficiency of the engine, the reduction of the power output and the deterioration of the fuel economy, and the too small backpressure of the exhaust pipe of the engine can increase the development cost of an exhaust system and deteriorate the sound quality, the controller can judge whether the exhaust backpressure of the exhaust pipe meets the requirement of the engine according to the backpressure information obtained from the two exhaust pipe backpressure sensors 25. If the exhaust back pressure of the exhaust pipe does not meet the back pressure requirement of the engine, the exhaust control valve of the turbocharger can be controlled to be opened by a certain opening degree until the back pressure requirement is met.
Alternatively, to avoid the energy loss of the exhaust gas when the engine is idling, in an embodiment of the present application, the controller 21 is configured to control the first clutch 103 of the turbocharger 20 to be disengaged, control the second clutch 104 of the turbocharger 20 to be engaged, and control the first electric machine of the turbocharger 20 to be de-energized to enable the turbocharger 20 to be in the power generation mode when the engine speed is idling and the electric energy storage device is not fully charged.
In the present embodiment, when the controller 21 determines that the engine is at the idle speed according to the engine speed acquired from the engine speed sensor, and determines that the electric energy storage device is not in the full-charge state according to the electric energy of the electric energy storage device acquired from the battery electric energy sensor 25, the controller 21 controls the first clutch 103 of the turbocharger 20 to be disconnected, controls the second clutch 104 of the turbocharger 20 to be connected, and controls the first motor of the turbocharger 20 to be powered off, so that when the inertia impulse of the exhaust gas exhausted by the engine pushes the exhaust gas drive turbine to rotate, the exhaust gas drive turbine drives the second motor through the transmission connecting mechanism 106 and the transmission connecting shaft of the turbocharger 20, and the second motor works to convert the mechanical energy of the exhaust gas drive turbine into electric energy which is stored in the electric energy storage device and used for supplying power to the first motor or other systems of the vehicle. The engine generates electricity by fully utilizing the energy of the waste gas when the engine is in an idle speed, thereby being beneficial to improving the resource utilization rate of the waste gas and avoiding polluting the environment.
Further alternatively, the controller 21 is configured to control the exhaust control valve to open and the supercharger to stop operating when the rotation speed of the engine is an idle rotation speed and the electric energy storage device is in a full-electric state.
Alternatively, to avoid power shortage when the engine is at an ultra-low speed, in an embodiment of the present application, the controller 21 is configured to control the first clutch 103 and the second clutch 104 to be disconnected and control the first electric machine to be energized to enable the turbocharger 20 to be in the electric boost mode when the speed of the engine is less than a first speed, wherein the first speed is greater than an idle speed.
In this embodiment, the first rotation speed may be a threshold value for determining whether the engine is at the ultra-low rotation speed, and when the engine rotation speed is less than the first rotation speed, it may be determined that the engine is at the ultra-low rotation speed. When the engine is in an ultra-low rotating speed, the exhaust airflow of the engine is low, so that the rotating speed of the exhaust driving turbine is not high, the function of supercharging is not achieved, the exhaust of the engine is blocked, and the exhaust is not smooth. If the controller 21 determines that the engine is in the ultra-low rotation speed according to the engine rotation speed obtained from the engine rotation speed sensor, the first clutch 103 and the second clutch 104 can be disconnected, and the first motor is controlled to be electrified, so that the first motor works to drive the air inlet supercharging turbine to rotate, the air inlet pressure is improved, the combustion efficiency of the engine is improved, and meanwhile, smooth exhaust of the engine is facilitated.
Further optionally, the controller 21 is configured to determine whether the charge of the charge storage device is greater than a preset charge before placing the turbocharger 20 in the electric boost mode, so as to ensure that the first electric machine in the turbocharger is operated when the charge of the electric energy storage device is sufficient.
Alternatively, to avoid power starvation when the engine is at a low speed, in one embodiment of the present application, the controller 21 is configured to control the first clutch 103 to engage, the second clutch 104 to disengage, and the first electric machine to energize when the speed of the engine is greater than a first speed and less than a second speed, wherein the second speed is greater than the first speed, to place the turbocharger 20 in an exhaust gas and electric hybrid boost mode.
In this embodiment, the second rotation speed may be a threshold value for determining whether the engine is at a low speed. When the engine speed is less than the second speed and greater than the first speed, it may be determined that the engine is at a low speed. Compared with the condition that the engine is at the ultralow rotating speed, when the engine is at the low rotating speed, the rotating speed of the engine is improved to a certain extent, the exhaust airflow of the engine is increased, the rotating speed of the exhaust driving turbine is increased, and the engine can play a role in supercharging to a certain extent, but the engine still has the problem of insufficient power. If the controller 21 determines that the engine is at a low rotation speed according to the engine rotation speed obtained from the engine rotation speed sensor, the second clutch 104 may be controlled to be disconnected, the first clutch 103 may be controlled to be connected, and the first motor may be controlled to be powered on, so that the power generated by driving the exhaust turbine by the energy of the exhaust gas discharged from the engine and the power generated by working of the first motor drive the intake supercharging turbine to rotate, so as to increase the intake pressure more quickly, and further improve the combustion efficiency of the engine.
Further alternatively, the controller 21 determines whether the charge of the charge storage device is greater than a preset charge before placing the turbocharger 20 in the exhaust gas and electric hybrid boost mode, thereby ensuring that the first electric machine in the turbocharger is operated when the charge of the electric energy storage device is sufficient.
Alternatively, when the engine speed rises to a certain level or operates at a medium speed, the exhaust gas discharged from the engine is sufficient for supercharging, and in order to avoid consuming the electric energy in the electric energy storage device, in an embodiment of the present application, the controller 21 is configured to control the first clutch 103 to be engaged, the second clutch 104 to be disengaged, and the first motor to be de-energized to place the turbocharger 20 in an exhaust gas supercharging mode when the engine speed is greater than the second speed and less than a third speed, wherein the third speed is greater than the second speed.
In this embodiment, the third rotation speed may be a threshold value for determining whether the engine is at the middle rotation speed. When the engine speed is less than the third speed and greater than the second speed, it may be determined that the engine is at a medium speed. When the rotating speed of the engine rises to a certain degree or works at a medium rotating speed, the exhaust gas discharged by the engine can sufficiently play a role in supercharging, and at the moment, if the first motor works to drive the air inlet supercharging turbine to rotate, resource waste can be caused. Therefore, if the controller 21 determines that the engine is at the middle rotating speed according to the engine rotating speed acquired from the engine rotating speed sensor, the second clutch 104 is controlled to be disconnected, the first clutch 103 is controlled to be combined, and the first motor is controlled to be powered off, so that the exhaust gas is driven to drive the turbine only by using the inertia force of the exhaust gas energy discharged by the engine, the air inlet supercharging turbine is driven to rotate, the air inlet pressure is increased, the combustion efficiency of the engine is improved, and meanwhile, the resource waste is avoided.
Alternatively, when the engine speed is working at a high speed or a high working condition, the energy of the exhaust gas discharged from the engine is excessive, in order to avoid wasting resources by discharging the excessive energy of the exhaust gas, in an embodiment of the present application, the controller 21 is configured to control the first clutch 103 and the second clutch 104 to be combined and control the first electric machine to be powered off to enable the turbocharger 20 to be in the exhaust gas supercharging and generating mode when the speed of the engine is greater than the third speed and the electric energy storage device 22 is not in the full electric state.
Specifically, when the engine speed is increased to a certain degree or works in a high-speed or large-load working condition, the air intake and the air exhaust of the engine are large enough, at this time, the controller 21 can control the first clutch 103 and the second clutch 104 to be combined to control the first motor to be powered off, so that the exhaust gas energy exhausted by the engine is used for driving the exhaust gas to drive the turbine to rotate, further the air intake supercharging turbine is driven to rotate, the air intake pressure is increased, meanwhile, the surplus exhaust gas energy is used for driving the second motor to work so as to convert the mechanical energy of the exhaust gas driving the turbine into electric energy, the electric energy is stored in the electric energy storage device, and the electric energy is used for supplying power to the first motor or other systems of the vehicle. Through the mode, the combustion efficiency of the engine can be improved, and meanwhile, the surplus waste gas energy can be effectively utilized to generate electricity to improve the resource utilization rate.
Optionally, in order to ensure that sufficient power can be provided quickly and effectively during rapid acceleration of the vehicle, the controller 21 is further configured to obtain an accelerator pedal opening and a boost gas pressure, and when the accelerator pedal opening is greater than an accelerator pedal opening threshold and the boost gas pressure is less than a target pressure, control the first clutch 103 of the turbocharger 20 to be engaged, control the second clutch 104 of the turbocharger 20 to be disengaged, and control the first motor of the turbocharger 20 to be energized, so that the turbocharger 20 is in an exhaust gas and electric hybrid boost mode.
In the present embodiment, the target pressure refers to the maximum required pressure at the current rotational speed of the engine. When the controller judges that the opening degree of the current accelerator pedal and the accelerator pedal at the last moment are larger than a certain preset threshold value according to the information acquired from the accelerator pedal position sensor, the controller can judge that the engine is required to rapidly increase the output power when the vehicle is in rapid acceleration. At this time, if the controller 21 determines that the supercharged gas pressure is smaller than the maximum required pressure at the current rotating speed according to the information obtained by the supercharged gas pressure sensor, the first motor can be controlled to be electrified, so that the first motor works to drive the air inlet supercharged turbine to rotate, the air inlet pressure is increased, and the torque of the engine is compensated, so that the problem of insufficient power when the vehicle is accelerated suddenly is solved, and the dynamic property and the drivability of the vehicle are greatly improved.
Further alternatively, if at this time the controller 21 determines that the supercharged gas pressure is not less than the maximum required pressure at the current rotation speed based on the information obtained by the supercharged gas pressure sensor, the controller 21 may take no action.
Further alternatively, the controller 21 determines that the charge of the electrical energy storage device is greater than a preset threshold before placing the turbocharger 20 in the exhaust gas and electric hybrid boost mode, thereby ensuring that the first electric machine in the turbocharger is operated when the charge of the electrical energy storage device is sufficient.
Optionally, in order to fully utilize the exhaust energy of the engine, the turbocharger system may further include a brake pedal sensor, and accordingly, the controller 21 is further configured to obtain the brake pedal position information, control the first clutch 103 of the turbocharger 20 to be disconnected, control the second clutch 104 of the turbocharger 20 to be engaged, and control the first electric machine of the turbocharger 20 to be powered off to enable the turbocharger 20 to be in the power generation mode when the brake pedal position information indicates that the brake pedal is braked and the electric energy of the electric energy storage device 22 is not in the full electric state.
Specifically, when the brake of the brake pedal of the vehicle is detected, the power demand of the engine is low at the moment, and the surplus exhaust energy can be used for power generation, so that the waste of resources caused by the exhaust energy is avoided.
In the present embodiment, the turbocharger 20 is connected to the controller 21 and the electric energy storage device 22, respectively; a controller 21 for obtaining a rotational speed of the engine and an amount of electricity of the electrical energy storage device 22, and adjusting an operation mode of the turbocharger 20 according to at least one of the rotational speed of the engine and the amount of electricity of the electrical energy storage device 22, the operation mode including at least one of a power generation mode, an electric supercharging mode, an exhaust gas and electric hybrid supercharging mode, an exhaust gas supercharging mode, and an exhaust gas supercharging and power generation mode.
It should be noted that the controller 20 may be configured to perform corresponding control immediately when the parameters to be detected, such as the engine speed, the electric quantity of the battery energy storage device, and the like, exceed the judgment range, so as to implement real-time detection and real-time control.
It should be noted that, during the operation of the first electric machine, the controller 20 may be configured to control the duty ratio of the first electric machine to make the supercharged gas pressure less than or equal to the maximum intake pressure requirement of the engine at the corresponding rotation speed, so as to avoid resource waste.
It should be noted that, when the boost gas pressure is much lower than the required gas pressure, the controller 20 may be configured to cause the first motor to intervene to drive the intake boost turbine only according to the electric quantity of the electric energy storage device being greater than the preset electric quantity threshold value until the intake requirement of the engine is met.
It should be noted that the turbocharging system provided by the embodiment of the present application can be used not only in a conventional gasoline Vehicle, but also in a Hybrid Electric Vehicle (HEV) and a plug-in Hybrid Electric Vehicle (PHEV). When the device is applied to HEV and PHEV vehicles, the electric energy generated by generating electricity by utilizing the surplus exhaust energy can also be used for charging a driving battery, so that the pure electric endurance mileage is further improved, and the oil consumption is reduced.
In this application embodiment, turbo-charging system structurally includes turbo-charger, a controller, electric energy storage device of this application embodiment one, turbo-charger is connected with controller and electric energy storage device respectively, the controller is through acquireing the rotational speed of engine and electric energy storage device's electric quantity and adjusting turbo-charger's mode according to at least one in the rotational speed of engine and electric energy storage device's the electric quantity, even turbo-charger can work under the electricity generation mode, electronic pressure boost mode, waste gas and electronic mixed pressure boost mode, waste gas pressure boost mode or waste gas pressure boost and the electricity generation mode for control engine is at the internal pressure boost of full rotational speed range, effectively promote vehicle dynamic property, utilize surplus waste gas energy to generate electricity simultaneously, promote resource utilization.
EXAMPLE III
Fig. 3 is a flowchart of a control method for a turbocharger according to an embodiment of the present disclosure, and as shown in fig. 3, the control method according to the embodiment may include:
s301, acquiring the rotating speed of the engine and the electric quantity of the electric energy storage device;
and S302, adjusting the working mode of the turbocharger according to at least one of the rotating speed of the engine and the electric quantity of the electric energy storage device, wherein the working mode comprises at least one of a power generation mode, an electric supercharging mode, an exhaust and electric hybrid supercharging mode, an exhaust supercharging mode and an exhaust supercharging and power generation mode.
Optionally, adjusting the operating mode of the turbocharger based on at least one of a speed of the engine and a charge of the electrical energy storage device comprises: when the rotating speed of the engine is the idling rotating speed and the electric energy storage device is not in the full-electric state, the first clutch of the turbocharger is controlled to be disconnected, the second clutch of the turbocharger is controlled to be combined, and the first motor of the turbocharger is controlled to be powered off, so that the turbocharger is in the power generation mode.
Optionally, adjusting the operating mode of the turbocharger based on at least one of a speed of the engine and a charge of the electrical energy storage device comprises: and when the rotating speed of the engine is lower than a first rotating speed, controlling the first clutch and the second clutch to be disconnected, and controlling the first motor to be electrified so as to enable the turbocharger to be in an electric supercharging mode, wherein the first rotating speed is higher than the idle rotating speed.
Optionally, adjusting the operating mode of the turbocharger based on at least one of a speed of the engine and a charge of the electrical energy storage device comprises: and when the rotating speed of the engine is greater than the first rotating speed and less than a second rotating speed, controlling the second clutch to be disconnected, controlling the first clutch to be combined, and controlling the first motor to be electrified so as to enable the turbocharger to be in an exhaust gas and electric hybrid supercharging mode, wherein the second rotating speed is greater than the first rotating speed.
Optionally, adjusting the operating mode of the turbocharger based on at least one of a speed of the engine and a charge of the electrical energy storage device comprises: and when the rotating speed of the engine is greater than the second rotating speed and less than a third rotating speed, controlling the second clutch to be disconnected, controlling the first clutch to be combined, and controlling the first motor to be powered off so as to enable the turbocharger to be in an exhaust gas supercharging mode, wherein the third rotating speed is greater than the second rotating speed.
Optionally, adjusting the operating mode of the turbocharger based on at least one of a speed of the engine and a charge of the electrical energy storage device comprises: and when the rotating speed of the engine is higher than the third rotating speed and the electric energy storage device is not in a full-electric state, controlling the first clutch and the second clutch to be combined, and controlling the first motor to be powered off so as to enable the turbocharger to be in an exhaust gas supercharging and power generation mode.
Optionally, the method further comprises: the method comprises the steps of obtaining the opening degree of an accelerator pedal and the pressure of supercharged gas, controlling the second clutch of the turbocharger to be disconnected when the opening degree of the accelerator pedal is larger than the opening degree threshold value of the accelerator pedal and the pressure of the supercharged gas is smaller than a target pressure, controlling the first clutch of the turbocharger to be combined, and controlling the first motor of the turbocharger to be electrified so that the turbocharger is in a waste gas and electric mixed supercharging mode.
Optionally, the method further comprises: and acquiring position information of a brake pedal, controlling a first clutch of the turbocharger to be disconnected and a second clutch of the turbocharger to be combined when the position information of the brake pedal indicates that the brake pedal brakes and the electric quantity of the electric energy storage device is not in a full-power state, and controlling a first motor of the turbocharger to be powered off so as to enable the turbocharger to be in a power generation mode.
The technical principle and the technical effect of the control method for the turbocharger provided by the embodiment are similar, and the detailed description is omitted.
Example four
Based on the turbocharger provided by the first embodiment of the present application, the turbocharging system provided by the second embodiment of the present application, and the turbocharging method provided by the third embodiment of the present application, the third embodiment of the present application will be described in detail with reference to fig. 4 and 5 by using a specific example. FIG. 4 is a block diagram of a system architecture for turbocharger control provided by an embodiment of the present application; fig. 5 is a flowchart of a control method for a turbocharger according to an embodiment of the present disclosure.
As shown in fig. 4, in the system architecture provided in the present embodiment, a turbocharger 40, a control module ECU 41, a battery level sensor 42, an exhaust pipe back pressure sensor 43, a boost gas pressure sensor 44, a brake pedal position sensor 45, a pedal position sensor 46, and an engine speed sensor 47 may be included. The control module ECU 41 controls the turbocharger 40 based on at least one of information acquired from a battery level sensor 42, an exhaust pipe back pressure sensor 43, a supercharged gas pressure sensor 44, a brake pedal position sensor 45, an accelerator pedal position sensor 46, and an engine speed sensor 47.
Specifically, as shown in fig. 5, the control module ECU 41 detects whether the back pressure satisfies the engine operation demand based on the information acquired by the exhaust pipe back pressure sensor 43 (S501), and if the back pressure does not satisfy the engine operation demand, the exhaust control valve for controlling the exhaust driven turbine is opened by a certain opening degree until the opened opening degree satisfies the back pressure demand (S502).
If the back pressure meets the engine running requirement, the control module ECU 41 detects whether the battery power is greater than a preset power threshold a1 according to the information obtained from the battery power sensor 42 (S503), if the battery power is not greater than the preset current threshold a1, the battery power is insufficient, and the motor MG1 stops supplying power until the battery power meets the requirement (504).
If the battery charge is greater than the preset charge threshold a1, the control module ECU 41 detects whether the brake pedal is braked based on the information acquired from the brake pedal position sensor 45 (S505). If the brake pedal is braked, indicating that the engine power demand is low, the motor MG2 is available to generate power, and the battery level is further detected (S506). If the battery is not in a full state, the clutch K2 is engaged, the K1 is disconnected, and the motor MG2 is started to charge the battery (S507); when the state is in the full-power state, the exhaust control valve is opened, and the turbocharger 40 stops operating (S508).
If the brake pedal is not braked, the control module ECU 41 detects whether the accelerator pedal is in rapid acceleration based on the information acquired from the accelerator pedal position sensor 46 (S509). If the accelerator pedal is in rapid acceleration, it is further detected whether the present pressure of the supercharged gas is lower than the maximum required pressure P1 at the engine speed based on the information obtained from the supercharged gas pressure sensor 44 (S510). If the pressure of the pressurized gas is lower than P1 and the battery power level meets the requirement, the motor MG1 is energized to increase the intake air pressure and further increase the power (S511)). If the pressure of the pressurized gas is not less than P1, the original state is maintained and no measure is taken (S512).
If the accelerator pedal is not in rapid acceleration, the control module ECU 41 detects whether the engine is in an idle condition based on information acquired from the engine speed sensor 47 (S513). If the engine is in the idle working condition, the battery electric quantity is further detected (S506). If the battery is not in a full state, the clutch K2 is engaged, the K1 is disconnected, and the motor MG2 is started to charge the battery (S507); when the state is in the full-power state, the exhaust control valve is opened, and the turbocharger 40 stops operating (S508).
If the engine is not in the idle condition, the control module ECU 41 detects whether the engine speed is less than n1 based on the information obtained from the engine speed sensor 47 (S514). If the engine speed is less than n1, the engine is in ultra-low speed, if the battery power meets the requirement, the clutches K1 and K2 are disconnected, the motor MG1 is electrified, and the motor-driven supercharging mode is adopted (S515).
If the engine speed is not less than n1, the control module ECU 41 detects whether the engine speed is less than n2 based on the information acquired from the engine speed sensor 47 (S516). If the engine speed is less than n2, the engine is in low speed, if the battery capacity meets the requirement, the clutch K2 is disconnected, K1 is combined, the motor MG1 is electrified, and the waste gas and electric hybrid supercharging mode is adopted (S517).
If the engine speed is not less than n2, the control module ECU 41 detects whether the engine speed is less than n3 based on the information acquired from the engine speed sensor 47 (S518). If the engine speed is less than n3, the engine is in the middle speed, the clutch K2 is disconnected, the K1 is combined, the motor MG1 is powered off, and the exhaust gas supercharging mode is adopted (S519).
If the engine speed is not less than n3, it indicates that the engine is at a high speed, the clutches K1, K2 are engaged, the exhaust gas supercharging and power generation mode is adopted, and if the battery is not in a full state, the motor MG2 generates power (S520).
In the present embodiment, the control module ECU 41 and the turbo charger 40 are specific examples of the controller and the turbo charger 40 of the first to third embodiments of the present application, n1, n2, and n3 are specific examples of the first rotational speed, the second rotational speed, and the third rotational speed of the first to third embodiments of the present application, the clutches K1 and K2 are specific examples of the first clutch and the second clutch of the first to third embodiments of the present application, the motors MG1 and MG2 are specific examples of the first motor and the second motor of the first to third embodiments of the present application, and the preset electric quantity threshold value a1 and the maximum demand pressure P1 are specific examples of the preset electric quantity threshold value and the target pressure of the first to third embodiments of the present application, respectively.
It should be noted that once the ECU detects that the parameters to be detected, such as the engine speed, the battery power, etc., exceed the judgment range, corresponding control is immediately performed, so as to realize real-time monitoring and real-time control.
It should be noted that, during the energization of the motor MG1, the control module ECU may control the duty ratio of the motor MG1 to make the supercharged gas pressure less than or equal to the maximum intake pressure requirement of the engine at the corresponding rotation speed, so as to avoid resource waste.
It should be noted that, when the pressure of the boost gas is much smaller than the required gas pressure, as long as the battery power is greater than the preset power threshold, the motor MG1 may be involved in driving the intake boost turbine until the engine intake requirement is met.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for the system embodiment, since it is substantially similar to the method embodiment, the description is simple, and for the relevant points, reference may be made to the partial description of the method embodiment.
The above description is only an example of the present application and is 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 turbocharger, comprising: the device comprises a first motor, a second motor, a first clutch, a second clutch, a transmission connecting shaft, a transmission connecting mechanism, an air inlet supercharging turbine and an exhaust driving turbine, wherein the first motor comprises a first motor shaft, and the second motor comprises a second motor shaft;
one end of the first motor shaft is in transmission connection with a turbine shaft of the exhaust gas driving turbine through the first clutch, and when the first clutch is in a combined state, the turbine shaft of the exhaust gas driving turbine drives the first motor shaft to rotate; the other end of the first motor shaft is in transmission connection with a turbine shaft of the air inlet supercharging turbine;
the second motor shaft is in transmission connection with a transmission connecting shaft through the second clutch, the transmission connecting shaft is in transmission connection with a turbine shaft of the exhaust driving turbine through the transmission connecting mechanism, and when the second clutch is in a combined state, the transmission connecting shaft drives the second motor shaft to rotate.
2. A turbocharging system, comprising: a turbocharger, a controller, an electrical energy storage device, the turbocharger being the turbocharger of claim 1;
the turbocharger is respectively connected with the controller and the electric energy storage device;
the controller is used for acquiring the rotating speed of an engine and the electric quantity of the electric energy storage device and adjusting the working mode of the turbocharger according to at least one of the rotating speed of the engine and the electric quantity of the electric energy storage device, wherein the working mode comprises at least one of a power generation mode, an electric supercharging mode, an exhaust-gas-electric hybrid supercharging mode, an exhaust-gas supercharging mode and an exhaust-gas supercharging and power generation mode.
3. The turbocharging system of claim 2, wherein said controller is configured to control the first clutch of said turbocharger to be disengaged and the second clutch of said turbocharger to be engaged and the first electric machine of said turbocharger to be de-energized to place said turbocharger in the power generating mode when the rotational speed of said engine is idle and said electrical energy storage device is not in the fully charged state.
4. The turbocharging system of claim 3, wherein said controller is configured to control said first clutch and said second clutch to be disengaged and said first electric machine to be energized to place said turbocharger in an electric boost mode when the speed of said engine is less than a first speed, wherein said first speed is greater than said idle speed.
5. The turbocharging system of claim 4, wherein said controller is configured to control said first clutch to engage, said second clutch to disengage, and said first electric machine to energize when the speed of said engine is greater than said first speed and less than a second speed, wherein said second speed is greater than said first speed, to place said turbocharger in a hybrid exhaust and electric supercharging mode.
6. The turbocharging system of claim 5, wherein said controller is configured to control said first clutch to engage, said second clutch to disengage, and said first electric machine to de-energize to place said turbocharger in an exhaust gas supercharging mode when the speed of said engine is greater than said second speed and less than a third speed, wherein said third speed is greater than said second speed.
7. The turbocharging system of claim 6, wherein said controller is configured to control said first clutch and said second clutch to engage and said first electric machine to de-energize to place said turbocharger in exhaust gas charging and generating modes when the speed of said engine is greater than said third speed and said electrical energy storage device is not in a fully charged state.
8. The turbocharging system of claim 2, wherein said controller is further configured to obtain an accelerator pedal opening and a boost gas pressure, and when said accelerator pedal opening is greater than an accelerator pedal opening threshold and said boost gas pressure is less than a target pressure, control the first clutch of said turbocharger to be engaged, control the second clutch of said turbocharger to be disengaged, and control the first electric motor of said turbocharger to be energized, so that said turbocharger is in an exhaust gas and electric hybrid supercharging mode.
9. The turbocharging system of claim 2, wherein said controller is further configured to obtain brake pedal position information, and when said brake pedal position information indicates brake pedal braking and the charge of said electrical energy storage device is not in a full charge state, control said first clutch of said turbocharger to be disengaged, control said second clutch of said turbocharger to be engaged, and control said first electrical machine of said turbocharger to be de-energized to place said turbocharger in a power generating mode.
10. A control method for a turbocharger, characterized by comprising:
acquiring the rotating speed of an engine and the electric quantity of the electric energy storage device;
adjusting an operating mode of the turbocharger based on at least one of a speed of the engine and a charge of the electrical energy storage device, the operating mode including at least one of a power generation mode, an electric boost mode, a hybrid exhaust and electric boost mode, an exhaust boost mode, and an exhaust boost and power generation mode.
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| CN202010202097.XA CN113494350A (en) | 2020-03-20 | 2020-03-20 | Turbocharging system, turbocharger and control method |
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| CN202010202097.XA CN113494350A (en) | 2020-03-20 | 2020-03-20 | Turbocharging system, turbocharger and control method |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114352402A (en) * | 2022-01-17 | 2022-04-15 | 中船重工(重庆)西南装备研究院有限公司 | Self-adaptive control system of supercharger |
| CN115306538A (en) * | 2022-03-31 | 2022-11-08 | 东风汽车集团股份有限公司 | Supercharging system of engine and control method thereof |
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Application publication date: 20211012 |
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