CN115638048A - Double-supercharging system and supercharging control method thereof - Google Patents
Double-supercharging system and supercharging control method thereof Download PDFInfo
- Publication number
- CN115638048A CN115638048A CN202211670417.XA CN202211670417A CN115638048A CN 115638048 A CN115638048 A CN 115638048A CN 202211670417 A CN202211670417 A CN 202211670417A CN 115638048 A CN115638048 A CN 115638048A
- Authority
- CN
- China
- Prior art keywords
- control valve
- opening degree
- supercharging
- excess air
- operation mode
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- 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
-
- 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
- Y02T10/30—Use of alternative fuels, e.g. biofuels
Landscapes
- Supercharger (AREA)
Abstract
The invention relates to the technical field of vehicles, and discloses a double-supercharging system and a supercharging control method thereof.A first control valve, a second control valve and a third control valve are used for carrying out coordinated control on two turbochargers according to the magnitude relation between an actual excess air coefficient and a preset excess air coefficient, so that the requirement that the discharge amount of nitrogen oxides is close to zero when the double-supercharging system is used for a hydrogen engine can be met; and only two turbochargers are adopted, and an interstage cooler is not needed, so that the weight of the double-booster system is reduced, the structural complexity of the double-booster system is simplified, and the cost is reduced.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a double-pressurization system and a pressurization control method thereof.
Background
The hydrogen internal combustion engine uses hydrogen as fuel and has the advantages of high power density, good environmental adaptability, low dependence of hydrogen purity, low cost and good reliability. Although hydrogen internal combustion engines do not have the carbon dioxide emission problem, nitrogen oxides are produced due to high temperature oxy-fuel combustion. It has been found that when the air is sufficiently lean, and the actual air excess factor is greater than 2, the nitrogen oxide emissions from a hydrogen internal combustion engine approach zero.
In order to achieve ultra-lean combustion, the current hydrogen internal combustion engine adopts a scheme of connecting two pressure increasers in series and adopts a cooling system with an inter-stage cooler. However, the interstage cooler is of a water cooling structure, so that the amount of circulating water for cooling is increased, the self weight of the engine assembly is increased, the size of the engine assembly is correspondingly increased, the occupied space and the arrangement difficulty of the engine assembly on the whole vehicle are increased, the complexity of the system is improved, and the cost is increased.
Disclosure of Invention
The invention aims to provide a double-supercharging system and a supercharging control method thereof, which can reduce the occupied space and the dead weight of an engine assembly.
In order to achieve the purpose, the invention adopts the following technical scheme:
a dual boost system comprising:
the turbocharger comprises a gas compressor and a turbine connected with the gas compressor through a connecting shaft;
the air inlet end of the intercooler can be selectively connected with the air outlet end of any one of the air compressors or the air outlet ends of the two air compressors simultaneously through a first control valve;
the air inlet end of the engine is connected with the air outlet end of the intercooler, and the exhaust end of the engine can be selectively connected with the air inlet end of any one turbine or the air inlet ends of the two turbines at the same time through a second control valve;
an exhaust line selectively connectable to the outlet ends of either or both of said turbines via a third control valve;
the A/R values of the two turbochargers are different.
As an optional technical solution of the above-mentioned dual supercharging system, the first control valve, the second control valve and the third control valve are all adjustable in opening degree.
In order to achieve the above object, the present invention further provides a supercharging control method for the dual supercharging system according to any one of the above aspects, wherein the dual supercharging system has three supercharging operation modes, namely a first supercharging operation mode, a second supercharging operation mode and a third supercharging operation mode;
when the double-supercharging system is in the first supercharging operation mode, the first control valve, the second control valve and the third control valve enable only the turbocharger with the larger A/R value to work;
when the double-supercharging system is in the second supercharging operation mode, the first control valve, the second control valve and the third control valve enable the turbocharger with only a small A/R value to work;
when the double-supercharging system is in the third supercharging operation mode, the first control valve, the second control valve and the third control valve enable the two turbochargers to work simultaneously;
the supercharging control method includes the steps of:
acquiring an actual excess air coefficient;
and determining the supercharging operation mode according to the magnitude relation between the actual excess air coefficient and a preset excess air coefficient, and controlling the double-supercharging system to work in the determined supercharging operation mode so as to enable the actual excess air coefficient to reach a target excess air coefficient, wherein the preset excess air coefficient is smaller than the target excess air coefficient.
As an alternative solution to the above-mentioned supercharging control method, determining the supercharging operation mode according to a magnitude relationship between an actual excess air ratio and a preset excess air ratio includes:
determining the supercharging operation mode as the first supercharging operation mode when the actual excess air coefficient is greater than the preset excess air coefficient;
determining the supercharging operation mode as the second supercharging operation mode when the actual excess air coefficient is not greater than the preset excess air coefficient;
and in the process of controlling the double-supercharging system to work in the second supercharging operation mode, if the actual excess air coefficient is still not greater than the preset excess air coefficient, determining that the supercharging operation mode is a third supercharging operation mode.
As an optional technical solution of the above-mentioned supercharging control method, the preset excess air coefficient is greater than or equal to 1.8 and less than or equal to 2; the target excess air factor is greater than 2.
As an optional solution of the foregoing supercharging control method, controlling the dual supercharging system to operate in the third supercharging operation mode includes the following steps:
and determining a target opening degree of the second control valve based on the rotating speed of the engine and the load of the engine, and adjusting the opening degree of the second control valve to the target opening degree.
As an alternative to the above-described supercharging control method, determining the target opening degree of the second control valve based on the rotation speed of the engine and the load of the engine includes:
acquiring the actual rotating speed of the engine and the actual load of the engine;
inquiring the opening degree of the second control valve corresponding to the actual rotating speed and the actual load of the engine according to the corresponding relation among the rotating speed of the engine, the load of the engine and the opening degree of the second control valve, and taking the inquired opening degree of the second control valve as the target opening degree.
As an alternative of the above-described supercharging control method, after a target opening degree of the second control valve is determined based on the rotational speed of the engine and the load of the engine, the opening degree of the first control valve and the opening degree of the third control valve corresponding to the target opening degree are searched for in accordance with a correspondence relationship among the opening degree of the first control valve, the opening degree of the second control valve, and the opening degree of the third control valve;
and adjusting the opening degree of the first control valve to the inquired opening degree of the first control valve and adjusting the opening degree of the third control valve to the inquired opening degree of the third control valve while adjusting the opening degree of the second control valve to the target opening degree.
As an optional solution of the foregoing supercharging control method, after adjusting the opening degree of the second control valve to the target opening degree, adjusting the opening degree of the first control valve to the queried opening degree of the first control valve, and adjusting the opening degree of the third control valve to the queried opening degree of the third control valve, the method further includes:
inquiring a target intake pressure corresponding to the inquired opening degree of the first control valve, the inquired target opening degree and the inquired opening degree of the third control valve based on a corresponding relationship among the opening degrees of the first control valve, the second control valve and the third control valve and the intake pressure of the engine;
the method comprises the steps of obtaining actual air inlet pressure of an engine, and when the difference value between the actual air inlet pressure and target air inlet pressure is within a preset pressure difference value range, determining that the opening degree of a first control valve reaches an inquired opening degree, determining that the opening degree of a second control valve reaches the target opening degree, and determining that the opening degree of a third control valve reaches the inquired opening degree.
As an optional technical solution of the above supercharging control method, if it is determined that the supercharging operation mode is the first supercharging operation mode, before controlling the dual supercharging system to operate in the first supercharging operation mode, it is determined whether the actual excess air coefficient is greater than a specified excess air coefficient;
adjusting an opening degree of a throttle valve when the actual excess air ratio is greater than the specified excess air ratio; and when the actual excess air coefficient is not larger than the specified excess air coefficient, controlling the throttle valve to keep the current opening degree;
wherein the specified excess air factor is greater than the target excess air factor.
The invention has the beneficial effects that: according to the double-supercharging system and the supercharging control method thereof, the first control valve, the second control valve and the third control valve are used for carrying out coordination control on the two turbochargers according to the magnitude relation between the actual excess air coefficient and the preset excess air coefficient, and the requirement that the emission of nitrogen oxides is close to zero can be met when the double-supercharging system is used for a hydrogen engine; and only two turbochargers are adopted, and an interstage cooler is not needed, so that the weight of the double-booster system is reduced, the structural complexity of the double-booster system is simplified, and the cost is reduced.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the contents of the embodiments of the present invention and the drawings without creative efforts.
FIG. 1 is a schematic diagram of a dual boost system according to an embodiment of the present invention;
FIG. 2 is a state diagram of a dual boost system operating in a first boost operating mode in accordance with an embodiment of the present invention;
FIG. 3 is a state diagram of a dual boost system operating in a second boost operating mode in accordance with an embodiment of the present invention;
FIG. 4 is a state diagram of a dual boost system operating in a third boost operating mode in accordance with an embodiment of the present invention;
FIG. 5 is a main flow chart of a supercharging control method according to an embodiment of the present invention;
fig. 6 is a detailed flowchart of a supercharging control method according to an embodiment of the present invention.
In the figure:
1. an engine;
2. a first turbocharger; 21. a first compressor; 22. a first turbine;
3. a second turbocharger; 31. a second compressor; 32. a second turbine;
4. an intercooler; 5. a first control valve; 6. a second control valve; 7. a third control valve; 8. a deflation valve; 9. a post-processing device; 10. an exhaust line.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.
In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "right", etc. are used in an orientation or positional relationship based on that shown in the drawings only for convenience of description and simplicity of operation, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to have a special meaning.
As shown in fig. 1, the dual-supercharging system provided by the embodiment includes two turbochargers, an intercooler 4, an engine 1 and an exhaust pipeline 10, wherein the turbochargers include a compressor and a turbine connected to the compressor through a connecting shaft; the air inlet end of the intercooler 4 can be selectively connected with the air outlet end of any one of the air compressors or the air outlet ends of the two air compressors simultaneously through the first control valve 5; the air inlet end of the engine 1 is connected with the air outlet end of the intercooler 4, and the air outlet end of the engine 1 can be selectively connected with the air inlet end of any one turbine or the air inlet ends of two turbines at the same time through a second control valve 6; the exhaust line 10 can be connected selectively to the outlet side of either or both turbines via a third control valve 7.
The engine 1 is mainly a hydrogen engine.
The A/R values of the two turbochargers are different. It should be noted that the a/R value represents the geometric characteristics of the compressor housing and the turbine housing, and the a/R value is further divided into a compressor a/R value and a turbine a/R value, where R (Radius) represents the distance from the center of the turbine bearing to the center point of the cross section (the Radius line of the turbine is 360 degrees around the circumference) of the air outlet of the compressor (or the air inlet of the turbine). A (Area) represents a cross-sectional Area where an air outlet of a casing of the compressor (or an air inlet of a casing of the turbine) corresponds to the above center point. And taking the ratio of A to R of the compressor as the compressed air A/R value, and taking the ratio of A to R of the turbine as the turbine A/R value. The larger the A/R value of the turbocharger, the smaller the ratio of the output pressure to the input pressure of the compressor.
The difference in A/R values between the two turbochargers in this embodiment means that the compressor A/R values and the turbine A/R values of the two turbochargers are different from each other. Of the two turbochargers, the turbocharger having a larger a/R value is designated as the first turbocharger 2,A/the turbocharger having a smaller R value is designated as the second turbocharger 3 for convenience of description. Specifically, the compressor a/R value of the first turbocharger 2 is larger than that of the second turbocharger 3, and the turbine a/R value of the first turbocharger 2 is larger than that of the second turbocharger 3.
Optionally, the first control valve 5 is a two-position three-way electromagnetic valve, two air inlets of the first control valve 5 are respectively connected with the air outlet ends of the two compressors, and an air outlet of the first control valve 5 is connected with the air inlet end of the intercooler 4. The air outlet of the first control valve 5 can be selectively connected to any one of the air inlets of the first control valve 5.
Optionally, the second control valve 6 is a two-position three-way electromagnetic valve, an air inlet of the second control valve 6 is connected to an exhaust end of the engine 1, and two air outlets of the second control valve 6 are connected to air inlet ends of two turbines, respectively. The air inlet of the second control valve 6 can be selectively connected with any one of the air outlets of the second control valve 6 or simultaneously connected with two air outlets of the second control valve 6, and the opening degrees of the air inlet of the second control valve 6 and any one of the air outlets of the second control valve 6 are adjustable, so that when the air inlet of the second control valve 6 is simultaneously communicated with the air outlets of the second control valve 6, the exhaust gas of the engine 1 can be proportionally distributed to the two turbines through the second control valve 6. The second control valve 6 is illustratively a two-position, three-way solenoid valve.
Optionally, the third control valve 7 is a two-position three-way electromagnetic valve, two air inlets of the third control valve 7 are respectively connected to the air outlet ends of the two turbines, and an air outlet of the third control valve 7 is connected to the exhaust pipeline 10. The outlet port of the third control valve 7 can be selectively connected to any one of the inlet ports of the third control valve 7.
The dual supercharging system has three supercharging operation modes, namely a first supercharging operation mode, a second supercharging operation mode and a third supercharging operation mode.
As shown in fig. 2, when the twin supercharging system is in the first supercharging operation mode, the first control valve 5, the second control valve 6 and the third control valve 7 operate only the turbocharger having the large a/R value, that is, the first turbocharger 2. Specifically, the first control valve 5 connects the air outlet end of the first compressor 21 with the air inlet end of the intercooler 4, and disconnects the air outlet end of the second compressor 31 from the air inlet end of the intercooler 4; the second control valve 6 communicates the exhaust end of the engine 1 with the intake end of the first turbine 22, and disconnects the exhaust end of the engine 1 from the intake end of the second turbine 32; the third control valve 7 connects the outlet end of the first turbine 22 to the exhaust line 10 and disconnects the outlet end of the second turbine 32 from the exhaust line 10.
By the cooperation of the first control valve 5, the second control valve 6 and the third control valve 7, the operation of only the first turbocharger 2 is realized. Specifically, fresh air enters an intercooler 4 through a first control valve 5 after being pressurized by a first compressor 21, and then enters the engine 1, tail gas discharged from the engine 1 enters a first turbine 22 through a second control valve 6, the first compressor 21 is driven by the first turbine 22 to work, and the tail gas discharged from the first turbine 22 enters an exhaust pipeline 10 through a third control valve 7.
As shown in fig. 3, when the twin supercharging system is in the second supercharging operation mode, the first control valve 5, the second control valve 6 and the third control valve 7 operate only the turbocharger with a small a/R value, that is, only the second turbocharger 3. Specifically, the first control valve 5 connects the air outlet end of the second compressor 31 with the air inlet end of the intercooler 4, and disconnects the air outlet end of the first compressor 21 from the air inlet end of the intercooler 4; the second control valve 6 communicates the exhaust end of the engine 1 with the intake end of the second turbine 32, and disconnects the exhaust end of the engine 1 from the intake end of the first turbine 22; the third control valve 7 connects the outlet end of the second turbine 32 to the exhaust line 10 and disconnects the outlet end of the first turbine 22 from the exhaust line 10.
By the cooperation of the first control valve 5, the second control valve 6 and the third control valve 7 described above, it is achieved that only the second turbocharger 3 operates. Specifically, fresh air enters the intercooler 4 through the first control valve 5 after being pressurized by the second compressor 31, and then enters the engine 1, tail gas discharged from the engine 1 enters the second turbine 32 through the second control valve 6, the second turbine 32 drives the second compressor 31 to work, and the tail gas discharged from the second turbine 32 enters the exhaust pipeline 10 through the third control valve 7.
As shown in fig. 4, when the twin supercharging system is in the third supercharging operation mode, the first control valve 5, the second control valve 6 and the third control valve 7 operate two turbochargers simultaneously, that is, the first turbocharger 2 and the second turbocharger 3 operate simultaneously. Specifically, the first control valve 5 communicates the air outlet end of the first compressor 21 with the air inlet end of the intercooler 4, and communicates the air outlet end of the second compressor 31 with the air inlet end of the intercooler 4; the second control valve 6 communicates the exhaust end of the engine 1 with the intake end of the first turbine 22, and communicates the exhaust end of the engine 1 with the intake end of the second turbine 32; the third control valve 7 communicates the outlet end of the first turbine 22 with the exhaust line 10 and communicates the outlet end of the second turbine 32 with the exhaust line 10.
The first turbocharger 2 and the second turbocharger 3 are operated simultaneously by the cooperation of the first control valve 5, the second control valve 6 and the third control valve 7. Specifically, part of the fresh air enters the intercooler 4 through the first control valve 5 after being pressurized by the first compressor 21, and meanwhile, part of the fresh air enters the intercooler 4 through the first control valve 5 after being pressurized by the second compressor 31; then entering the engine 1, allowing a part of exhaust gas discharged from the engine 1 to enter a first turbine 22 through a second control valve 6, driving a first compressor 21 to work by the first turbine 22, and simultaneously allowing another part of exhaust gas discharged from the engine 1 to enter a second turbine 32 through the second control valve 6, driving a second compressor 31 to work by the second turbine 32; the exhaust gases from the first turbine 22 pass through the third control valve 7 into the exhaust line 10, while the exhaust gases from the second turbine 32 pass through the third control valve 7 into the exhaust line 10.
Further, as shown in fig. 1, the dual-booster system further includes an after-treatment device 9, and the after-treatment device 9 is disposed on the exhaust pipe 10 and is used for performing an after-treatment on the exhaust gas entering the exhaust pipe 10. The structure of the aftertreatment device 9 is prior art in the field and will not be described in detail here.
Further, the dual-booster system further includes a purge valve 8, an inlet end of the purge valve 8 is connected to an inlet end of the second turbine 32, and an outlet end of the purge valve 8 is connected to an outlet end of the second turbine 32. So designed, when the rotation speed of the second turbine 32 needs to be reduced, the air release valve 8 can be opened to bypass exhaust gas of the second turbocharger 3. The air release valve 8 is exemplarily a proportional solenoid valve, and the opening degree of the air release valve 8 can be adjusted according to requirements to meet air release requirements.
As shown in fig. 5, the present embodiment further provides a boost control method for the above-mentioned dual boost system, the boost control method including the steps of:
s1, acquiring an actual excess air coefficient;
and S2, determining a supercharging operation mode according to the magnitude relation between the actual excess air coefficient and the preset excess air coefficient, and controlling the double-supercharging system to work in the determined supercharging operation mode so as to enable the actual excess air coefficient to reach the target excess air coefficient.
The actual air excess factor, known as the air excess factor, is generally indicated by the letter lambda and refers to the mass M of air actually supplied by 1kg of fuel Practice of With the theoretical mass of air M required for complete combustion of 1kg of fuel Theory of the invention I.e. λ = M Practice of /M Theory of the invention 。
How to calculate the actual excess air ratio is prior art in the field and is not described in detail here.
Alternatively, the target excess air ratio is greater than 2, so that when the engine 1 is operated at the target excess air ratio, the carbon dioxide emission and the nitrogen oxides in the exhaust gas discharged by the engine 1 are close to zero, and when the engine is used for a hydrogen engine, the emission requirement can be met.
Wherein the target excess air factor is greater than the preset excess air factor. Optionally, the preset excess air factor is greater than or equal to 1.8 and less than or equal to 2. Illustratively, the preset excess air factor is 1.8.
Determining the supercharging operation mode according to the magnitude relation between the actual excess air coefficient and the preset excess air coefficient, comprising the following steps:
when the actual excess air coefficient is larger than the preset excess air coefficient, determining that the supercharging operation mode is a first supercharging operation mode; when the actual excess air coefficient is not larger than the preset excess air coefficient, determining that the supercharging operation mode is a second supercharging operation mode; and in the process of controlling the double-supercharging system to work in the second supercharging operation mode, if the actual excess air coefficient is not larger than the preset excess air coefficient, determining that the supercharging operation mode is the third supercharging operation mode.
Further, controlling the dual boost system to operate in the third boost operating mode includes the steps of: a target opening degree of the second control valve 6 is determined based on the rotation speed of the engine 1 and the load of the engine 1, and the opening degree of the second control valve 6 is adjusted to the target opening degree.
In order to meet the opening degree adjustment demand of the second control valve 6, the second control valve 6 is illustratively a proportional solenoid valve.
Specifically, determining the target opening degree of the second control valve 6 based on the rotation speed of the engine 1 and the load of the engine 1 includes the steps of:
acquiring an actual rotation speed of the engine 1 and an actual load of the engine 1;
the opening degree of the second control valve 6 corresponding to the actual rotational speed of the engine 1 and the actual load of the engine 1 is searched for from the correspondence relationship between the rotational speed of the engine 1, the load of the engine 1, and the opening degree of the second control valve 6, and the searched opening degree of the second control valve 6 is set as the target opening degree.
Wherein the correspondence relationship between the rotation speed of the engine 1, the load of the engine 1, and the opening degree of the second control valve 6 is a map or a data table obtained by a plurality of repeated bench tests. The actual speed of the engine 1 can be measured by a speed sensor, and the calculation of the actual load of the engine 1 is known in the art and will not be described in detail here.
Optionally, the opening degree of each of the first control valve 5 and the third control valve 7 is adjustable. Illustratively, the first control valve 5 and the third control valve 7 are both proportional solenoid valves. When the double supercharging system works, the opening degrees of the first control valve 5, the second control valve 6 and the third control valve 7 are in one-to-one correspondence in each supercharging operation mode, so that the actual excess air coefficient reaches the target excess air coefficient.
Specifically, the supercharging control method further includes the steps of:
after determining the target opening degree of the second control valve 6 based on the rotation speed of the engine 1 and the load of the engine 1, inquiring the opening degree of the first control valve 5 and the opening degree of the third control valve 7 corresponding to the target opening degrees in accordance with the correspondence among the opening degree of the first control valve 5, the opening degree of the second control valve 6 and the opening degree of the third control valve 7;
while adjusting the opening degree of the second control valve 6 to the target opening degree, the opening degree of the first control valve 5 is adjusted to the inquired opening degree of the first control valve 5, and the opening degree of the third control valve 7 is adjusted to the inquired opening degree of the third control valve 7.
Wherein the correspondence relationship between the opening degrees of the first control valve 5, the second control valve 6, and the third control valve 7 is a map or a data table obtained by a plurality of repeated bench tests.
Further, the current of the electromagnetic valve and the opening of the electromagnetic valve are in one-to-one correspondence, and the opening of the electromagnetic valve is not convenient to measure, and is generally adjusted by adjusting the current of the electromagnetic valve, so that the opening of the electromagnetic valve meets the requirement. However, when the current of the first control valve 5 reaches the current corresponding to the queried opening degree of the first control valve 5 due to an error or the like, there is a difference between the actual opening degree of the first control valve 5 and the queried opening degree; or when the current of the second control valve 6 reaches the current corresponding to the target opening degree, there is a difference between the actual opening degree and the target opening degree of the second control valve 6; or when the current of the third control valve 7 reaches a current corresponding to the found opening degree of the third control valve 7, there is a difference between the actual opening degree of the third control valve 7 and the found opening degree. For this reason, the opening degree of the second control valve 6 can be corrected by the intake pressure of the engine 1. Specifically, after the opening degree of the second control valve 6 is adjusted to the target opening degree, the opening degree of the first control valve 5 is adjusted to the inquired opening degree of the first control valve 5, and the opening degree of the third control valve 7 is adjusted to the inquired opening degree of the third control valve 7, the method further comprises the following steps:
inquiring a target intake pressure corresponding to the inquired opening degree of the first control valve 5, the inquired target opening degree and the inquired opening degree of the third control valve 7 based on a correspondence relationship among the opening degree of the first control valve 5, the opening degree of the second control valve 6, the opening degree of the third control valve 7 and the intake pressure of the engine 1;
the actual intake pressure of the engine 1 is acquired, and when the difference between the actual intake pressure and the target intake pressure is within a preset pressure difference range, it is determined that the opening degree of the first control valve 5 reaches the queried opening degree, the opening degree of the second control valve 6 reaches the target opening degree, and the opening degree of the third control valve 7 reaches the queried opening degree.
And when the difference between the actual air inlet pressure and the target air inlet pressure is not within the preset pressure difference range, performing closed-loop control to adjust the opening degree of the first control valve 5, the opening degree of the second control valve 6 and the opening degree of the third control valve 7 according to the difference between the actual air inlet pressure and the target air inlet pressure until the difference between the actual air inlet pressure and the target air inlet pressure is within the preset pressure difference range.
Wherein the correspondence relationship between the opening degree of the first control valve 5, the opening degree of the second control valve 6, the opening degree of the third control valve 7 and the intake pressure of the engine 1 is a map or a data table obtained by a plurality of repeated bench tests, and the actual intake pressure of the engine 1 can be measured by a pressure sensor. The preset pressure difference value range is a known value determined through a plurality of tests and is not particularly limited herein.
Further, when it is determined that the supercharging operation mode is any one of the first supercharging operation mode and the second supercharging operation mode, the opening degree adjustment of the first control valve 5, the opening degree adjustment of the second control valve 6, and the opening degree adjustment of the third control valve 7 are in a manner of referring to the supercharging operation mode as the third supercharging operation mode. It is to be noted that, in the different supercharging operation modes, the correspondence relationship between the rotation speed of the engine 1, the load of the engine 1, and the opening degree of the second control valve 6 is different, and the correspondence relationship between the opening degree of the first control valve 5, the opening degree of the second control valve 6, and the opening degree of the third control valve 7 is different. In other words, there is a corresponding correspondence for each supercharging mode of operation.
Further, in the process of controlling the dual supercharging system to operate in the second supercharging operation mode, if the actual excess air coefficient is still not greater than the preset excess air coefficient, before controlling the dual supercharging system to operate in the third supercharging operation mode, the method further comprises the following steps: and judging whether the continuous duration of the double-supercharging system working in the second supercharging operation mode reaches the preset time or not, and controlling the double-supercharging system to work in a third supercharging operation mode if the actual excess air coefficient is not more than the preset excess air coefficient when the continuous duration of the double-supercharging system working in the second supercharging operation mode reaches the preset time.
Because the process that the double-supercharging system is switched from the other supercharging operation mode to the second supercharging operation mode needs a period of time, the preset time is set, so that the situation that the double-supercharging system just starts to work in the second supercharging operation mode for a very short time can be avoided, and the actual excess air coefficient is still not greater than the preset excess air coefficient, so that the double-supercharging system is directly switched to the third supercharging operation mode.
The above-mentioned preset time is a known value determined by a number of repeated experiments, and is not particularly limited herein.
Further, if the supercharging operation mode is determined to be the first supercharging operation mode, before the double supercharging system is controlled to work in the first supercharging operation mode, whether the actual excess air coefficient is larger than the designated excess air coefficient is judged; when the actual excess air coefficient is larger than the specified excess air coefficient, adjusting the opening of the throttle valve; when the actual excess air coefficient is not larger than the designated excess air coefficient, controlling the throttle valve to keep the current opening;
wherein the specified excess air factor is greater than the target excess air factor. Illustratively, the above-specified excess air ratio is equal to 3.
The opening degree of the throttle valve is adjusted and the two turbochargers are controlled, so that the air excess air coefficient can reach the target excess air coefficient.
According to the double-supercharging system and the supercharging control method thereof provided by the embodiment, the first control valve 5, the second control valve 6 and the third control valve 7 are used for carrying out coordination control on the two turbochargers according to the magnitude relation between the actual excess air coefficient and the preset excess air coefficient, so that the requirement that the emission of nitrogen oxides is close to zero can be met when the double-supercharging system is used for a hydrogen engine; and only two turbochargers are adopted, and an interstage cooler is not needed, so that the weight of the double-booster system is reduced, the structural complexity of the double-booster system is simplified, and the cost is reduced.
For example, a preferred embodiment of the boost control method will be described in detail below with reference to fig. 6.
S10, acquiring an actual excess air coefficient;
s20, judging whether the actual excess air coefficient is larger than a preset excess air coefficient or not; if yes, executing S30, otherwise executing S60;
s30, judging whether the actual excess air coefficient is larger than a specified excess air coefficient or not, if so, executing S40, otherwise, controlling the throttle valve to keep the current opening, and executing S50;
s40, adjusting the opening of the throttle valve and returning to S30;
s50, controlling the double-supercharging system to work in a first supercharging operation mode;
s60, controlling the double-supercharging system to work in a second supercharging operation mode, and then executing S70;
s70, judging whether the actual excess air coefficient is not greater than a preset excess air coefficient or not after preset time, and if so, executing S80; if not, the double-supercharging system is maintained to work in a second supercharging operation mode;
and S80, controlling the double-supercharging system to work in a third supercharging operation mode.
In addition, the foregoing is only the preferred embodiment of the present invention and the technical principles applied. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments illustrated herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.
Claims (10)
1. A dual boost system comprising:
the turbocharger comprises a gas compressor and a turbine connected with the gas compressor through a connecting shaft;
the air inlet end of the intercooler (4) can be selectively connected with the air outlet end of any one compressor or the air outlet ends of two compressors simultaneously through a first control valve (5);
the air inlet end of the engine (1) is connected with the air outlet end of the intercooler (4), and the exhaust end of the engine (1) can be selectively connected with the air inlet end of any one turbine or the air inlet ends of two turbines at the same time through a second control valve (6);
an exhaust line (10), said exhaust line (10) being selectively connectable to the outlet ends of either or both of said turbines by means of a third control valve (7);
characterized in that the A/R values of the two turbochargers are different.
2. Double pressure increasing system according to claim 1, characterised in that the first control valve (5), the second control valve (6) and the third control valve (7) are all opening adjustable.
3. A supercharging control method for a twin supercharging system according to claim 1 or 2, the twin supercharging system having three supercharging operation modes, namely a first supercharging operation mode, a second supercharging operation mode and a third supercharging operation mode;
when the double-supercharging system is in the first supercharging operation mode, the first control valve (5), the second control valve (6) and the third control valve (7) enable the turbocharger with the larger A/R value to work;
when the double supercharging system is in the second supercharging operation mode, the first control valve (5), the second control valve (6) and the third control valve (7) enable the turbocharger with only a small A/R value to work;
when the double-supercharging system is in the third supercharging operation mode, the first control valve (5), the second control valve (6) and the third control valve (7) enable two turbochargers to work simultaneously;
the supercharging control method includes the steps of:
acquiring an actual excess air coefficient;
and determining the supercharging operation mode according to the magnitude relation between the actual excess air coefficient and a preset excess air coefficient, and controlling the double-supercharging system to work in the determined supercharging operation mode so that the actual excess air coefficient reaches a target excess air coefficient, wherein the preset excess air coefficient is smaller than the target excess air coefficient.
4. The supercharging control method according to claim 3, wherein determining the supercharging operation mode on the basis of a magnitude relation between an actual excess air ratio and a preset excess air ratio includes:
determining the supercharging operation mode as the first supercharging operation mode when the actual excess air coefficient is greater than the preset excess air coefficient;
determining the supercharging operation mode as the second supercharging operation mode when the actual excess air coefficient is not greater than the preset excess air coefficient;
and in the process of controlling the double-supercharging system to work in the second supercharging operation mode, if the actual excess air coefficient is still not greater than the preset excess air coefficient, determining that the supercharging operation mode is a third supercharging operation mode.
5. The supercharging control method according to claim 4, wherein the preset excess air ratio is 1.8 or more and 2 or less; the target excess air factor is greater than 2.
6. The boost control method according to claim 3, wherein controlling the dual boost system to operate in the third boost operating mode comprises the steps of:
determining a target opening degree of the second control valve (6) based on the rotation speed of the engine (1) and the load of the engine (1), and adjusting the opening degree of the second control valve (6) to the target opening degree.
7. The supercharging control method according to claim 6, characterized in that determining the target opening degree of the second control valve (6) based on the rotational speed of the engine (1) and the load of the engine (1) includes:
acquiring the actual rotating speed of the engine (1) and the actual load of the engine (1);
inquiring the opening degree of the second control valve (6) corresponding to the actual rotating speed of the engine (1) and the actual load of the engine (1) according to the corresponding relation among the rotating speed of the engine (1), the load of the engine (1) and the opening degree of the second control valve (6), and taking the inquired opening degree of the second control valve (6) as the target opening degree.
8. The supercharging control method according to claim 7, characterized in that, after a target opening degree of the second control valve (6) is determined based on the rotational speed of the engine (1) and the load of the engine (1), the opening degree of the first control valve (5) and the opening degree of the third control valve (7) corresponding to the target opening degree are queried in accordance with the correspondence relationship between the opening degree of the first control valve (5), the opening degree of the second control valve (6), and the opening degree of the third control valve (7);
adjusting the opening degree of the first control valve (5) to the inquired opening degree of the first control valve (5) and adjusting the opening degree of the third control valve (7) to the inquired opening degree of the third control valve (7) while adjusting the opening degree of the second control valve (6) to the target opening degree.
9. The supercharging control method according to claim 8, characterized by, after adjusting the opening degree of the second control valve (6) to the target opening degree, and adjusting the opening degree of the first control valve (5) to the queried opening degree of the first control valve (5), and adjusting the opening degree of the third control valve (7) to the queried opening degree of the third control valve (7), further comprising:
inquiring a target intake pressure corresponding to the inquired opening degree of the first control valve (5), the inquired target opening degree and the inquired opening degree of the third control valve (7) based on a correspondence relationship between the opening degrees of the first control valve (5), the second control valve (6) and the third control valve (7) and the intake pressure of the engine (1);
the method comprises the steps of obtaining the actual air inlet pressure of an engine (1), when the difference value between the actual air inlet pressure and the target air inlet pressure is within a preset pressure difference value range, determining that the opening degree of a first control valve (5) reaches the inquired opening degree, determining that the opening degree of a second control valve (6) reaches the target opening degree, and determining that the opening degree of a third control valve (7) reaches the inquired opening degree.
10. A supercharging control method according to claim 3, wherein if it is determined that the supercharging operation mode is the first supercharging operation mode, it is determined whether the actual excess air ratio is greater than a specified excess air ratio before the dual supercharging system is controlled to operate in the first supercharging operation mode;
adjusting an opening degree of a throttle valve when the actual excess air ratio is greater than the specified excess air ratio; and when the actual excess air coefficient is not larger than the specified excess air coefficient, controlling the throttle valve to keep the current opening degree;
wherein the specified excess air factor is greater than the target excess air factor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211670417.XA CN115638048B (en) | 2022-12-26 | 2022-12-26 | Double-supercharging system and supercharging control method thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211670417.XA CN115638048B (en) | 2022-12-26 | 2022-12-26 | Double-supercharging system and supercharging control method thereof |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN115638048A true CN115638048A (en) | 2023-01-24 |
| CN115638048B CN115638048B (en) | 2023-04-18 |
Family
ID=84949944
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211670417.XA Active CN115638048B (en) | 2022-12-26 | 2022-12-26 | Double-supercharging system and supercharging control method thereof |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115638048B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117780524A (en) * | 2024-02-27 | 2024-03-29 | 潍柴动力股份有限公司 | Hydrogen engine control method and device, vehicle and storage medium |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102072011A (en) * | 2009-11-21 | 2011-05-25 | 康明斯涡轮增压技术有限公司 | Multi-stage turbocharger system |
| CN102292529A (en) * | 2009-01-26 | 2011-12-21 | 丰田自动车株式会社 | Controller of vehicle |
| CN104632356A (en) * | 2014-12-18 | 2015-05-20 | 清华大学 | Parallel type engine two-stage pressurization system with compressed air storage device and vehicle |
| US20180058352A1 (en) * | 2016-09-01 | 2018-03-01 | Bright Acceleration Technologies LLC | Synergistic induction and turbocharging in internal combustion engine systems |
| CN114562362A (en) * | 2022-02-25 | 2022-05-31 | 上海三一重机股份有限公司 | Engine turbocharging method and engine turbocharging system |
-
2022
- 2022-12-26 CN CN202211670417.XA patent/CN115638048B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102292529A (en) * | 2009-01-26 | 2011-12-21 | 丰田自动车株式会社 | Controller of vehicle |
| CN102072011A (en) * | 2009-11-21 | 2011-05-25 | 康明斯涡轮增压技术有限公司 | Multi-stage turbocharger system |
| CN104632356A (en) * | 2014-12-18 | 2015-05-20 | 清华大学 | Parallel type engine two-stage pressurization system with compressed air storage device and vehicle |
| US20180058352A1 (en) * | 2016-09-01 | 2018-03-01 | Bright Acceleration Technologies LLC | Synergistic induction and turbocharging in internal combustion engine systems |
| CN114562362A (en) * | 2022-02-25 | 2022-05-31 | 上海三一重机股份有限公司 | Engine turbocharging method and engine turbocharging system |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117780524A (en) * | 2024-02-27 | 2024-03-29 | 潍柴动力股份有限公司 | Hydrogen engine control method and device, vehicle and storage medium |
Also Published As
| Publication number | Publication date |
|---|---|
| CN115638048B (en) | 2023-04-18 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US7779633B2 (en) | Method for determining the exhaust back pressure upstream of a turbine of an exhaust-driven turbocharger | |
| US9228504B2 (en) | Diesel engine | |
| US6899090B2 (en) | Dual path EGR system and methods | |
| US8001953B2 (en) | Exhaust gas recirculation system for internal combustion engine and method for controlling the same | |
| EP2292915B1 (en) | Controlling exhaust gas recirculation in turbocharged engine systems | |
| EP2260198B1 (en) | Controlling exhaust gas flow divided between turbocharging and exhaust gas recirculating | |
| US5408979A (en) | Method and a device for regulation of a turbo-charging device | |
| EP2009264B1 (en) | Method and apparatus for controlling an internal combustion engine | |
| EP2333275B1 (en) | Control valve abnormality determining device for internal combustion engine | |
| CN101243246B (en) | Boost pressure control | |
| JP2003120354A (en) | Control device for multicylinder diesel engine | |
| GB2430708A (en) | Turbocharging in a variable displacement i.c. engine, ie having cylinders selectively disabled | |
| JP2004528503A (en) | Electronically controlled engine exhaust treatment system to reduce nitrogen oxide emissions | |
| CN102312731B (en) | Diesel engine for vehicle | |
| CN115638048B (en) | Double-supercharging system and supercharging control method thereof | |
| US6655141B1 (en) | Airflow system for engine with series turbochargers | |
| JP2008138598A (en) | Egr system for internal combustion engine | |
| EP3578775A1 (en) | Engine system and method using the same | |
| SU1686202A1 (en) | Internal combustion engine | |
| CN112648066B (en) | Regulating system, vehicle and control method of opening degree of bypass valve of regulating system | |
| KR101948968B1 (en) | Method of controlling the operating an internal combustion engine, and a control system for controlling the operation of an internal combustion engine | |
| WO2024000264A1 (en) | Air handling systems and controls for internal combustion engines operating with a miller cycle | |
| KR100380480B1 (en) | Multipurpose supercharging system of diesel engine | |
| CN115387938A (en) | Engine EGR system, vehicle and engine EGR control method |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |