WO2014107999A1 - 发动机复合增压系统 - Google Patents

发动机复合增压系统 Download PDF

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Publication number
WO2014107999A1
WO2014107999A1 PCT/CN2013/088235 CN2013088235W WO2014107999A1 WO 2014107999 A1 WO2014107999 A1 WO 2014107999A1 CN 2013088235 W CN2013088235 W CN 2013088235W WO 2014107999 A1 WO2014107999 A1 WO 2014107999A1
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WO
WIPO (PCT)
Prior art keywords
engine
compressor
motor
supercharger
turbocharger
Prior art date
Application number
PCT/CN2013/088235
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English (en)
French (fr)
Inventor
林铁坚
杨剑
罗浩峰
盛利
谢正良
吴可
周道林
Original Assignee
广西玉柴机器股份有限公司
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by 广西玉柴机器股份有限公司 filed Critical 广西玉柴机器股份有限公司
Priority to AU2013372581A priority Critical patent/AU2013372581A1/en
Publication of WO2014107999A1 publication Critical patent/WO2014107999A1/zh

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Classifications

    • 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
    • F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
    • 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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
    • 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

Definitions

  • the invention relates to the field of engines, and in particular to an engine composite boosting system. Background technique
  • the turbocharger on the engine is the device that uses the engine exhaust energy to drive the turbine and drives the compressor to increase the engine intake pressure.
  • the engine can utilize a part of the exhaust gas energy, so the economy is better, and the engine can increase the intake air volume after using the turbocharger, improve the combustion, and improve the engine power.
  • the turbocharger drives the turbine through the exhaust gas of the engine to drive the compressor to compress the intake air of the engine, increasing the amount of intake air per engine combustion, so that the engine can inject more fuel per combustion, thereby increasing Large engine power output.
  • the power output lag of the engine with supercharger is more obvious due to factors such as large displacement and large supercharger.
  • Some drivers complain that after stepping on the throttle, it takes more than 10 seconds to feel the engine reacting, accelerating and The response of the vehicle is very slow when going uphill, which is very unfavorable for driving comfort and safety.
  • the present invention is to overcome the above-mentioned deficiencies in the prior art, and to provide an engine composite supercharging system which is reasonable in structure, makes the engine more responsive, and improves the engine to accelerate the black smoke problem.
  • an engine supercharger system comprising: a turbocharger and an electric supercharger connected in parallel with each other, the electric supercharger comprising: a first compressor, a motor and an electric control unit, The first compressor is driven by a motor, and the motor is controlled by an electronic control unit connected to the engine ECU to control the operation of the motor by reading engine parameters.
  • the electric booster further includes: a one-way valve disposed at the outlet end of the compressor.
  • the turbocharger includes: a turbine and a second compressor.
  • the first compressor and the second compressor are connected in parallel and connected to the engine intake system.
  • the intake air pressurized by the first compressor and the second compressor is cooled by the intercooler and then enters the combustion system of the engine and mixed with the fuel for combustion.
  • the engine composite supercharging system is provided with a parallel electric supercharger on the basis of the original turbocharger, and when the accelerator pedal is stepped on, the engine is accelerated at the initial stage, and the electric boost is increased.
  • the press can start quickly and start working.
  • the high-pressure air pressurized by the electric supercharger can quickly enter the engine intake system, and the intake air is pressurized twice in a short time during the response delay of the turbocharger, increasing the intake air amount at the initial stage of the engine acceleration, and improving the turbocharger.
  • the response of the device is delayed, and the acceleration of the vehicle accelerates slowly and accelerates the problem of black smoke.
  • the system is small in size, low in cost, easy to install and adapt, and can be retrofitted in engines already on the market.
  • Figure 1 is a schematic illustration of an engine composite booster system of the present invention
  • FIG. 2 is a linear diagram of the engine composite booster system in the A speed load response test curve (without the composite booster system);
  • Figure 3 is a linear diagram of the A-speed load response test curve (with a composite booster system) of the engine composite booster system of the present invention
  • the engine composite supercharging system of the present invention adds a parallel electric supercharger to the original turbocharger.
  • the electric supercharger can start quickly and start to work.
  • the pressurized high pressure air instantly enters the engine intake system, assisting
  • the turbocharger increases the amount of intake air at the beginning of the engine acceleration, improving the turbocharger response lag, and accelerating black smoke.
  • the one-way valve disposed at the intake end of the electric supercharger separates the connection between the engine intake system and the external atmosphere, preventing the air pressurized by the turbocharger from passing through the electric supercharger.
  • the gas line leaks out; when the electric booster is working, the check valve is automatically opened under the pressure balance control, and a large amount of air is pressurized into the engine intake system through the first compressor, supplementing the second compressor of the turbocharger
  • the problem of insufficient intake air supercharging and insufficient intake air caused by response lag makes the engine accelerate responsiveness and improve engine low-speed emissions.
  • the specific structure of the engine composite supercharging system includes: a turbocharger 1 and an electric supercharger 3 connected in parallel with each other.
  • the turbocharger 1 is disposed in the middle.
  • the electronically controlled supercharger 3 is disposed downstream of the intercooler 4, or is disposed upstream of the intercooler 4 as the turbocharger 1, and both the turbocharger 1 and the electronically controlled supercharger 3 are at the outlet end.
  • the pressurized air of the two enters the combustion system of the engine and is mixed with the fuel for combustion.
  • the electronically controlled supercharger 3 When the electronically controlled supercharger 3 is disposed downstream of the intercooler 4, its pressurized air first enters the intercooler 4 to cool, preventing the air of the first compressor 31 of the electronically controlled supercharger 3 from being heated too much after being pressurized.
  • the electronically controlled supercharger 3 For the engine 2 which does not have the intercooler 4, the electronically controlled supercharger 3 is arranged in parallel with the turbocharger 1 in front of the intake pipe of the engine 2.
  • the turbocharger is an existing system, disposed upstream of the intercooler 4, and mainly includes: a turbine 11 and a second compressor 12.
  • the second compressor 12 of the turbocharger 1 is driven by the turbine 11
  • the air is pressurized by the rotation of the intake air, and the supercharged air is cooled by the intercooler 4, and then enters the combustion system of the engine 2 through the intake pipe to be mixed and burned with the fuel.
  • the electric supercharger mainly includes: a first compressor 31, a motor 32, an electric control unit 33, and a battery 35.
  • the first compressor 31 is connected to the motor 32 and driven by the motor 32.
  • the first compressor 31 is a conventional impeller compressor of the prior art, and the outlet end is also provided with a check valve 34, the check valve 34 and the first Compressor 31 is a sealed connection.
  • the compressor compressor flows to the engine intake system, and Air in the engine intake system is not allowed to leak through the intake line of the electric booster.
  • the second compressor 12 When the engine 2 is in operation, the second compressor 12 is always pressurized by the turbine 11 while the internal pressure of the intake pipe is greater than the ambient air pressure. Under the action of the pressure, the check valve 34 is closed; When a compressor 31 is operated, the intake pipe pressure near the check valve 34 is drawn to be less than the ambient pressure, at which time the check valve 34 is opened, and the outside air enters the first compressor and is pressurized into the intake pipe of the engine.
  • the bearing portion of the first compressor 31 is lubricated with organic oil, and the oil of the lubricating portion is in communication with the main oil passage of the engine.
  • the motor 32 is a DC motor whose rotation speed can be controlled by a change in voltage and is controlled by the electronic control unit 33; the electronic control unit 33 is connected to the ECU or sensor of the engine 2, and the operating condition of the electric supercharger (maximum rotation speed, continuous The time, etc., will vary depending on the engine speed.
  • These control strategies are written into the electronic control unit 33 to control the operation of the motor 32 by reading the engine parameters so that the engine 2 can be operated in an optimum state when it is accelerated.
  • the temperature of the intake air is greatly increased, and the motor 32 has a longest continuous running time.
  • the electronic control unit 33 automatically powers off and stops. The operation of the motor 32. For safety reasons, etc., after the motor 32 starts running, it can not be restarted for a certain period of time, that is, the motor 32 is not allowed to start continuously.
  • the setting of this time is programmed into the electronic control unit 33.
  • the electric components of the engine such as the motor 32 and the electronic control unit 33 are connected to the battery 35, and the electric power is supplied from the battery 35.
  • the first compressor only works when accelerating and the time is short, the entire electric supercharger is not large, so there is no need for additional electrical systems, larger space or larger batteries 35, etc.
  • Some of the vehicle systems can be installed and installed, which reduces the cost of modification and can be easily modified on the engine in the market.
  • the compressor 12 of the electric supercharger is combined with the compressor 31 of the turbocharger to form a combined boosting system that is in series with the engine intake system to supply air to the engine intake system.
  • the second compressor 12 of the turbocharger 1 is rotated by the turbine 11 to pressurize the intake air
  • the first compressor 31 of the electronically controlled supercharger 3 is only at the time of acceleration (ie, When the accelerator pedal is depressed, its motor rotates under the control of the electronic control unit and pressurizes the intake air.
  • Motor in the accelerator pedal When it is stepped on, it starts up immediately and runs at high speed, which drives the first compressor to work. It can reach the highest stable speed in a very short time (generally less than 3 seconds).
  • the first compressor running time is generally not long, when the intake air When the supercharging degree of the air comes up, it stops running, and the length of time is controlled by the electronic control unit of the engine.
  • the outlet pipe is in communication with the second compressor, that is, the first compressor is surrounded by the air of the second compressor, and the cavity of the electric supercharger (
  • the intake pipe, the compressor, the air outlet pipe, etc.) increase the volume of the engine intake system, and can reduce the fluctuation of the intake system pressure, and the effect is equivalent to the constant volume boosting, which is advantageous for the performance of the engine.
  • the first compressor When the first compressor is running, it is supercharged on the basis of the second compressor pressurization. All the boosting degrees do not need to be very high (no high-performance motor is required, the cost is low), the pressurized air The temperature rise is not large.
  • the motor 32 of the electric supercharger can be started up quickly under the control of the electronic control unit 33, and the air pressurized by the compressor 31 of the electric supercharger quickly enters the engine intake system to supplement the turbocharger. Due to the insufficient intake air amount due to the response lag, the problem of the acceleration of the diesel engine due to the lag of the turbocharger and the acceleration of black smoke are improved.
  • the check valve is closed, separating the connection of outside air to the engine intake system to prevent air that is pressurized by the turbocharger from leaking out through the electric booster intake line.
  • the electric supercharger connected to the engine intake system can increase the volume of the intake system of the engine boosting portion, and expand the intake system to reduce the pressure fluctuation of the intake manifold gas after pressurization, which is advantageous for engine performance.
  • the engine supercharging system has a single structure, small volume, low cost, and can be conveniently used for market modification, which can greatly improve the acceleration response of the engine and reduce the problem of accelerating black smoke.
  • the following data and graphs illustrate transient performance testing and results after using a composite pressurized system by comparing with a composite booster system. This data tests the transient response characteristics of the engine from load 0 to 100% at a certain speed.
  • the accelerator pedal was automatically controlled. Moreover, the controller on the gantry performs open loop control on the accelerator pedal.
  • the command of the accelerator pedal is a pulse width signal. The function of this signal is to switch the load between 0 and 100% at any speed according to the test requirements. Because all test steps are performed at a constant speed, the torque of the engine is consistent with the torque reading of the dynamometer (ie That is, there is no moment of inertia mixed in the test reading).
  • the following cycle control is performed at the A speed (1400 rpm) without the combined boost system (the original engine state, with the exhaust turbocharger, without the electric supercharger), A
  • the rotational speed is only one of the multiple tests.
  • the present invention only uses the transient response data of the A rotational speed as an example, and other test data are not listed.
  • the response time of the entire system to the accelerator pedal command was 0.25 seconds.
  • the engine takes 3.5 seconds to increase the torque from 0 to 90% of the maximum torque. It takes about 6 seconds for the intake manifold pressure to be constant and substantially to reach its maximum value.
  • the following cycle control is the engine at A speed (1400 rpm) with a combined booster system (engine with exhaust turbocharger and electric supercharger, test environment and parameter control, etc.
  • the pressure system is the same).
  • the response time of the entire system to the accelerator pedal command was 0.25 seconds.
  • the engine takes 1.7 seconds to increase the torque from 0 to 90% of the maximum torque. It takes approximately 2 seconds for the intake manifold pressure to be constant and substantially to reach its maximum value.
  • the composite supercharging system supercharges the air of the intake system in about 1 second, rapidly increasing the intake pressure of the intake system, and making the intake system intake pressure
  • the time to reach the maximum is reduced from the original 6 seconds to 2 seconds.
  • the engine load has changed from 0 to 90%.
  • the maximum load has also been reduced from the original 3.5 seconds to 1.7 seconds, and the transient response is faster.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)

Abstract

公开了一种发动机复合增压系统。该发动机复合增压系统包括：相互并联的涡轮增压器（1）和电动增压器（3），电动增压器（3）包括：第一压气机（31）、电机（32）和电控单元（33），第一压气机（31）由电机（32）驱动，电机（32）则受与发动机ECU连接的电控单元（33）控制，通过读取发动机参数控制电机（32）的工作；电动增压器（3）还包括：设置在压气机出气端的单向阀（34）。当柴油机加速或低速运行时，电动增压器能迅速起动并开始工作，经过电动增压器加压的高压空气推开单向阀进入发动机进气系统，协助涡轮增压器增加柴油机加速初期及低速时的进气量，从而改善涡轮增压器响应滞后、柴油机低速扭矩不足等问题。

Description

发动机复合增压系统
技术领域
本发明涉及发动机领域， 特别涉及一种发动机复合增压系统。 背景技术
发动机上的涡轮增压器就是利用发动机排气能量驱动涡轮， 带动压气 机来提高发动机进气压力的装置。 使用涡轮增压器后， 发动机能利用一部 分废气能量， 所以经济性较好， 并且发动机使用涡轮增压器后能增加进气 量， 改善燃烧， 可提升发动机功率。 具体的说， 涡轮增压器是通过发动机 排气废气驱动涡轮带动压气机压缩发动机进气空气， 增加发动机每次燃烧 的进气空气量， 使发动机每次燃烧能喷入更多燃油， 从而增大发动机动力 输出。
但与不使用涡轮增压器的发动机相比， 发动机加速或减速时， 因为排 气能量驱动涡轮并带动压气机压缩进气有一个滞后时间， （即由于叶轮的 惯性作用对油门骤时变化反应迟緩， 也就是说从你大脚踩油门加大马力， 到叶轮转动将更多空气压进发动机获得更大动力之间存在一个时间差， 而 且这个时间还不短。 ） 驾驶员踩下油门后， 进气空气并未马上增压上去， 发动机的动力要等进气空气增压上来后才能爆发， 要滞后 3-5秒以上动力 才会上去， 驾驶员会感觉加速无力，发动机加速响应慢。对于重型发动机， 由于排量大、 增压器大等因素， 带增压器的发动机动力输出滞后更明显， 部分驾驶员抱怨踩下油门后， 要等 10 多秒才感觉发动机有反应， 加速及 上坡时整车的响应很慢， 非常不利于驾驶的舒适性及安全性。
另外， 由于增压发动机在加速时的响应滞后， 踩下油门后， 油量喷入 加大了，但进气空气的量并未马上加大（增压还未上来， 进气空气密度小， 每次燃烧进入燃烧室的空气量就小） ， 导致燃烧恶化， 发动机加速时冒黑 烟
发明内容
本发明是为了克服上述现有技术中缺陷， 提供了一种结构筒单合理， 使 得发动机加速响应性好，改善发动机加速冒黑烟问题的发动机复合增压系统。
为达到上述目的， 根据本发明提供了一种发动机复合增压系统， 包括： 相互并联的涡轮增压器和电动增压器， 电动增压器包括： 第一压气机、 电机 和电控单元， 第一压气机由电机驱动， 电机则受与发动机 ECU连接的电控单 元控制， 通过读取发动机参数控制所述电机的工作； 电动增压器还包括： 设 置在压气机出气端的单向阀。
上述技术方案中， 涡轮增压器包括： 涡轮和第二压气机。
上述技术方案中， 第一压气机与第二压气机并联后串接入发动机进气系 统。
上述技术方案中， 第一压气机与第二压气机增压后的进气空气经过中冷 器冷却后进入发动机燃烧系统与燃料混合燃烧。
与现有技术相比， 本发明具有如下有益效果： 该发动机复合增压系统是 在原有涡轮增压器的基础上增设并联的电动增压器， 当踩下油门踏板， 发动 机加速初期， 电动增压器能迅速起动开始工作。 经过电动增压器加压的高压 空气可快速进入发动机进气系统， 在涡轮增压器响应滞后期间对进气空气短 时间二次加压， 增加发动机加速初期的进气量， 改善涡轮增压器响应滞后， 整车加速动力提升慢及加速冒黑烟等问题。 该系统体积小， 成本低， 布置改 装方便， 可在市场已投放的发动机中改装。
下面通过附图和实施例， 对本发明的技术方案做进一步的详细描述。 附图说明
附图用来提供对本发明的进一步理解， 并且构成说明书的一部分， 与 本发明的实施例一起用于解释本发明， 并不构成对本发明的限制。 在附图 中：
图 1是本发明的发动机复合增压系统的示意图；
图 2是本发明的发动机复合增压系统在 A转速负荷响应测试曲线图 (不带复合增压系统） 线性图；
图 3是本发明的发动机复合增压系统在 A转速负荷响应测试曲线图 (带复合增压系统） 线性图；
结合附图在其上标记以下附图标记：
1-涡轮增压器；
11-涡轮；
12-第二压气机；
2-发动机；
3-电动增压器；
31-第一压气机；
32-电机；
33-电控单元；
34-单向阀；
35-蓄电池；
4-中冷器。 具体实施方式
以下结合附图对本发明的优选实施例进行说明， 应当理解， 此处所描 述的优选实施例仅用于说明和解释本发明， 并不用于限定本发明。
本发明的发动机复合增压系统是在原有涡轮增压器的基础上增设并联的 电动增压器， 当踩下油门踏板， 发动机开始加速时， 电动增压器能迅速起动 开始工作， 经过电动增压器加压的高压空气瞬间进入发动机进气系统， 协助 涡轮增压器增加发动机加速初期的进气量， 改善涡轮增压器响应滞后、 加速 冒黑烟等问题。 当电动增压器不工作时， 布设在电动增压器进气端的单向阀 隔开了发动机进气系统与外部大气的连接， 防止经过涡轮增压器加压的空气 通过电动增压器进气管路泄漏出去； 当电动增压器工作时， 单向阀在压力平 衡控制下自动打开， 大量空气通过第一压气机加压进入发动机进气系统中， 补充涡轮增压器的第二压气机响应滞后导致的进气空气增压度不足及进气量 不足等问题， 使得发动机加速响应性好， 改善发动机低速排放。
如图 1所示， 该发动机复合增压系统的具体结构包括： 相互并联的涡轮 增压器 1和电动增压器 3 , 对于具有中冷器 4的发动机 2, 涡轮增压器 1布设 在中冷器 4上游， 电控增压器 3布设在中冷器 4下游， 或者与涡轮增压器 1 同样布设在中冷器 4上游， 涡轮增压器 1和电控增压器 3出气端均与发动机 2 的进气管连接， 二者增压后的进气空气进入发动机燃烧系统与燃料混合燃 烧。 电控增压器 3布设在中冷器 4下游时， 其加压空气先进入中冷器 4冷却， 防止电控增压器 3的第一压气机 31的空气加压后升温太多。对于不具有中冷 器 4的发动机 2, 则电控增压器 3与涡轮增压器 1并联布置在发动机 2的进 气管前即可。
涡轮增压器为现有系统， 布设在中冷器 4上游， 主要包括： 涡轮 11和第 二压气机 12, 发动机 2运转时， 涡轮增压器 1的第二压气机 12在涡轮 11的 带动下一直在转动给进气空气加压， 增压后的空气经过中冷器 4冷却后经进 气管进入发动机 2的燃烧系统与燃料混合燃烧。
电动增压器主要包括： 第一压气机 31、 电机 32、 电控单元 33和蓄电池 35。 其中， 第一压气机 31与电机 32连接， 由电机 32驱动； 第一压气机 31 是现有技术的普通叶轮压气机， 其出气端还布设有单向阀 34, 单向阀 34与 第一压气机 31是密封连接。 当单向阀 34附近的进气管内部压力大于环境压 力时， 它是关闭的； 当单向阀 34附近的进气管内部压力小于环境压力时才打 开， 也就是说： 其只允许气流从电动增压器压气机流向发动机进气系统， 而 不允许发动机进气系统中的空气通过电动增压器的进气管路泄漏出去。 发动 机 2工作时， 第二压气机 12在涡轮 11带动下一直对进气空气加压， 此时进 气管内部压力是大于环境气压的， 在压力作用下， 单向阀 34是关闭的； 当第 一压气机 31运转时，单向阀 34附近的进气管压力会被抽吸成小于环境压力， 此时单向阀 34打开， 外部空气进入第一压气机并加压进入发动机的进气管。 第一压气机 31的轴承部位有机油润滑，该润滑部位的机油与发动机主油道是 相通的。
电机 32是直流电机， 其转速可通过电压的改变而控制， 并受电控单元 33控制； 该电控单元 33与发动机 2的 ECU或传感器连接， 电动增压器的工 况（最高转速， 持续时间等）会随发动机转速的不同而不同， 这些控制策略 写入电控单元 33中， 通过读取发动机参数控制电机 32的工作， 使发动机 2 加速时能在最优状态下运行。 出于保护蓄电池 35及第一压气机连续加压会导 致进气空气温度较大上升等因素考虑， 电机 32设有一个最长连续运转时间， 超过时间则电控单元 33会自动断电， 停止电机 32的运转。 出于安全等原因 考虑， 电机 32启动运转停止后， 一定时间内是不能再启动的， 也就是说不允 许电机 32连续启动， 这个时间的设定编写入电控单元 33中。
电机 32及电控单元 33等发动机的电器件均与蓄电池 35相连接，由蓄电 池 35提供电力。 第一压气机只在加速时才工作并且时间 ^艮短， 整个电动增压 器也不大， 所以并不需要额外的电器系统、 更大的布置空间或更大的蓄电池 35等， 可在现有的整车系统中布置安装即可， 减少了改装成本， 能方便地在 市场使用中的发动机上改装。
电动增压器的压气机 12与涡轮增压器的压气机 31并联组成复合增压系 统， 该复合增压系统与发动机进气系统串联， 为发动机进气系统供气。 发动 机 2运转时， 涡轮增压器 1的第二压气机 12在涡轮 11带动下一直在转动给 进气空气加压， 电控增压器 3的第一压气机 31则只在加速时（即踩下油门踏 板时） ， 其电机在电控单元控制下转动并给进气空气加压。 电机在油门踏板 踩下时就立即启动并高速运转， 带动第一压气机工作， 其在极短时间 （一般 少于 3秒） 内即可达到最高稳定转速， 第一压气机运转时间一般不长， 当进 气空气的增压度上来后就停止运转， 时间的长短受发动机的电控单元控制。 第一压气机在不工作时， 其出气管路与第二压气机是相通的， 也就是说第一 压气机周围都是第二压气机增压后的空气， 电动增压器的空腔（进气管、 压 气机、 出气管等）增大了发动机进气系统的容积， 可减少进气系统压力的波 动， 其效果相当于定容增压， 对发动机的性能有利。 当第一压气机运转时， 是在第二压气机增压的基础上再增压， 所有增压度并不需要很高 （不需要高 性能的电机， 成本较低） ， 加压后的空气温度升高也不大。
当发动机加速时， 电动增压器的电机 32在电控单元 33的控制下能迅速 起动开始工作，经过电动增压器的压气机 31加压的空气快速进入发动机进气 系统， 补充涡轮增压器由于响应滞后导致的不足进气量， 改善由于涡轮增压 器响应滞后导致的柴油机加速无力及加速冒黑烟等问题。 当电动增压器不工 作时， 单向阀关闭， 隔开了外界空气与发动机进气系统的连接， 防止经过涡 轮增压器加压的空气通过电动增压器进气管路泄漏出去。 另外， 与发动机进 气系统相连的电动增压器能增大发动机增压部分进气系统的容积， 对进气系 统有扩容作用， 可减少增压后进气管气体的压力波动， 对发动机性能有利。 该发动机增压系统结构筒单， 体积小， 成本低， 能方便地用于市场上的改装， 可较大地改善发动机的加速响应性及降低加速冒黑烟问题。
以下数据及图表通过与不带复合增压系统对比， 说明了使用复合增压系 统后瞬态性能测试及结果。 该数据测试的是在一定转速下， 发动机从负荷 0 变化到 100%的瞬态响应特性。
测试中， 油门踏板采取自动控制方式。 而且台架上的控制器对油门踏板 实行开环控制。 油门踏板的指令是一个脉宽信号， 该信号的作用就是根据测 试需要， 在任一转速下， 使负荷在 0和 100%之间转换。 因为所有的测试环节 均在恒定的转速下进行， 所以发动机的扭矩与测功机的扭矩读数一致（也就 是说， 没有惯性矩参杂在测试读数中 ) 。
如图 2所示， 下述循环控制是发动机在 A转速（ 1400rpm ) , 不带复合 增压系统（发动机原有状态， 带排气涡轮增压器， 不带电动增压器）下进行， A转速只是多次测试中的一个转速， 本发明只以 A转速的瞬态响应数据作举 例说明， 其它测试数据则不——列出。 测试中， 整个系统对油门踏板指令的 响应时间为 0.25秒。 发动机则需要 3.5秒的时间将扭矩从 0升高到最大扭矩 的 90%。 进气歧管压力恒定并基本达到最大值则需要大约 6秒时间。
如图 3所示， 下述循环控制是发动机在 A转速（ 1400rpm ) , 带复合增 压系统（发动机带排气涡轮增压器及电动增压器， 测试环境与参数控制等与 不带复合增压系统相同） 下进行。 测试中， 整个系统对油门踏板指令的响应 时间为 0.25秒。发动机则需要 1.7秒的时间将扭矩从 0升高到最大扭矩的 90%。 进气歧管压力恒定并基本达到最大值大约需要 2秒时间。
从图 3可以看出， 当油门踏板踩下， 复合增压系统在大约 1秒左右对进 气系统的空气起增压作用， 快速提升进气系统的进气压力， 使进气系统进气 压力达到最大值的时间从原有的 6秒减少到 2秒。发动机负荷从 0变化到 90% 最大负荷的时间也从原来的 3.5秒减少到 1.7秒， 瞬态响应更迅速。
需要说明的是， 这些变化是发动机燃油系统控制策略未改变时的测试数 据，当发动机燃油系统控制策略根据复合增压系统的特性进行相应调整后（如 瞬态时加大喷油量等） ， 则发动机负荷从 0变化到 90%最大负荷所需的时间 将会更少。
瞬态测试中， 我们也测试了烟度的变化， 原有状态下， 瞬态加速期间不 透光烟度值为 8% ,带复合增压系统后，瞬态加速期间不透光烟度值为 5.2% , 烟度值也得到极大的减少。
以上测试只代表某特定发动机在 A转速状态下， 带复合增压系统时瞬态 加速响应性及烟度的变化曲线及其与原有发动机状态 （不带复合增压系统） 的区别， 带复合增压系统后， 与原有发动机状态相比， 发动机的瞬态响应性 更好， 烟度排放更少。 这种有益效果随发动机转速的改变而改变， 发动机转 速越低， 这种有益效果则更明显。
最后应说明的是： 以上实施例仅用以说明本发明的技术方案， 而非对其 限制； 尽管参照前述实施例对本发明进行了详细的说明， 本领域的普通技术 人员应当理解： 其依然可以对前述各实施例所记载的技术方案进行修改， 或 者对其中部分技术特征进行等同替换； 而这些修改或者替换， 并不使相应技 术方案的本质脱离本发明各实施例技术方案的精神和范围。

Claims

权 利 要 求 书
1. 一种发动机复合增压系统， 其特征在于， 包括： 相互并联的涡轮增 压器和电动增压器， 所述电动增压器包括： 第一压气机、 电机和电控单元， 所述第一压气机由电机驱动， 所述电机则受与发动机 ECU连接的电控单 元控制， 通过读取发动机参数控制所述电机的工作； 所述电动增压器还包 括： 设置在压气机出气端的单向阀。
2. 根据权利要求 1所述的发动机复合增压系统， 其特征在于： 所述涡 轮增压器包括： 涡轮和第二压气机， 所述第一压气机与第二压气机并联后 串接入发动机进气系统。
3. 根据权利要求 1所述的发动机复合增压系统， 其特征在于： 所述涡 轮增压器布设在中冷器上游， 所述电控增压器布设在所述中冷器下游， 或 者布设在所述中冷器上游， 所述涡轮增压器和电控增压器的出气端均与发 动机的进气管连接。
4. 根据权利要求 1至 3中任一项所述的发动机复合增压系统，其特征 在于： 所述单向阀与第一压气机密封连接， 当所述单向阀的进气管内部压 力大于环境压力时， 所述单向阀关闭； 当所述单向阀的进气管内部压力小 于环境压力时， 所述单向阀打开。
5. 根据权利要求 1所述的发动机复合增压系统， 其特征在于： 所述电 机为直流电机。
6. 根据权利要求 1所述的发动机复合增压系统， 其特征在于： 所述电 机及电控单元均与蓄电池连接供电。
PCT/CN2013/088235 2013-01-09 2013-11-29 发动机复合增压系统 WO2014107999A1 (zh)

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