WO2020216568A1 - Appareil et procédé de commande d'un système de compresseur de suralimentation électrique double - Google Patents

Appareil et procédé de commande d'un système de compresseur de suralimentation électrique double Download PDF

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Publication number
WO2020216568A1
WO2020216568A1 PCT/EP2020/058449 EP2020058449W WO2020216568A1 WO 2020216568 A1 WO2020216568 A1 WO 2020216568A1 EP 2020058449 W EP2020058449 W EP 2020058449W WO 2020216568 A1 WO2020216568 A1 WO 2020216568A1
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WO
WIPO (PCT)
Prior art keywords
mode
control
power consumption
control mode
twin
Prior art date
Application number
PCT/EP2020/058449
Other languages
English (en)
Inventor
Jongsuk Lim
HanYong PARK
Dowan Kim
Original Assignee
Vitesco Technologies GmbH
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 Vitesco Technologies GmbH filed Critical Vitesco Technologies GmbH
Publication of WO2020216568A1 publication Critical patent/WO2020216568A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • 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
    • F02B39/16—Other safety measures for, or other control of, pumps
    • 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
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • F02B37/183—Arrangements of bypass valves or actuators therefor
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/1015—Air intakes; Induction systems characterised by the engine type
    • F02M35/10157—Supercharged engines
    • 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
    • F02B37/12—Control of the pumps
    • F02B2037/125—Control for avoiding pump stall or surge
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1412—Introducing closed-loop corrections characterised by the control or regulation method using a predictive controller
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/227—Limping Home, i.e. taking specific engine control measures at abnormal conditions
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D41/1406—Introducing closed-loop corrections characterised by the control or regulation method with use of a optimisation method, e.g. iteration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
    • F02M35/10255—Arrangements of valves; Multi-way valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/40—Application in turbochargers
    • 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 present invention relates to an apparatus and method for controlling a twin electric supercharger system, and more specifically relates to an apparatus and method for controlling a twin electric supercharger system which ensure that an optimal control mode among the control modes for supercharging in the twin electric supercharger system can be determined.
  • superchargers or charger systems are apparatuses which produce maximum torque and output that are higher than in a natural suction engine having the same displacement, by allowing intake air to be supplied into the cylinders of the engine at a pressure higher than atmospheric pressure. That is to say,
  • superchargers or charger systems are used in order to improve the output of vehicles.
  • Such superchargers include turbochargers and
  • turbochargers operate using a method in which the exhaust gases generated in the engine rotate the turbine of the turbocharger, thereby operating a compressor through the rotational power of the turbine and so compressing air and sending same to the engine.
  • superchargers operate using a method in which a compressor/blower is rotated using the power of the engine (crank shaft), thereby forcibly supplying external air to the combustion chamber of the engine.
  • the electric supercharger related to an embodiment of the present invention operates using a method in which the turbine is turned using the force of an electric motor rather than the power of the engine to supercharge the engine.
  • the present invention has been devised to solve the problems such as the above, and has the objective of providing an apparatus and method for controlling a twin electric supercharger system which ensure that an optimal control mode, among the control modes for supercharging in the twin electric supercharger system, can be determined on the basis of the electric power consumption of each of the electric superchargers which constitute the twin electric supercharger system.
  • the apparatus for controlling a twin electric supercharger system is characterized by comprising: a first and second supercharger which compress air; an airflowpath forming portion which forms an air flowpath such that air from an air cleaner is compressed by means of at least one of the first and second superchargers and is supplied to the engine; and a control unit which detects predesignated operating region information and controls the first and second superchargers and the air flowpath forming portion in accordance with the control mode determined based on said information, and also determines the optimal control mode, which has the lowest electric power consumption, on the basis of the electric power consumption of each of the plurality of control modes for supercharging in the twin electric supercharger system.
  • a characterizing feature in the present invention is that said air flowpath forming portion comprises: a first bypass pipe which supplies air from said air cleaner to said first supercharger; a first bypass valve which controls the amount of air supplied through said first bypass pipe; an air supply pipe which supplies air from said air cleaner to said second supercharger; a second bypass pipe which supplies air from said second supercharger to said first supercharger; a second bypass valve which controls the amount of air supplied through said second bypass pipe; an air suction pipe which supplies the air delivered from at least one of said first supercharger and said second supercharger to the engine; a third bypass pipe which supplies air from said second supercharger to said air suction pipe; and a third bypass valve which controls the amount of air supplied through said third bypass pipe.
  • a characterizing feature in the present invention is that the control unit calculates the electric power consumption (EPC) with respect to each control mode by using a predesignated look-up table or using a predesignated arithmetic expression.
  • EPC electric power consumption
  • a characterizing feature in the present invention is that said control mode includes at least one of: a general mode or limp home mode in which said first, second and third bypass valves of the air flowpath forming portion are completely open; a single mode in which the air supplied through said first bypass pipe of the air flowpath forming portion is compressed by said first supercharger so as to be supplied to the engine through said air suction pipe; a serial mode in which the air is compressed by said second supercharger so as to be delivered through said second bypass pipe to said first supercharger and the air delivered from said second supercharger is compressed by said first supercharger and then supplied to the engine through said air suction pipe; and a parallel mode in which air is compressed by said second supercharger so as to be supplied through said air suction pipe to the engine, and the air supplied through said first bypass pipe is compressed by said first supercharger so as to be supplied through said air suction pipe to the engine.
  • a characterizing feature in the present invention is that, in order to set the control mode of the twin electric supercharger system to the normal mode, when preset conditions for switching to a limp home mode are not detected and also preset conditions for implementing supercharging are not detected, the control unit outputs the rotational speed of the supercharger and bypass valve on/off values as control values corresponding to the normal mode.
  • a characterizing feature in the present invention is that, when the preset conditions for implementing supercharging are detected, the control unit checks whether the plurality of control modes for supercharging in the twin electric supercharger system are over the choke line, and the control modes over the choke line are excluded (inhibited) from being subject to control mode determination, and also, the control unit checks whether the plurality of control modes for supercharging in the twin electric supercharger system are over the surge line, and the control modes over the surge line are excluded (inhibited) from being subject to control mode determination.
  • a characterizing feature in the present invention is that the choke line means an imaginary line that connects and displays the maximum supercharging flow with respect to the compression ratio, on the mechanical efficiency characteristics map of the compressor in the twin electric supercharger system, while the surge line means an imaginary line that connects and displays the maximum compression ratio with respect to the supercharging flow, on the mechanical efficiency characteristics map of the compressor in the twin electric supercharger system.
  • the control unit is implemented in such a way that, when checking whether the plurality of control modes for supercharging in the twin electric supercharger system are over the choke line, the control unit does not perform the over-the-choke-line check for at least one predesignated control mode.
  • a characterizing feature in the present invention is that the control mode that is predesignated so as not to perform the over-the-choke-line check comprises a parallel mode.
  • a characterizing feature in the present invention is that the control unit is implemented in such a way that, when checking whether the plurality of control modes for supercharging in the twin electric supercharger system are over the surge line, the control unit does not perform the over-the-s urge-line check for at least one predesignated control mode.
  • a characterizing feature in the present invention is that the control mode that is predesignated so as not to perform the over-the-surge-line check comprises a serial mode.
  • a characterizing feature in the present invention is that, for each control mode that does not go over both the choke line and the surge line among the plurality of control modes of the twin electric supercharger system, the control unit calculates and compares the electric power consumption and determines that the control mode with the lowest electric power consumption is the optimal control mode.
  • a characterizing feature in the present invention is that, for the calculation and comparison of the electric power consumption for each of the control modes, the control unit performs a comparison of the last electric power consumption, to which a preset hysteresis value of the current control mode has been applied, and the electric power consumption of other control modes, and then, when the electric power consumption of another control mode is lower than the last electric power consumption, in which a hysteresis value has been applied to the electric power consumption of the current control mode, makes a decision to switch the current control mode to the other control mode.
  • a characterizing feature in the present invention is that, when the control mode having the lowest electric power consumption is a single mode, the control unit outputs control values corresponding to the single mode; when the control mode having the lowest electric power consumption is a serial mode, the control unit outputs control values corresponding to the serial mode; when the control mode having the lowest electric power consumption is a parallel mode, the control unit outputs control values corresponding to the parallel mode, and the twin electric supercharger system is driven in accordance with the control values corresponding to each set control mode, and the control values comprise the rotational speed of the supercharger and bypass valve on/off values.
  • the method for controlling a twin electric supercharger system is characterized by comprising steps in which: the control unit detects the current control mode among a plurality of control modes for supercharging in a twin electric supercharger system; when preset conditions for implementing supercharging are detected in the current control mode, the control unit checks whether the plurality of control modes for supercharging in the twin electric supercharger system respectively go over the choke line or the surge line; the control unit calculates and compares the electric power consumption of each of the control modes which go over neither the choke line nor the surge line; and, depending on the results of comparing the electric power consumption, the control unit determines that the control mode with the lowest electric power consumption is the optimal control mode.
  • a characterizing feature in the present invention is that the method also comprises a step in which: when the preset conditions for switching to a limp home mode are not detected and also preset conditions for implementing supercharging are not detected in the current control mode, the control unit sets the control mode of the twin electric supercharger system to the normal mode.
  • a characterizing feature in the present invention is that in the step of checking whether the plurality of control modes go over the choke line or the surge line, the control unit excludes (inhibits) any control mode which is over the choke line or the surge line from being subject to control mode determination.
  • a characterizing feature in the present invention is that the control unit is implemented in such a way that, when checking whether the plurality of control modes for supercharging in a twin electric supercharger system are over the choke line, the over-the-choke-line check is not performed with respect to at least one predesignated control mode, and the control mode that is predesignated so as not to perform the over-the-choke-line check comprises a parallel mode.
  • a characterizing feature in the present invention is that the control unit is implemented in such a way that, when checking whether the plurality of control modes for supercharging in a twin electric supercharger system are over the surge line, the over-the-s urge-line check is not performed with respect to at least one predesignated control mode, and the control mode that is predesignated so as not to perform the over-the-surge-line check comprises a serial mode.
  • a characterizing feature in the present invention is that, for the calculation and comparison of the electric power consumption for each of the control modes, the control unit performs a comparison of the last electric power consumption, to which a preset hysteresis value of the current control mode has been applied, and the electric power consumption of other control modes, and then, when the electric power consumption of another control mode is lower than the last electric power consumption, in which a hysteresis value has been applied to the electric power consumption of the current control mode, makes a decision to switch the current control mode to the other control mode.
  • a characterizing feature in the present invention is that, in the step of determining that the control mode with the lowest electric power consumption is the optimal control mode: when the control mode having the lowest electric power consumption is a single mode, the control unit outputs control values corresponding to the single mode; when the control mode having the lowest electric power consumption is a serial mode, the control unit outputs control values corresponding to the serial mode; when the control mode having the lowest electric power consumption is a parallel mode, the control unit outputs control values corresponding to the parallel mode, and the twin electric supercharger system is driven in accordance with the control values corresponding to each set control mode, and the control values comprise the rotational speed of the supercharger and bypass valve on/off values.
  • the present invention ensures that an optimal control mode, among the control modes for supercharging in the twin electric supercharger system, can be determined on the basis of the electric power consumption of each of the electric superchargers which constitute the twin electric supercharger system.
  • FIG. 1 is an illustrative drawing schematically showing features of the apparatus for controlling the twin electric supercharger system according to one embodiment of the present invention.
  • FIG. 2 is an illustrative drawing for explaining the air flow in the normal mode or limp home mode in FIG. 1.
  • FIG. 3 is an illustrative drawing for explaining the air flow in the single mode in FIG. 1.
  • FIG. 4 is an illustrative drawing for explaining the air flow in the serial mode in FIG. 1.
  • FIG. 5 is an illustrative drawing for explaining the air flow in the parallel mode in FIG. 1.
  • FIG. 6 is a flowchart for explaining the method for controlling the twin electric supercharger system according to one embodiment of the present invention.
  • FIG. 7 is an illustrative drawing showing the mechanical efficiency characteristics map of the compressor in the twin electric supercharger system according to the present embodiment.
  • FIG. 1 is an illustrative drawing schematically showing features of the apparatus for controlling the twin electric supercharger system according to one embodiment of the present invention.
  • the apparatus for controlling the twin electric supercharger system comprises: an air cleaner (10); a first supercharger (20); a second supercharger (30); an air flowpath forming portion (60); and a control unit (70).
  • the first supercharger (20) compresses the air supplied through a first bypass pipe (62) from the air cleaner (10) in accordance with the control signal of the control unit (70).
  • the second supercharger (30) compresses the air supplied through an air supply pipe (61 ) from the air cleaner (10) in accordance with the control signal of the control unit (70).
  • the air cleaner (10) filters out foreign matter contained in the external air flowing in from the outside.
  • the air flowpath forming portion (60) forms an air flowpath such that air from an air cleaner (10) is compressed by means of at least one of the first supercharger (20) and second supercharger (30) and is supplied to the engine (80).
  • the air flowpath forming portion (60) comprises: an air supply pipe (61 ), a first bypass pipe (62), a second bypass pipe (63), a third bypass pipe (64), an air suction pipe (65), a first bypass valve (66), a second bypass valve (67) and a third bypass valve (68).
  • the air supply pipe (61 ) has one side connected to the air cleaner (10) and the other side connected to the second supercharger (30) so as to supply the air discharged from the air cleaner (10) to the second supercharger (30).
  • the first bypass pipe (62) has one side connected to the air cleaner (10) and the other side connected to the first supercharger (20) so as to supply the air discharged from the air cleaner (10) to the first supercharger (20).
  • the first bypass valve (66) is installed in the first bypass pipe (62) and regulates the air flow supplied through the first bypass pipe (62) to the first supercharger (20). That is to say, the first bypass valve (66) regulates the air flow supplied through the first bypass pipe (62) by regulating its degree of opening in accordance with the control signal of the control unit (70).
  • the second bypass pipe (63) has one side connected to the second supercharger (30) and the other side connected to the first supercharger (20) so as to supply the air discharged from the second supercharger (30) to the first supercharger (20).
  • the second bypass valve (67) is installed in the second bypass pipe (63) and regulates the air flow supplied from the second supercharger (30) through the second bypass pipe (63) to the first supercharger (20). That is to say, the second bypass valve (67) regulates the air flow supplied through the second bypass pipe (63) to the first supercharger (20) by regulating its degree of opening in accordance with the control signal of the control unit (70).
  • the third bypass pipe (64) has one side connected to the second supercharger (30) and the other side connected to the air suction pipe (65) so as to supply the air discharged from the second supercharger (30) to the air suction pipe (65).
  • the third bypass valve (68) is installed in the third bypass pipe (64) so as to regulate the air flow supplied through the third bypass pipe (64) to the air suction pipe (65). That is to say, the third bypass valve (68) regulates the airflow supplied through the third bypass pipe (64) to the air suction pipe (65) by regulating its degree of opening in accordance with the control signal of the control unit (70).
  • the air suction pipe (65) has one side connected to the first supercharger (20) and the other side connected to the engine (80).
  • an intercooler (40) and a throttle valve (50) can be additionally installed on the other side of the air suction pipe (65).
  • the intercooler (40) cools the air supplied through the air suction pipe (65).
  • the intercooler (40) can adopt both a water cooling method which uses cooling water to cool air or an air cooling method which uses air for cooling.
  • the throttle valve (50) is installed on the air suction pipe (65) at the rear end of the intercooler (40) so as to undertake load control when the first supercharger (20) and the second supercharger (30) are not operating, whilst, when the first supercharger (20) or the second supercharger (30) is operating, the throttle valve (50) is controlled to be opened to the maximum so that the pumping loss of the first supercharger (20) or the second supercharger (30) is minimized.
  • the control unit (70) detects operating region information for controlling the supercharging flow rate to the engine (80), and the operating region information may include the number of engine revolutions, target intake air amount, target suction to compression ratio (target suction to compression ratio of the front and rear ends of the compressor), engine torque and suction air pressure.
  • a separate means for detecting the operating region information may also be included.
  • the control unit (70) determines a control mode in accordance with the detected operating region information and controls the first supercharger (20), the second supercharger (30) and the bypass valves (66, 67, 68) of the air flowpath forming portion (60) in accordance with the determined control mode.
  • control unit (70) controls the rotational speed of the first supercharger (20) and the second supercharger (30) and the degree of opening of the first to third bypass valves (66-68) in accordance with the determined control mode (e.g. normal mode or limp home mode, single mode, serial mode and parallel mode).
  • the determined control mode e.g. normal mode or limp home mode, single mode, serial mode and parallel mode.
  • control unit (70) determines the optimal control mode, from among the three types of control mode for supercharging in a twin electric supercharger system, on the basis of the operating region target values of the engine (e.g. compression ratio and supercharging flow rate) and the consumed power predicted from the mechanical and electrical efficiencies of each of the electric superchargers that constitute the twin electric supercharger system from the operating region target values in question.
  • the operating region target values of the engine e.g. compression ratio and supercharging flow rate
  • FIG. 2 is an illustrative drawing for explaining the air flow in the normal mode or limp home mode in FIG. 1 ;
  • FIG. 3 is an illustrative drawing for explaining the air flow in the single mode in FIG. 1 ;
  • FIG. 4 is an illustrative drawing for explaining the air flow in the serial mode in FIG. 1 ;
  • FIG. 5 is an illustrative drawing for explaining the air flow in the parallel mode in FIG. 1. As shown in FIG.
  • the general mode (normal mode) or limp home mode is a control mode in which air is supplied through the first bypass pipe (62), the second bypass pipe (63), the third bypass pipe (64) and the air suction pipe (65) to the engine (80), by completely opening the first bypass valve (66), the second bypass valve (67) and the third bypass valve (68).
  • the limp home mode when the limp home mode satisfies the predesignated conditions for entering the limp home mode from the general mode (normal mode), single mode, serial mode and parallel mode, the limp home mode can be entered.
  • the single mode is a control mode in which the air supplied through the first bypass pipe (62) is compressed by the first supercharger (20) and then the air is supplied through the air suction pipe (65) to the engine (80).
  • the serial mode is a control mode in which the air is compressed by the second supercharger (30) and is delivered through the second bypass pipe (63) to the first supercharger (20), and the air delivered from the second
  • the parallel mode is a control mode in which the air is compressed by the second supercharger (30) and is supplied through the air suction pipe (65) to the engine (80), and, in addition, the air supplied through the first bypass pipe (62) is compressed by the first supercharger (20) and is supplied through the air suction pipe (65) to the engine (80).
  • control unit (70) controls the rotational speed of the first supercharger (20) and the second supercharger (30) in accordance with the control mode in question, and controls the degree of opening of at least one of the first to the third bypass valves (66-68), thereby enabling operation in the control mode in question.
  • control unit (70) switches to (or determines) the optimal control mode corresponding to the state of the vehicle in the current control mode.
  • FIG. 6 is a flowchart for explaining the method for controlling the twin electric supercharger system according to one embodiment of the present invention.
  • the control unit (70) sets (S103) the control mode of the twin electric supercharger system to the limp home mode. That is to say, the control unit (70) outputs the control values (i.e.
  • the current control mode is not the normal mode but may be any control mode among the three types of supercharging mode (e.g. single mode, serial mode and parallel mode).
  • control unit (70) sets (S105) the control mode of the twin electric supercharger system to the normal mode. That is to say, the control unit (70) outputs the control values (i.e. the rotational speed of the supercharger (speed setpoint) and on/off of the bypass valves) corresponding to the normal mode.
  • control unit (70) checks (S106) whether the three types of control mode
  • twin electric supercharger system e.g. single mode, serial mode and parallel mode
  • the twin electric supercharger system are all over the choke line.
  • the choke line means the imaginary line that connects and displays the maximum supercharging flow (volume flow) with respect to the compression ratio (pressure ratio), on the mechanical efficiency characteristics map of the compressor in the twin electric supercharger system according to the present embodiment.
  • the control unit (70) sets (S107) the control mode of the twin electric supercharger system to a predesignated allowed mode (e.g. parallel mode).
  • a predesignated allowed mode e.g. parallel mode
  • at least one control mode predesignated as the allowed mode e.g. parallel mode
  • the parallel mode is the control mode used to correspond to several supercharging flow rates, and if one assumes a case in which even the parallel mode is over the choke line and excluded (inhibited) when the other control modes are over the choke line, the control mode can be switched to the normal mode. Therefore, the over-the-choke-line check cannot be performed for at least one of the allowed modes. Furthermore, when the three types of control mode are all over the choke line, the control mode can be set to at least one predesignated allowed mode (e.g. parallel mode).
  • control unit (70) outputs the control values (i.e. the rotational speed of the supercharger (speed setpoint) and on/off of the bypass valves) corresponding to the parallel mode.
  • control values i.e. the rotational speed of the supercharger (speed setpoint) and on/off of the bypass valves.
  • the allowed mode e.g. parallel mode
  • the present invention is not limited thereto.
  • the three types of control mode e.g. single mode, serial mode and parallel mode
  • the three types of control mode or the control modes that are not over the choke line are all checked (S108) to see whether they are over the surge line.
  • the surge line means the imaginary line that connects and displays the supercharging flow (volume flow) with respect to the maximum compression ratio (pressure ratio), on the mechanical efficiency characteristics map of the compressor in the twin electric supercharger system according to the present embodiment.
  • At least one control mode predesignated as the allowed mode can be selected so as to avoid performing the over-the-surge-line check.
  • the control mode can be switched to the normal mode. Therefore, the over-the-surge-line check cannot be performed for at least one of the allowed modes.
  • the control mode can be set to at least one predesignated allowed mode (e.g. serial mode).
  • the control unit (70) sets (S109) the control mode of the twin electric supercharger system to a predesignated allowed mode (e.g. serial mode). That is to say, the control unit (70) outputs the control values (i.e. the rotational speed of the supercharger (speed setpoint) and on/off of the bypass valves) corresponding to the serial mode.
  • a predesignated allowed mode e.g. serial mode
  • the control unit (70) outputs the control values (i.e. the rotational speed of the supercharger (speed setpoint) and on/off of the bypass valves) corresponding to the serial mode.
  • the allowed mode e.g. serial mode
  • the allowed mode is an illustrative mode and the present invention is not limited thereto.
  • the control unit(70) calculates and compares (S1 10) the electric power consumption (EPC) for each control mode, with respect to the three types of control mode (or with respect to the control modes that are not over the choke line and surge line).
  • the control unit (70) when comparing the electric power consumption (EPC) for each control mode, applies a preset hysteresis value of the current control mode and carries out comparison.
  • the hysteresis value can be understood to be a type of upper/lower (+,-) margin value.
  • the final electric power consumption in which the hysteresis value has been applied to the electric power consumption (EPC) of the single mode, is compared to the electric power consumption (EPC) of another control mode (e.g. serial mode, parallel mode).
  • EPC electric power consumption
  • the electric power consumption (EPC) of the other control mode e.g. serial mode, parallel mode
  • EPC final electric power consumption
  • the calculation can be performed by using a predesignated look-up table or a predesignated arithmetic expression (or function).
  • the control mode with the lowest electric power consumption (EPC) according to the results of calculating and comparing the electric power consumption (EPC) for each control mode is set (S1 12, S1 13, S1 14).
  • control unit (70) when the control mode having the lowest electric power consumption (EPC) is the single mode (S1 12), the control unit (70) outputs control values (i.e. the rotational speed of the supercharger (speed setpoint) and on/off of the bypass valves) corresponding to the single mode (S1 12); when the control mode having the lowest electric power consumption (EPC) is the serial mode (S1 13), the control unit (70) outputs control values (i.e. the rotational speed of the supercharger (speed setpoint) and on/off of the bypass valves) corresponding to the serial mode (S1 13); and when the control mode having the lowest electric power consumption (EPC) is the parallel mode (S 1 14), the control unit (70) outputs control values (i.e. the rotational speed of the supercharger (speed setpoint) and on/off of the bypass valves) corresponding to the parallel mode (S1 14).
  • control values i.e. the rotational speed of the supercharger (speed setpoint) and on/off of the
  • control unit (70) drives (S 1 15) the twin electric supercharger system according to the present embodiment by using control values (i.e. the rotational speed of the supercharger (speed setpoint) and on/off of the bypass valves) corresponding to the set control mode.
  • control values i.e. the rotational speed of the supercharger (speed setpoint) and on/off of the bypass valves
  • the present embodiment ensures that an optimal control mode, among the control modes for supercharging in the twin electric supercharger system, can be determined on the basis of the electric power consumption of each of the electric superchargers which constitute the twin electric supercharger system.
  • the present embodiment determines the optimal control mode, in which the driving power of the compressor system can be minimized, on the basis of the current operating region target values and mechanical and electrical efficiencies of the compressor, and thus the effort put into engine dynamometer testing can be minimized relative to the optimal control mode determination method based on conventional testing, and also the loss of power consumed by driving the electric superchargers can be minimized so as to allow an improvement in fuel economy for driving the engine by applying the optimal control mode determination method for a twin electric supercharger system in an engine operating region which is driven in accordance with the demands of the driver.
  • processors which are generally called processing devices and, for example, include computers, microprocessors, integrated circuits and programmable logic devices.
  • Processors include communication devices such as computers for easy communication of information between end users, cell phones, mobile/personal information terminals (personal digital assistants“PDA”) and other devices.
  • PDA personal digital assistants
  • Air cleaner 20 First supercharger
  • Throttle valve 60 Air flowpath forming portion
  • Air supply pipe 62 First bypass pipe
  • Second bypass pipe 64 Third bypass pipe
  • Air suction pipe 66 First bypass valve
  • Second bypass valve 68 Third bypass valve
  • Control unit 80 Engine

Abstract

La présente invention concerne un procédé de commande d'un système de compresseur de suralimentation électrique double, ledit procédé comprenant des étapes dans lesquelles : l'unité de commande détecte le mode de commande courant parmi une pluralité de modes de commande pour la suralimentation dans un système de compresseur de suralimentation électrique double ; lorsque les conditions préétablies de mise en œuvre de la suralimentation sont détectées dans le mode courant, l'unité de commande vérifie si la pluralité de modes de commande pour la suralimentation dans le système de compresseur de suralimentation électrique double passent respectivement sur la ligne d'évacuation ou la ligne de surtension ; l'unité de commande calcule et compare la consommation d'énergie électrique de chacun des modes de commande qui ne passent pas sur la ligne d'évacuation ou la ligne de surtension ; et, en fonction des résultats de la comparaison de la consommation d'énergie électrique, l'unité de commande détermine le mode de commande avec la consommation d'énergie électrique la plus faible comme étant le mode de commande optimal.
PCT/EP2020/058449 2019-04-25 2020-03-26 Appareil et procédé de commande d'un système de compresseur de suralimentation électrique double WO2020216568A1 (fr)

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