WO2024001691A1 - 混合动力型车辆及其增压器喘振控制方法和可读存储介质 - Google Patents

混合动力型车辆及其增压器喘振控制方法和可读存储介质 Download PDF

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Publication number
WO2024001691A1
WO2024001691A1 PCT/CN2023/098555 CN2023098555W WO2024001691A1 WO 2024001691 A1 WO2024001691 A1 WO 2024001691A1 CN 2023098555 W CN2023098555 W CN 2023098555W WO 2024001691 A1 WO2024001691 A1 WO 2024001691A1
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WIPO (PCT)
Prior art keywords
power
vehicle
engine
supercharger
generator
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PCT/CN2023/098555
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English (en)
French (fr)
Inventor
闫阳
魏爽
张松
王春鑫
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东风汽车集团股份有限公司
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Publication of WO2024001691A1 publication Critical patent/WO2024001691A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • 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
    • 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 disclosure relates to the field of vehicle technology, and in particular, to a supercharger surge control method for a hybrid vehicle, a computer-readable storage medium, and a hybrid vehicle.
  • Turbocharging technology is currently the main application measure to improve engine performance.
  • the speed of the turbocharger is very high.
  • the engine's The throttle needs to be closed quickly, otherwise it will cause the engine speed to suddenly increase or the vehicle to be unable to decelerate.
  • the throttle is closed, the turbocharger will still rotate at a high speed due to the inertia of rotation, continuing to compress the fresh air in the direction of the throttle.
  • the throttle has been closed, it will cause the increase in pressure of the supercharger.
  • boost ratio refers to the ratio of the pressure at the outlet of the supercharger to the pressure at the inlet
  • a supercharger surge control method for a hybrid vehicle, a computer-readable storage medium, and a hybrid vehicle are provided to solve the problem of existing technologies or One of the technical problems existing in related technologies.
  • a supercharger surge control method for a hybrid vehicle which includes: obtaining exhaust pressure information of the supercharger when the vehicle is in a deceleration condition; When the exhaust pressure information is greater than or equal to the first threshold, the output terminal of the control engine is connected to Connected to the vehicle's generator to consume engine power and reduce the exhaust pressure of the supercharger.
  • a computer-readable storage medium on which a computer program is stored.
  • the computer program is executed by a processor, the above-mentioned supercharger surge control method for a hybrid vehicle is implemented.
  • a vehicle including: a vehicle body; and a control device connected to the vehicle body.
  • the control device includes: a memory, a processor, and a device stored in the memory.
  • a computer program can be run on the processor, and the processor is configured to implement the above supercharger surge control method for a hybrid vehicle when executing the computer program stored in the memory.
  • Figure 1 is a schematic step flow chart of a supercharger surge control method for a hybrid vehicle according to some embodiments of the present disclosure
  • Figure 2 is a structural block diagram of a computer-readable storage medium according to some embodiments of the present disclosure
  • Figure 3 is a structural block diagram of a control device for a hybrid vehicle according to some embodiments of the present disclosure
  • FIG. 4 is a schematic structural diagram of a hybrid vehicle according to some embodiments of the present disclosure.
  • a supercharger surge control method for hybrid vehicles including:
  • Step 101 Obtain the exhaust pressure information of the supercharger when the vehicle is in deceleration condition.
  • Step 102 When the exhaust pressure information is greater than or equal to the first threshold, control the output end of the engine to be connected to the generator of the vehicle to consume the power of the engine and reduce the exhaust pressure of the supercharger. force.
  • the supercharger surge control method for hybrid vehicles at least achieves the following beneficial effects: when the vehicle is in deceleration conditions, the exhaust pressure of the supercharger is obtained Information, when the exhaust pressure information is greater than the first threshold, the supercharging pressure may be too high, which may lead to a surge phenomenon.
  • the hybrid vehicle provided by the present disclosure The supercharger surge control method controls the engine connected to the vehicle's generator. The work done by the engine can be used to drive the generator to generate electricity and charge the vehicle's power battery. At the same time, the engine's power generation power is gradually reduced until the boost pressure is reduced to no more than 100%. The level at which surge occurs can prevent the occurrence of surge.
  • the supercharger surge control method for hybrid vehicles takes into account that the root cause of surge caused by excessive pressure is the sudden drop in vehicle speed, which causes the engine throttle to quickly close. Therefore, Starting from the hybrid vehicle model equipped with a turbocharged engine, the strategy is optimized to avoid the sudden closing of the throttle valve under working conditions such as a sudden drop in vehicle speed. Then, the control strategy is implemented to relieve pressure and avoid supercharging pressure. If it is too high, surge will occur.
  • the supercharger surge control method for hybrid vehicles suppresses or eliminates the surge phenomenon, and has at least the following technical effects: 1. It can reduce the cost of parts: using software control strategies to replace pressure relief Valve, canceling the pressure relief valve and its corresponding pipelines can save material costs of about 100 yuan; 2. Improved interface quality: canceling the pressure relief valve and its corresponding pipelines can reduce more than 8 hardware interfaces to prevent leakage. Risk of incorrect installation; 3. NVH improvement: cancel the pressure relief valve, reduce the knocking sound of the pressure relief valve, and improve user experience; 4. Weight reduction: this plan reduces the weight by at least 1KG, achieving a weight reduction plan; 5. Improvement of beautiful layout : This plan eliminates the hardware pressure relief valve and its pipeline, which is more conducive to improving the aesthetics of the layout.
  • the supercharger surge control method of a hybrid vehicle may also include the following steps: collecting the traveling speed information of the vehicle, and when the traveling speed information decreases for the first time within a preset period, At the second threshold, it is determined that the vehicle is in deceleration condition.
  • the vehicle's traveling speed in order to determine that the vehicle is in a deceleration condition, can be collected in real time. If the vehicle's traveling speed drops by a second threshold within a preset period, it means that the vehicle is in a certain state. Sudden braking is performed within a certain period of time, and sudden braking is particularly prone to surge phenomena. Therefore, it is necessary to reduce the vehicle's traveling speed information within a preset period The working condition that exceeds the second threshold is determined as a deceleration working condition, and the exhaust pressure information under this working condition is collected.
  • the second threshold can be set by the user, or can be directly set in the controller of the vehicle during the factory process.
  • the step of controlling the output end of the engine to be connected to the generator of the vehicle to consume the power of the engine and reducing the exhaust pressure of the supercharger may include: when the exhaust pressure information is greater than the first threshold, obtaining the current maximum charging power information of the vehicle's power battery and the current power of the engine; based on the current power and maximum charging power information, controlling the operations of the engine and power battery Way.
  • the current power is the maximum power required to reduce surge.
  • the supercharger surge control method of a hybrid vehicle adopts a method of connecting the output end of the engine to the generator, and based on this, the following logic is used: the current power of the engine is Obtain information based on the current power that the engine needs to output and the maximum charging power that can be consumed during the charging process of the vehicle's power battery, to control the operating methods of the engine and power battery, so that the peak supply of the engine can be accurately consumed and the surge phenomenon can be suppressed. Better results.
  • the step of controlling the operating mode of the engine and the power battery based on the current power and the maximum charging power information may include: when the current power is less than or equal to the maximum charging power information, controlling the output end of the engine to be connected to The generator of the vehicle is used to charge the power battery; when the current power is greater than the maximum charging power information, the output end of the engine is controlled to be connected to the generator of the vehicle, the power battery is charged, and the generator is controlled to consume electric energy.
  • the current power when the current power is less than or equal to the maximum charging power information, it means that the current power that the engine needs to consume can be consumed by the generator to charge the power battery. In this case, the engine can only be controlled to be connected to the generator.
  • the current power is greater than the maximum charging power information, it means that the current power of the engine cannot be consumed only through the generator and power battery. In this case, it is not only necessary to control the engine to be connected to the generator, but also to control the generator to consume electric energy. , so that the power battery can take on the current power output by the engine.
  • the step of controlling the generator to consume electric energy may include: controlling the generator to supply power to a heating device on the vehicle and/or controlling the generator to self-heat to convert electric energy into thermal energy.
  • the heating device may include at least one of a power battery heater, a window heater, and a seat heater.
  • the step of controlling the generator to consume electric energy may include: when the current power is less than or equal to the maximum charging power information, controlling the generator to supply power to the electric heater on the vehicle to consume the electric energy of the power battery, In this case, the maximum charging power of the power battery can be increased so that the power battery can take on the current power output by the engine.
  • the generator can also be controlled to self-heat to convert the electric energy generated by the generator into thermal energy, so that the generator can consume the electric energy so that the power battery can take over the starting work. The current power output by the machine.
  • auxiliary heating devices include but are not limited to power battery heaters, window heaters and seat heaters.
  • the step of controlling the power battery to supply power to the heating device on the vehicle may include: obtaining the difference between the current power and the maximum charging power information, and using the difference as the power to be consumed; when the power to be consumed is less than the third In the case of a threshold, only the heating device on the vehicle is powered; when the power to be consumed is greater than the third threshold, power is supplied to the heating device on the vehicle, and the generator is controlled to self-heat.
  • the supercharger surge control method of a hybrid vehicle may further include: in the process of controlling the power battery to supply power to the power battery equipment on the vehicle, the current The difference between the power and the maximum charging power information is the power to be consumed that cannot be consumed by the power battery in the current state; compare the power to be consumed with the third threshold; if the power to be consumed is less than or equal to the third threshold The threshold needs to give priority to supplying power to the heating device on the vehicle rather than controlling the self-heating of the generator.
  • This setting ensures that the current power of the engine can be consumed while trying to keep the operating temperature of the generator as close to equilibrium as possible, so that the engine kinetic energy can be Higher utilization rate, more energy saving, and can extend the service life of the engine. If the power to be consumed is greater than the third threshold, it means that the power to be consumed cannot be consumed only through the heating device on the vehicle. In this case, in addition to supplying power to the heating device on the vehicle, the generator also needs to be controlled for self-heating. Ensure the suppression effect on surge phenomenon.
  • the first threshold is determined based on exhaust temperature, exhaust pressure, and intake pressure of the supercharger.
  • the value of the first threshold can be adapted to different operating conditions of the vehicle, and the surge suppression can be adapted to The driving state of the vehicle can further improve the surge suppression effect.
  • the hybrid vehicle supercharger surge control method provided according to some embodiments of the present disclosure may further include the following steps: when the exhaust pressure information is less than the first threshold, control the engine as the vehicle power source to drive the vehicle. Because when the exhaust pressure information is less than the first threshold, it means that the probability of the vehicle surge phenomenon is low. In this case, by controlling the engine as the power source of the vehicle to drive the vehicle, the change in the engine kinetic energy output mode can be minimized. , improve the safety factor of vehicle operation and ensure the smooth operation of vehicles.
  • the supercharger surge control method for hybrid vehicles may further include the following steps:
  • Step 1 Monitor vehicle acceleration. Once the vehicle enters deceleration conditions and the boost pressure reaches the surge threshold, the pressure relief control strategy is activated;
  • Step 2 Based on the current working conditions of the engine, mainly engine speed and boost pressure, determine the current power that the engine needs to emit when entering the pressure relief strategy;
  • Step 3 Based on the current working status of the vehicle's power battery, determine the maximum power that the current generator can consume; the main factor that determines the upper limit of the power battery charging power is the temperature and power of the power battery. Under high and high-power working conditions, the allowed charging power of the power battery has certain limitations, so it is necessary to determine the current maximum allowable charging power of the power battery;
  • Step 4 Compare the current power with the current maximum allowable charging power of the power battery. If the maximum allowable charging power is greater than or equal to the current power, the pressure relief control strategy consumes engine power by charging the power battery to gradually reduce the boost pressure. the goal of;
  • Step 5 If the current power is greater than the maximum allowable charging power, in addition to consuming the engine power by charging the power battery, it is also necessary to consume the engine power through the heat release of the generator itself to achieve the purpose of gradually reducing the boost pressure;
  • Step 6 After the boost pressure is reduced below the surge pressure limit through the above step 4 or step 5, the pressure relief control strategy is completed and exits, returning to the normal engine control logic.
  • a computer-readable storage medium 201 is proposed, on which a computer program 202 is stored.
  • the computer program is executed by a processor, the hybrid as described in any of the above embodiments is implemented.
  • the exhaust pressure information of the supercharger can be obtained when the vehicle is in a deceleration condition. If the exhaust pressure information is greater than the first threshold, the supercharging pressure may be too high, which may lead to a surge phenomenon.
  • the computer program 202 is executed to control the engine connected to the vehicle's power generator. The engine can use the work done by the engine to drive the generator to generate electricity, charge the vehicle's power battery, and at the same time gradually reduce the engine's power generation until the boost pressure is reduced to a level where surge does not occur, which can prevent the occurrence of surge.
  • the strategy is optimized to avoid sudden closing of the throttle valve under working conditions such as a sudden drop in vehicle speed, and the control strategy is implemented to relieve pressure and avoid surge phenomena caused by excessive boost pressure.
  • the above-mentioned storage medium 210 may also include an operating system and a network communication module.
  • the operating system is a program that manages the hardware and software resources of the physical device of the above method and supports the operation of information processing programs and other software and/or programs.
  • the network communication module is used to implement communication between components within the storage medium 201, as well as communication with other hardware and software in the information processing physical device.
  • the computer-readable storage medium 201 provided according to some embodiments of the present disclosure suppresses or eliminates the surge phenomenon, and has at least the following technical effects: 1. It can reduce the cost of parts: replace the pressure relief valve with a software control strategy and cancel the pressure relief. The valve and its corresponding pipelines can achieve a material cost of about 100 yuan; 2. Improved interface quality: canceling the pressure relief valve and its corresponding pipelines can reduce more than 8 hardware interfaces and prevent leakage and the risk of incorrect installation; 3. NVH improvement: cancel the pressure relief valve and reduce The knocking sound of the pressure relief valve improves the user experience; 4. Weight reduction: This plan reduces the weight by at least 1KG, achieving a weight reduction plan; 5. Improved aesthetics of the layout: This plan eliminates the pressure relief valve and its pipeline on the hardware, and more Conducive to improving the aesthetics of the layout.
  • a hybrid vehicle including: a vehicle body; and a control device 310.
  • the control device 310 is connected to the vehicle body.
  • the control device 310 includes: a memory 311, a processor 312 and a computer program stored in the memory 311 and executable on the processor 312.
  • the processor 312 is used to implement the supercharger surge of the hybrid vehicle according to any of the above embodiments when executing the computer program stored in the memory 311. Control Method.
  • the control device 310 executes a computer program to obtain the exhaust pressure information of the supercharger when the vehicle is in a deceleration condition, if the exhaust pressure information is greater than the first threshold. If the boost pressure is too high, it may lead to surge phenomenon.
  • the work done by the engine can be used to drive the generator to generate electricity, giving The vehicle's power battery is charged and the engine's power generation is gradually reduced until the boost pressure is reduced to a level where surge does not occur, which can prevent the occurrence of surge.
  • the hybrid vehicle provided according to some embodiments of the present disclosure is a hybrid vehicle equipped with a turbocharged engine.
  • the strategy is optimized to avoid sudden closing of the throttle valve under working conditions such as a sudden drop in vehicle speed, and the control strategy is implemented to relieve pressure and avoid surge phenomena caused by excessive boost pressure.
  • the hybrid vehicle provided according to some embodiments of the present disclosure suppresses or eliminates the surge phenomenon, and has at least the following technical effects: 1. It can reduce the cost of parts: replace the pressure relief valve with a software control strategy, cancel the pressure relief valve and Its corresponding pipeline can achieve a material cost of about 100 yuan; 2. Improved interface quality: canceling the pressure relief valve and its corresponding pipeline can reduce more than 8 hardware interfaces to prevent leakage and the risk of incorrect installation; 3. NVH improvement: cancel the pressure relief valve, reduce the knocking sound of the pressure relief valve, and improve user experience; 4. Weight reduction: this plan reduces the weight by at least 1KG, achieving a weight reduction plan; 5. Improvement of aesthetic layout: this plan cancels the hardware upper leakage The pressure valve and its pipeline are more conducive to improving the aesthetics of the layout.
  • the hybrid vehicle may include: a turbocharged engine, a generator directly connected to the engine or a generator connected to the engine through a clutch, a power battery, and other related structures.
  • the engine drives the generator to generate electricity or the engine directly drives the wheels.
  • the driving force of the vehicle suddenly drops.
  • the engine is controlled by the control strategy to still maintain the working state before deceleration, but at this time the engine does The power will drive the generator to generate electricity and charge the power battery of the hybrid vehicle. While driving the generator to generate electricity, it also gradually reduces the engine's power generation until the boost pressure is reduced to a level where surge does not occur.
  • the hybrid vehicle provided by some embodiments of the present disclosure may also include: an air filter 320, an intercooler 330, a throttle 340 and a pressure sensor 350.
  • the air filter 320 is connected to the turbine.
  • the intake end of the supercharger 370 and the output end of the turbocharger 370 are connected to the engine 360.
  • the throttle valve 340 is provided between the turbocharger and the engine 360.
  • the intercooler 330 is provided between the turbocharger 370 and the throttle. Between the valves 340, the pressure sensor 350 is provided between the intercooler 330 and the throttle valve 340.
  • the vehicle provided by the present disclosure does not need to be provided with a pressure relief valve.
  • control device 310 may also include a user interface, a network interface, a camera, a radio frequency (Radio Frequency, RF) circuit, a sensor, an audio circuit, a WI-FI module, and the like.
  • the user interface may include a display screen (Display), an input unit such as a keyboard (Keyboard), etc.
  • the optional user interface may also include a USB interface, a card reader interface, etc.
  • Optional network interfaces may include standard wired interfaces, wireless interfaces (such as WI-FI interfaces), etc.
  • control device 310 may also include an input-output interface and a display device, wherein the various functional units may communicate with each other through a bus.
  • the memory stores computer programs, and the processor is used to execute the programs stored in the memory and execute the methods in the above embodiments.
  • connection can be a fixed connection, a detachable connection, or an integral connection; “connection” can be Either directly or indirectly through an intermediary.
  • connection can be Either directly or indirectly through an intermediary.
  • the terms “one embodiment,” “some embodiments,” “specific embodiments,” etc. mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in the disclosure. in at least one embodiment or example.
  • schematic representations of the above terms do not necessarily refer to the same embodiment or example.
  • the specific features, structures, materials or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

Abstract

本文公开了一种混合动力型车辆及其增压器喘振控制方法和可读存储介质，其中，混合动力型车辆的增压器喘振控制方法包括：在车辆处于减速工况的情况下，获取增压器的排气压力信息；以及在排气压力信息大于或等于第一阈值的情况下，控制发动机的输出端连接于车辆的发电机，以消耗发动机的功率，降低增压器的排气压力。

Description

混合动力型车辆及其增压器喘振控制方法和可读存储介质
相关申请的交叉引用
本申请要求于2022年06月28日提交、申请号为CN202210749086.2的中国专利申请的优先权，其全部内容通过引用合并于此。
技术领域
本公开涉及车辆技术领域，尤其涉及一种混合动力型车辆的增压器喘振控制方法、一种计算机可读存储介质和一种混合动力型车辆。
背景技术
涡轮增压技术是当前提高发动机性能的主要应用措施，乘用车装配的涡轮增压发动机工作时，涡轮增压器的转速很高，在车辆减速(尤其是车辆突然减速时)时，发动机的节气门需要快速的关闭，否则会带来发动机转速突然增加或车辆无法减速的不良后果。但是在节气门关闭的时候，涡轮增压器会因为转动的惯性仍然高速旋转，继续将新鲜空气压缩并往节气门的方向去压缩，但由于节气门已经关闭，就会造成增压器的增压比(增压比是指增压器出口处的压力与进口处的压力之比)瞬间提高，造成增压器喘振。增压器喘振会导致增压器损伤或损毁，因此需要有相应的装置或措施避免压力过高及喘振。
在目前技术中，普遍应用进气泄压阀应对这种工况，避免损坏增压器；泄压阀的工作原理是在增压器的压气机前后增加一个导通的管路，并在管路上安装可以控制开闭的泄压阀，在发动机正常工作时泄压阀关闭，保证压气机能够顺利将新鲜空气压入气缸；在急减速发动机节气门关闭时，打开泄压阀，使压气机后面的高压空气快速回到压气机前，降低增压压力避免损害发生。然而，这种方式需要在车上增加泄压阀及响应的连结管路和线束，造成整车成本升高，而且，在实际使用过程中往往存在泄压阀开启时异响、泄压阀提前打开造成动力不足等问题。
发明内容
依据本公开内容的一个或者多个实施方式，提供了一种混合动力型车辆的增压器喘振控制方法、一种计算机可读存储介质和一种混合动力型车辆，以解决现有技术或相关技术中存在的技术问题之一。
根据本公开的第一方面，提出了一种混合动力型车辆的增压器喘振控制方法，包括：在车辆处于减速工况的情况下，获取增压器的排气压力信息；在所述排气压力信息大于或等于第一阈值的情况下，控制发动机的输出端连 接于所述车辆的发电机，以消耗发动机的功率，降低增压器的排气压力。
根据本公开的第二方面提出了一种计算机可读存储介质，其上存储有计算机程序，所述计算机程序被处理器执行时实现如上述混合动力型车辆的增压器喘振控制方法。
根据本公开的第三方面提出了一种车辆，包括：车辆本体；控制装置，所述控制装置连接于所述车辆本体，所述控制装置包括：存储器、处理器以及存储在所述存储器中并可在所述处理器上运行的计算机程序，所述处理器用于执行存储器中存储的计算机程序时实现如上述混合动力型车辆的增压器喘振控制方法。
上述说明仅是本公开的技术方案的概述，为了能够更清楚了解本公开的技术手段，而可依照说明书的内容予以实施，并且为了让本公开的上述和其它目的、特征和优点能够更明显易懂，以下特举本公开的一些实施方式。
附图说明
通过阅读下文优选实施方式的详细描述，各种其他的优点和益处对于本领域普通技术人员将变得清楚明了。附图仅用于示出优选实施方式的目的，而并不认为是对本公开的限制。而且在整个附图中，用相同的参考符号表示相同的部件。在附图中：
图1为依据本公开一些实施方式的混合动力型车辆的增压器喘振控制方法的示意性步骤流程图；
图2为依据本公开一些实施方式的计算机可读存储介质的结构框图；
图3为依据本公开一些实施方式的混合动力型车辆的控制装置的结构框图；
图4为依据本公开一些实施方式的混合动力型车辆的示意性结构图。
具体实施方式
为了更好的理解上述技术方案，下面通过附图以及具体实施例对本公开实施例的技术方案做详细的说明，应当理解本公开实施例以及实施例中的具体特征是对本公开实施例技术方案的详细的说明，而不是对本公开技术方案的限定，在不冲突的情况下，本公开实施例以及实施例中的技术特征可以相互组合。
如图1所示，根据本公开的第一方面提出了一种混合动力型车辆的增压器喘振控制方法，包括：
步骤101：在车辆处于减速工况的情况下，获取增压器的排气压力信息；和
步骤102：在排气压力信息大于或等于第一阈值的情况下，控制发动机的输出端连接于车辆的发电机，以消耗发动机的功率，降低增压器的排气压 力。
相比现有技术，依据本公开一些实施例提供的混合动力型车辆的增压器喘振控制方法，至少实现了以下有益效果：在车辆处于减速工况下，获取增压器的排气压力信息，在排气压力信息大于第一阈值的情况下，则有可能出现增压压力过高，进而有可能会导致喘振现象的发生，这种情况下通过本公开提供的混合动力型车辆的增压器喘振控制方法控制发动机连接于车辆的发电机，可以将发动机做的功用于带动发电机发电，给车辆的动力电池充电，同时逐步降低发动机的发电功率，直至增压压力降低到不发生喘振的水平，能够防止喘振现象的发生。
本公开一些实施例提供的混合动力型车辆的增压器喘振控制方法，考虑到出现压力过高造成喘振的根本原因是车辆的车速突然下降，导致发动机节气门快速关闭造成的，因此，利用从搭载涡轮增压发动机的混动汽车车型出发，进行策略优化，避免了在车辆车速突然下降等工况下节气门突然关闭的工况，继而，实现了控制策略泄压，避免增压压力过高出现喘振现象。
考虑到车辆可以包括：涡轮增压发动机、与发动机直接相连的发电机或通过离合器与发动机相连的发电机、动力电池以及其他相关结构。在正常工作状态下，发动机带动发电机发电或发动机直接驱动车轮；在减速工况下车辆的驱动力突然下降，此时，依据本公开一些实施方式的混合动力型车辆的增压器喘振控制方法，能够通过控制策略控制发动机仍然维持减速前的做工状态，但此时发动机做的功将带动发电机发电，来给混动车型的动力电池充电。在带动发电机发电的同时，还逐步降低发动机的发电功率，直至增压压力降低到不发生喘振的水平。
依据本公开一些实施例的混合动力型车辆的增压器喘振控制方法对喘振现象进行抑制或消除，至少具备如下技术效果：1、能够使零部件降成本：用软件控制策略代替泄压阀，取消泄压阀及其相应管路，可以实现约100元的材料成本；2、接口质量提升：取消泄压阀及其相应管路，可以减少8个以上的硬件接口，防止漏液，错误安装的风险；3、NVH提升：取消泄压阀，减少泄压阀敲击声，提高用户体验；4、减轻重量：本方案至少减重1KG，实现减重方案；5、布置美观化提升：本方案取消硬件上泄压阀及其管路，更有利于布置上美观化提升。
在一些实施方式中，依据本公开一些实施例的混合动力型车辆的增压器喘振控制方法，还可以包括如下步骤：采集车辆的行进速度信息，在行进速度信息在预设周期内下降第二阈值时，判定车辆处于减速工况。
在一些实施方式中，为了判定车辆处于减速工况的方式，可以采用：实时对车辆的行进速度进行采集，如果车辆的行进速度在预设周期内下降了第二阈值，则说明车辆是在一定时间内进行了急刹车，而进行急刹车是特别容易出现喘振现象的。因此，需要将车辆的行进速度信息在预设周期内下降 了第二阈值这一工况判定为减速工况，并对这一工况下的排气压力信息进行采集。
可以理解的是，第二阈值可以是用户设定的，也可以是车辆在出厂过程中直接设置在车辆的控制器之内的。
在一些实施方式中，在排气压力信息大于或等于第一阈值的情况下，控制发动机的输出端连接于车辆的发电机，以消耗发动机的功率，降低增压器的排气压力的步骤，可以包括：在排气压力信息大于第一阈值的情况下，获取车辆的动力电池在当前的最大充电功率信息和发动机的当前功率；基于当前功率和最大充电功率信息，控制发动机和动力电池的作业方式。
需要说明的是，该当前功率即是为了降低喘振所需要消耗的最大功率。
依据本公开一些实施例的混合动力型车辆的增压器喘振控制方法，采用了将发动机的输出端连接于发电机的方式，并且，在此基础上采用如下逻辑：对发动机的当前功率进行获取，在基于发动机需要输出的当前功率和车辆动力电池充电过程中能够消耗的最大充电功率信息，来控制发动机和动力电池的作业方式，使得能够精准消耗发动机的峰值供给，对喘振现象的抑制效果更佳。
在一些实施方式中，基于当前功率和最大充电功率信息，控制发动机和动力电池的作业方式的步骤，可以包括：在当前功率小于或等于最大充电功率信息的情况下，控制发动机的输出端连接于车辆的发电机，并为动力电池进行充电；在当前功率大于最大充电功率信息的情况下，控制发动机的输出端连接于车辆的发电机，为动力电池进行充电，且控制发电机消耗电能。
需要说明的是，在当前功率小于或等于最大充电功率信息时，说明发动机需要消耗的当前功率可以被发电机为动力电池充电的功率消耗，这种情况下可以仅仅控制发动机与发电机相连。在当前功率大于最大充电功率信息时，说明当前情况下仅通过发电机和动力电池无法消耗掉发动机的当前功率，这种情况下，不仅需要控制发动机与发电机相连，还需要控制发电机消耗电能，以使动力电池能够承接经由发动机输出的当前功率。
在一些实施方式中，控制发电机消耗电能的步骤，可以包括：控制发电机向车辆上的加热器件供电和/或控制发电机进行自发热，以将电能转换为热能。加热器件可以包括动力电池加热器、车窗加热器和座椅加热器中的至少一者。
在另一些实施方式中，控制发电机消耗电能的步骤，可以包括：在当前功率小于或等于最大充电功率信息时，控制发电机向车辆上的电加热器进行供电，以消耗动力电池的电能，这种情况下可以提高动力电池的最大充电功率，使得动力电池可以承接发动机输出的当前功率。在当前功率小于或等于最大充电功率信息时，还可以控制发电机进行自发热，以将发电机产生的电能转换为热能，实现发电机对电能进行消耗，使得动力电池可以承接发动 机输出的当前功率。
可以理解的是，车辆之上可以具备辅助加热的器件，这些辅助加热的器件即为加热器件，辅助加热的器件包括但不限于动力电池加热器、车窗加热器和座椅加热器。
在另一些实施方式中，控制动力电池向车辆上的加热器件供电的步骤，可以包括：获取当前功率与最大充电功率信息的差值，将差值作为待消耗功率；在待消耗功率小于第三阈值的情况下，仅向车辆上的加热器件供电；在待消耗功率大于第三阈值的情况下，向车辆上的加热器件供电，且控制发电机进行自发热。
在一些实施方式中，依据本公开一些实施例的混合动力型车辆的增压器喘振控制方法，还可以包括：在控制动力电池向车辆上的动力电池器具进行供电的过程中，可以识别当前功率与最大充电功率信息之间的差值，该差值即为当前状态下动力电池无法消耗掉的待消耗功率；将待消耗功率与第三阈值进行比较；如若待消耗功率小于或等于第三阈值，需要优先向车辆上的加热器件供电，而非控制发电机自发热，如此设置在确保可以消耗掉发动机的当前功率的同时，尽量使发电机的作业温度趋近于平衡，使得发动机动能的利用率更高，更加节能，且能够提高发动机的使用寿命。如若待消耗功率大于第三阈值，则说明仅通过车辆上的加热器件已经无法消耗到待消耗功率，这种情况下除了需要向车辆上的加热器件供电，还需要控制发电机进行自发热，以保障对喘振现象的抑制效果。
在一些实施方式中，第一阈值是基于增压器的排气温度、排气压力和进气压力确定的。
由于第一阈值是基于增压器的排气温度、排气压力和进气压力确定的，使得第一阈值的取值可以适配于车辆的不同工况，能够使喘振的抑制适配于车辆的行驶状态，能够进一步提高喘振的抑制效果。
在一些实施方式中，依据本公开一些实施例提供的混合动力型车辆的增压器喘振控制方法，还可以包括如下步骤：在排气压力信息小于第一阈值的情况下，控制发动机作为车辆的动力源，以驱动车辆行驶。因为在排气压力信息小于第一阈值时说明车辆发生喘振现象的概率较低，在这种情况下通过控制发动机作为车辆的动力源，以驱动车辆行驶，可以尽量减少发动机动能输出方式的改变，提高车辆运行的安全系数，保障车辆的平稳运行。
在一些实施方式中，依据本公开一些实施方式提供的混合动力型车辆的增压器喘振控制方法，还可以包括如下步骤：
步骤一：监测车辆加速度，一但车辆进入减速工况，且增压压力达到喘振阈值，泄压控制策略激活；
步骤二：根据发动机当前的工况，主要是发动机转速和增压压力，确定当前进入泄压策略发动机需要发出的当前功率；
步骤三：根据当前车辆的动力电池的工作状态，确定当前发电机发电能够消耗的最大功率；决定动力电池充电功率上限的主要是因素动力电池的温度和电量，由于动力电池在温度较低或较高、电量较高的工况下，动力电池允许的充电功率有一定的限制，所以需要确定动力电池在当前的最大允许充电功率；
步骤四：对比当前功率和动力电池在当前的最大允许充电功率，如果最大允许充电功率大于等于当前功率，则泄压控制策略通过给动力电池充电的方式消耗发动机的功率，达到逐步降低增压压力的目的；
步骤五：如果当前功率大于最大允许充电功率，除了通过给动力电池充电来消耗发动机功率意外还需要额外通过发电机自身放热的方式消耗发动机的功率，达到逐步降低增压压力的目的；以及
步骤六：通过以上步骤四或步骤五，增压压力降低到喘振压力限值以下后，泄压控制策略完成并退出，返回到正常的发动机控制逻辑。
如图2所示，依据本公开的第二方面提出了一种计算机可读存储介质201，其上存储有计算机程序202，计算机程序被处理器执行时实现如上述任一实施方式所述的混合动力型车辆的增压器喘振控制方法。
利用本公开提供的计算机可读存储介质201所存储的计算机程序202，能够在车辆处于减速工况下，获取增压器的排气压力信息。如若排气压力信息大于第一阈值的情况下，则有可能出现增压压力过高，继而有可能会导致喘振现象的发生，这种情况下通过执行计算机程序202控制发动机连接于车辆的发电机，可以将发动机做的功用于带动发电机发电，给车辆的动力电池充电，同时逐步降低发动机的发电功率，直至增压压力降低到不发生喘振的水平，能够防止喘振现象的发生。
考虑到出现压力过高造成喘振的根本原因是车辆的车速突然下降，导致发动机节气门快速关闭造成的，利用本公开提供的计算机可读存储介质201中存储的计算机程序202，从搭载涡轮增压发动机的混动汽车车型出发，进行策略优化，避免在车辆车速突然下降等工况下节气门突然关闭的工况，实现控制策略泄压，避免增压压力过高出现喘振现象。
上述存储介质210中还可以包括操作系统、网络通信模块。操作系统是管理上述方法的实体设备硬件和软件资源的程序，支持信息处理程序以及其它软件和/或程序的运行。网络通信模块用于实现存储介质201内部各组件之间的通信，以及与信息处理实体设备中其它硬件和软件之间通信。
依据本公开一些实施例提供的计算机可读存储介质201对喘振现象进行抑制或消除，至少具备如下技术效果：1、能够使零部件降成本：用软件控制策略代替泄压阀，取消泄压阀及其相应管路，可以实现约100元的材料成本；2、接口质量提升：取消泄压阀及其相应管路，可以减少8个以上的硬件接口，防止漏液，错误安装的风险；3、NVH提升：取消泄压阀，减少 泄压阀敲击声，提高用户体验；4、减轻重量：本方案至少减重1KG，实现减重方案；5、布置美观化提升：本方案取消硬件上泄压阀及其管路，更有利于布置上美观化提升。
如图3所示，根据本公开的第三方面提出了一种混合动力型车辆，包括：车辆本体；控制装置310，控制装置310连接于车辆本体，控制装置310包括：存储器311、处理器312以及存储在存储器311中并可在处理器312上运行的计算机程序，处理器312用于执行存储器311中存储的计算机程序时实现如上述任一实施方式的混合动力型车辆的增压器喘振控制方法。
依据本公开一些实施例提供的混合动力型车辆，通过控制装置310执行计算机程序实现在车辆处于减速工况下，获取增压器的排气压力信息，如若排气压力信息大于第一阈值的情况下，则有可能出现增压压力过高，进而有可能会导致喘振现象的发生，这种情况下通过控制发动机连接于车辆的发电机，可以将发动机做的功用于带动发电机发电，给车辆的动力电池充电，同时逐步降低发动机的发电功率，直至增压压力降低到不发生喘振的水平，能够防止喘振现象的发生。
考虑到出现压力过高造成喘振的根本原因是车辆的车速突然下降，导致发动机节气门快速关闭造成的，依据本公开一些实施例提供的混合动力型车辆，从搭载涡轮增压发动机的混动汽车车型出发，进行策略优化，避免在车辆车速突然下降等工况下节气门突然关闭的工况，实现控制策略泄压，避免增压压力过高出现喘振现象。
依据本公开一些实施例提供的混合动力型车辆对喘振现象进行抑制或消除，至少具备如下技术效果：1、能够使零部件降成本：用软件控制策略代替泄压阀，取消泄压阀及其相应管路，可以实现约100元的材料成本；2、接口质量提升：取消泄压阀及其相应管路，可以减少8个以上的硬件接口，防止漏液，错误安装的风险；3、NVH提升：取消泄压阀，减少泄压阀敲击声，提高用户体验；4、减轻重量：本方案至少减重1KG，实现减重方案；5、布置美观化提升：本方案取消硬件上泄压阀及其管路，更有利于布置上美观化提升。
可以理解的是，本公开一些实施例提供的混合动力型车辆，可以包括：涡轮增压发动机、与发动机直接相连的发电机或通过离合器与发动机相连的发电机、动力电池、以及其他相关结构。在正常工作状态下，发动机带动发电机发电或发动机直接驱动车轮，在减速工况下车辆的驱动力突然下降，此时通过控制策略控制发动机仍然维持减速前的做工状态，但此时发动机做的功将带动发电机发电，给混动车型的动力电池充电。在带动发电机发电的同时，还逐步降低发动机的发电功率，直至增压压力降低到不发生喘振的水平。
如图4所示，本公开一些实施例提供的混合动力型车辆还可以包括：空滤320、中冷器330、节气门340和压力传感器350，空滤320连通于涡轮 增压机370的进气端，涡轮增压机370的输出端连接于发动机360，节气门340设置在涡轮增压机与发动机360之间，中冷器330设置在涡轮增压机370和节气门340之间，压力传感器350设置在中冷器330与节气门340之间，本公开提供的车辆无需设置泄压阀。
在一些实施方式中，该控制装置310还可以包括用户接口、网络接口、摄像头、射频(Radio Frequency，RF)电路，传感器、音频电路、WI-FI模块等等。用户接口可以包括显示屏(Display)、输入单元比如键盘(Keyboard)等，可选用户接口还可以包括USB接口、读卡器接口等。网络接口可选的可以包括标准的有线接口、无线接口(如WI-FI接口)等。
在一些实施方式中，该控制装置310还可以包括、输入输出接口和显示设备，其中，各个功能单元之间可以通过总线完成相互间的通信。该存储器存储有计算机程序，处理器，用于执行存储器上所存放的程序，执行上述实施例中的方法。
通过以上的实施方式的描述，本领域的技术人员可以清楚地了解到本公开可以借助软件加必要的通用硬件平台的方式来实现，也可以通过硬件实现。
在本公开中，术语“第一”、“第二”、“第三”仅用于描述的目的，而不能理解为指示或暗示相对重要性；术语“多个”则指两个或两个以上，除非另有明确的限定。术语“安装”、“相连”、“连接”、“固定”等术语均应做广义理解，例如，“连接”可以是固定连接，也可以是可拆卸连接，或一体地连接；“相连”可以是直接相连，也可以通过中间媒介间接相连。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本公开中的具体含义。
本公开的描述中，需要理解的是，术语“上”、“下”、“左”、“右”、“前”、“后”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本公开和简化描述，而不是指示或暗示所指的装置或单元必须具有特定的方向、以特定的方位构造和操作，因此，不能理解为对本公开的限制。
在本说明书的描述中，术语“一个实施例”、“一些实施例”、“具体实施例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或特点包含于本公开的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或实例。而且，描述的具体特征、结构、材料或特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
以上仅为本公开的优选实施例而已，并不用于限制本公开，对于本领域的技术人员来说，本公开可以有各种更改和变化。凡在本公开的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本公开的保护范围之内。

Claims (10)

  1. 一种混合动力型车辆的增压器喘振控制方法，包括：
    在车辆处于减速工况的情况下，获取增压器的排气压力信息；以及
    在所述排气压力信息大于或等于第一阈值的情况下，控制发动机的输出端连接于所述车辆的发电机，以消耗发动机的功率，降低增压器的排气压力。
  2. 根据权利要求1所述的混合动力型车辆的增压器喘振控制方法，还包括：
    采集所述车辆的行进速度信息，在所述行进速度信息在预设周期内下降第二阈值时，判定所述车辆处于减速工况。
  3. 根据权利要求1所述的混合动力型车辆的增压器喘振控制方法，其中，所述在所述排气压力信息大于或等于第一阈值的情况下，控制发动机的输出端连接于所述车辆的发电机，以消耗发动机的功率，降低增压器的排气压力的步骤包括：
    在所述排气压力信息大于第一阈值的情况下，获取所述车辆的动力电池在当前的最大充电功率信息和所述发动机的当前功率；以及
    基于所述当前功率和所述最大充电功率信息，控制所述发动机和所述动力电池的作业方式。
  4. 根据权利要求3所述的混合动力型车辆的增压器喘振控制方法，其中，所述基于所述当前功率和所述最大充电功率信息，控制所述发动机和所述动力电池的作业方式的步骤包括：
    在所述当前功率小于或等于所述最大充电功率信息的情况下，控制发动机的输出端连接于所述车辆的发电机，并为所述动力电池进行充电；以及
    在所述当前功率大于所述最大充电功率信息的情况下，控制发动机的输出端连接于所述车辆的发电机，为所述动力电池进行充电，且控制所述发电机消耗电能。
  5. 根据权利要求3所述的混合动力型车辆的增压器喘振控制方法，其中，所述控制所述发电机消耗电能的步骤包括：
    控制所述发电机向车辆上的加热器件供电；和/或
    控制所述发电机进行自发热，以将电能转换为热能；
    其中，所述加热器件包括动力电池加热器、车窗加热器和座椅加热器中的至少一者。
  6. 根据权利要求5所述的混合动力型车辆的增压器喘振控制方法，其中，所述控制所述动力电池向车辆上的加热器件供电的步骤包括：
    获取所述当前功率与所述最大充电功率信息的差值，将所述差值作为待消耗功率；
    在所述待消耗功率小于或等于第三阈值的情况下，仅向所述车辆上的加热器件供电；
    在所述待消耗功率大于第三阈值的情况下，向所述车辆上的加热器件供 电，且控制所述发电机进行自发热。
  7. 根据权利要求1至6中任一项所述的混合动力型车辆的增压器喘振控制方法，其中，所述第一阈值是基于增压器的排气温度、排气压力和进气压力确定的。
  8. 根据权利要求1至6中任一项所述的混合动力型车辆的增压器喘振控制方法，还包括：
    在所述排气压力信息小于所述第一阈值的情况下，控制所述发动机作为所述车辆的动力源，以驱动所述车辆行驶。
  9. 一种计算机可读存储介质，包括存储于其上的计算机程序，所述计算机程序被处理器执行时实现如权利要求1至8中任一项所述的混合动力型车辆的增压器喘振控制方法。
  10. 一种混合动力型车辆，包括：
    车辆本体；以及
    控制装置，所述控制装置连接于所述车辆本体，所述控制装置包括：存储器、处理器以及存储在所述存储器中并可在所述处理器上运行的计算机程序，所述处理器用于执行存储器中存储的计算机程序时实现如权利要求1至8中任一项所述的混合动力型车辆的增压器喘振控制方法。
PCT/CN2023/098555 2022-06-28 2023-06-06 混合动力型车辆及其增压器喘振控制方法和可读存储介质 WO2024001691A1 (zh)

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