CN111287839B - 发动机***以及控制该发动机***的方法 - Google Patents
发动机***以及控制该发动机***的方法 Download PDFInfo
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- CN111287839B CN111287839B CN201910716760.5A CN201910716760A CN111287839B CN 111287839 B CN111287839 B CN 111287839B CN 201910716760 A CN201910716760 A CN 201910716760A CN 111287839 B CN111287839 B CN 111287839B
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- 238000000034 method Methods 0.000 title claims abstract description 20
- 238000002485 combustion reaction Methods 0.000 claims abstract description 32
- 239000007789 gas Substances 0.000 claims description 64
- 238000001816 cooling Methods 0.000 claims description 8
- 238000000746 purification Methods 0.000 claims description 8
- 239000000446 fuel Substances 0.000 claims description 6
- 238000011144 upstream manufacturing Methods 0.000 claims description 5
- 230000003134 recirculating effect Effects 0.000 claims description 2
- 230000001276 controlling effect Effects 0.000 description 15
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 13
- 238000010586 diagram Methods 0.000 description 8
- 238000012986 modification Methods 0.000 description 5
- 230000004048 modification Effects 0.000 description 5
- 238000004519 manufacturing process Methods 0.000 description 3
- 239000000567 combustion gas Substances 0.000 description 2
- 238000002156 mixing Methods 0.000 description 2
- 230000001105 regulatory effect Effects 0.000 description 2
- 238000003916 acid precipitation Methods 0.000 description 1
- 239000000809 air pollutant Substances 0.000 description 1
- 231100001243 air pollutant Toxicity 0.000 description 1
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
- 239000003638 chemical reducing agent Substances 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000001914 filtration Methods 0.000 description 1
- 239000001301 oxygen Substances 0.000 description 1
- 229910052760 oxygen Inorganic materials 0.000 description 1
- 230000005080 plant death Effects 0.000 description 1
- 210000002345 respiratory system Anatomy 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
- 239000000758 substrate Substances 0.000 description 1
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- F02M26/41—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories characterised by the arrangement of the recirculation passage in relation to the engine, e.g. to cylinder heads, liners, spark plugs or manifolds; characterised by the arrangement of the recirculation passage in relation to specially adapted combustion chambers
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Transportation (AREA)
- Automation & Control Theory (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Fluid Mechanics (AREA)
- Analytical Chemistry (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Exhaust-Gas Circulating Devices (AREA)
Abstract
本发明涉及发动机***以及控制该发动机***的方法,所述发动机***可以包括:发动机,其包括多个进气管线,供应至燃烧室的外部空气流动通过所述进气管线;第一电动增压器和第二电动增压器,其分别布置于多个进气管线;第一EGR装置,其包括从排气歧管分出并且接入进气歧管的第一EGR管线以及布置于第一EGR管线的第一EGR阀;以及控制器,其根据发动机的驱动条件确定发动机目标扭矩,当发动机目标扭矩在第一EGR装置的操作区域与不操作区域之间的扭矩死区时,将发动机扭矩设定在第一EGR装置的操作区域内,并且通过混合动力电动车辆的电机来补偿发动机目标扭矩与发动机扭矩之间的差值。
Description
与相关申请的交叉引用
本申请要求2018年12月07日提交的韩国专利申请第10-2018-0157494号的优先权,上述申请的全部内容结合于此用于这种引用的所有目的。
技术领域
本发明涉及一种发动机***以及控制该发动机***的方法。更具体地,本发明涉及能够在混合动力电动车辆(HEV)中持续地供应再循环废气的发动机***,以及控制该发动机***的方法。
背景技术
车辆的发动机通过将从其外部引入的空气与燃油以适当比例混合并燃烧来产生动力。
在通过驱动发动机来产生动力的过程中,用于燃烧的外部空气可以被适当地供应以获得期望的输出和燃烧效率。为此,用到了涡轮增压器,该装置配置为对用于燃烧的空气进行涡轮增压,以增加发动机的燃烧效率。
通常,涡轮增压器是这样一种装置,其通过使用从发动机排放的废气的压力来旋转涡轮机,并且由此通过使用其旋转力向燃烧室供应高压空气,从而增加发动机的输出。涡轮增压器应用于大多数柴油发动机,并且最近也应用于汽油发动机。
作为进气增压装置的另一个示例,已经用到了使用电机来驱动压缩机以压缩外部空气的电动增压器。由于电动增压器通过电池驱动,因此其升压很小,并且其主要将增压空气供应至低速和低负载区域中的燃烧室。
通常,由废气操作的涡轮增压器(以下称之为“机械涡轮增压器”)具有低响应性和高背压,这使得其难以实现高压缩比。由于涡轮增压器暴露于高温(大约700摄氏度)废气,因此涡轮增压器周围部件的设计成本增加。
并且,从发动机排放的废气中包含的氮氧化物(NOx)不但会造成酸雨,也会刺激眼睛和呼吸***,并且导致植物死亡。这些NOx被视为主要的空气污染物,并且目前正在进行许多减少NOx排放的研究。
废气再循环(exhaust gas recirculation,EGR)***是安装于车辆上用于减少有害排放物的***。通常地,当混合器中空气的比例高并且燃烧良好时NOx会增加。因此,废气再循环***使从发动机排放的一部分废气(例如,5%至20%)回到混合器进行混合,这减少了混合器中氧气的量并且干扰燃烧,从而抑制NOx的产生。
普通的废气再循环***设置为将从发动机的汽缸通过排气歧管排放的流动经过排气管线的废气通过再循环管线排放回至发动机的汽缸,并且再循环管线安装有EGR阀以控制EGR率。
这样的废气再循环***可以分为低压废气再循环(LP EGR)装置和高压废气再循环(HP EGR)装置。
在传统的废气再循环***中,废气通过从排气管线分出的EGR管线进行再循环,所述排气管线为废气流动通过的管线,并且所述EGR管线接入进气管线。同时,EGR管线设置有用于冷却再循环废气的废气再循环(EGR)冷却器和用于调节再循环的废气的量的EGR阀。
在传统的废气再循环装置中,高压EGR装置通过利用排气歧管的高压向进气歧管供应再循环气体(EGR气体)。在进气歧管的压力增加的运行区域中(例如涡轮增压器或电动增压器),排气歧管与进气歧管之间的压差很低,这使得难以供应再循环气体,因此限制了供应再循环气体的操作范围。
低压EGR装置将再循环气体从废气净化装置的下游的排气管线供应至涡轮增压器的压缩机的上游的进气管线。当供应再循环气体时,由于还原剂的量减少,因此限制了供应再循环气体的操作范围。此外,供应再循环气体的控制逻辑很复杂,并且增加了制造成本。
因此,按照惯例,单独的废气再循环***可以设置为用于废气再循环的,这会增加车辆的制造成本并且降低发动机舱设计的自由程度。
包括于该发明背景技术部分的信息仅仅旨在加深对本发明的一般背景技术的理解,而不应当被视为承认或以任何形式暗示该信息构成已为本领域技术人员所公知的现有技术。
发明内容
本发明的各个方面致力于提供一种新结构的发动机***,其中配置为用于供应再循环气体的操作区域得到了扩展。
根据本发明的示例性实施方案的发动机***可以包括:发动机,其包括通过燃烧燃油产生驱动扭矩的多个燃烧室;多条进气管线,供应至所述燃烧室的外部空气流动通过所述多条进气管线;进气歧管,其布置于所述燃烧室的进气侧;排气歧管,其布置于所述燃烧室的排气侧;排气管线,其连接至所述排气歧管,并且废气流动通过所述排气管线;第一电动增压器和第二电动增压器,其分别布置于所述多条进气管线;第一EGR装置,其包括从排气歧管分出并且接入进气歧管的第一EGR管线以及布置于第一EGR管线的第一EGR阀;以及控制器,其配置为:根据发动机的驱动条件确定发动机目标扭矩,当发动机目标扭矩在第一EGR装置的操作区域与不操作区域之间的扭矩死区时,将发动机扭矩设定在第一EGR装置的操作区域内,并且通过混合动力电动车辆(HEV)的电机来补偿发动机目标扭矩与发动机扭矩之间的差值。
多个进气管线可以包括第一进气管线,供应至所述燃烧室的外部空气流动通过所述第一进气管线;第二进气管线,供应至所述燃烧室的外部空气流动通过所述第二进气管线;旁路管线,其连接所述第一进气管线与所述第二进气管线。
根据本发明的示例性实施方案的发动机***可以进一步包括布置于第一进气管线的第一进气阀,布置于第二进气管线的第二进气阀,以及布置于旁路管线的旁通阀。
第一进气阀可以布置于第一电动增压器的下游,并且第二进气阀可以布置于第二电动增压器的上游。
根据本发明的示例性实施方案的发动机***可以进一步包括废气净化装置,其安装于排气歧管与排气管线之间,并且配置为净化排气歧管与排气管线之间的废气。
第一进气管线和第二进气管线可以接入连接至进气歧管的主进气管线,并且主中冷器可以布置于主进气管线。
根据本发明的示例性实施方案的发动机***可以进一步包括布置于旁路管线的辅助中冷器。
第一EGR装置可以进一步包括布置于第一EGR管线的第一EGR冷却器,其用于冷却经过第一EGR管线的废气。
根据本发明的各个示例性实施方案的发动机***可以进一步包括第二EGR装置,其包括从排气管线分出并且接入第一进气管线的第二EGR管线,以及布置于第二EGR管线的第二EGR阀。
第二EGR装置可以进一步包括布置于第二EGR管线的第二EGR冷却器,其用于冷却经过第二EGR管线的废气。
根据本发明的各个示例性实施方案的发动机***可以进一步包括布置于进气管线的涡轮增压器。
三通路EGR阀可以布置于在涡轮增压器的前端部分的进气管线。
控制器可以检测包括发动机转速和发动机扭矩在内的驱动信息,根据驱动信息确定发动机目标扭矩,确定为了达到发动机目标扭矩所需的目标空气量,确定为了满足目标空气量的目标进气压力,以及若目标进气压力与大气压力的比值小于或等于大于1的特定值时,确定发动机目标扭矩在第一EGR装置的操作区域与不操作区域之间的扭矩死区。
当发动机目标扭矩在第一EGR装置的操作区域与不操作区域之间的扭矩死区时,控制器可以将发动机扭矩设定为低于预定值,将第一电动增压器和第二电动增压器控制为不操作,将第一EGR装置控制为操作,并且将进气凸轮轴(in-cam)控制为推进。
同时,本发明还提供一种控制发动机***的方法,所述发动机***包括发动机、用于向发动机供应增压的空气的电动增压器、以及配置为用于将废气再循环至发动机的EGR装置,所述方法可以包括:检测包括发动机转速和发动机扭矩的驱动信息,由控制器根据驱动信息确定发动机目标扭矩,由控制器确定为了达到发动机目标扭矩所需的目标空气量,由控制器确定为了满足目标空气量的目标进气压力,由控制器确定目标进气压力与大气压力的比值是否小于或等于特定值,以及由控制器将发动机扭矩设定为低于预定值,将电动增压器控制为不操作,将EGR装置控制为操作,控制进气凸轮轴(in-cam)为推进,并且如果目标进气压力与大气压力的比值小于或等于特定值则将混合动力(HEV)电机控制为驱动以补偿发动机目标扭矩与发动机扭矩之间的差值。
根据本发明的示例性实施方案的控制发动机***的方法可以进一步包括,由控制器确定目标进气压力与大气压力的比值是否小于或等于特定值,如果目标进气压力与大气压力的比值超过特定值,则将电动增压器控制为操作,并且将EGR装置控制为不操作。
所述特定值可以大于1。
如上所述,根据本发明的示例性实施方案的发动机***,配置为用于供应再循环气体的操作区域得到了扩展,车辆的燃油效率得到了提高。
本发明的方法和设备可以具有其他的特性和优点,这些特性和优点从并入本文中的附图和随后的具体实施方式中将是显而易见的,或者将在并入本文中的附图和随后的具体实施方式中进行详细陈述,这些附图和具体实施方式共同用于解释本发明的特定原理。
附图说明
图1为显示了根据本发明的示例性实施方案的发动机***的配置的示意图。
图2为显示了根据本发明的各个示例性实施方案的发动机***的配置的示意图。
图3为显示了根据本发明的各个示例性实施方案的发动机***的配置的示意图。
图4为显示了根据本发明的示例性实施方案的发动机***的配置的框图。
图5为显示了根据本发明的示例性实施方案的控制发动机***的方法的流程图。
图6为显示了根据本发明的示例性实施方案的根据发动机的运行区域的EGR供应量的图。
应当理解,附图不一定是按照比例绘制,而是呈现各种特征的简化表示,以对本发明的基本原理进行说明。本发明所包括的具体设计特征(包括例如具体尺寸、方向、位置和形状)将部分地由具体所要应用和使用的环境来确定。
在这些图形中,贯穿附图的多幅图形,附图标记指代本发明的同样的或等同的部分。
具体实施方式
现在将对本发明的各个实施方案详细地作出引用,这些实施方案的实例被显示在附图中并描述如下。尽管本发明将与本发明的示例性实施方案相结合进行描述,但是应当理解,本说明书并非旨在将本发明限制为那些示例性实施方案。另一方面,本发明旨在不但覆盖本发明的示例性实施方案,而且覆盖可以被包括在由所附权利要求所限定的本发明的精神和范围之内的各种选择形式、修改形式、等价形式及其它实施方案。
下文将参考附图对本发明的示例性实施方案进行更全面的描述,附图中示出本发明的示例性实施方案。如本领域技术人员将意识到的,所描述的实施方案可以进行各种方式的修改,全部的修改不脱离本发明的精神或范围。
此外,在本发明的示例性实施方案中,由于相同的附图标记表示具有相同配置的相同元件,因此代表性地描述了各个示例性实施方案,并且在本发明的其他示例性实施方案中,将只描述与各个示例性实施方案不同的配置。
附图为示意性的,并非按比例地显示。图中各部分的相对尺寸和比例被图示为了清晰和方便而被夸大或缩小,而且尺寸仅是示例性而不是限制性的。同样,对于在一个以上的附图中出现的相同的结构、元件或部件,相同的附图标记用于表示相似的特征。应当理解的是,当层、膜、区域或基片等元件被称为“在”另一个元件上时,它可能直接在另一个元件上,或者也可能存在中间元件。
本发明的示例性实施方案详细地示出了本发明的示例性实施方案。相应地,对附图的各种修改可以预期。因此,本发明的示例性实施方案不限于所显示区域的特定方面,例如,可以包括通过制造的某方面的修改。
现在,根据本发明的示例性实施方案的发动机***将参考图1进行描述。
图1为显示了根据本发明的示例性实施方案的发动机***的配置的示意图。
参考图1,该发动机***包括发动机10,多个进气管线20和30,进气歧管13,排气歧管17,排气管线19,第一电动增压器25和第二电动增压器35,第一废气再循环装置60以及控制器90。
发动机10包括多个用于通过燃烧燃油产生驱动力的燃烧室11,供应至燃烧室11的进气空气通过进气管线20和30来供应,并且从发动机10的燃烧室11排放的废气通过排气歧管17和排气管线19排放至外部。同时,废气净化装置70可以设置于排气管线19用以净化废气。
多个进气管线20和30可以包括供应至燃烧室11的外部空气所流动通过的第一进气管线20,以及供应至燃烧室11的外部空气所流动通过的第二进气管线30。然而,本发明的范围不限于此。
连接第一进气管线20与第二进气管线30的旁路管线40布置于第一进气管线20与第二进气管线30之间。也就是说,旁路管线40从第一进气管线20分出并且接入第二进气管线30。
第一电动增压器25和第二电动增压器35分别布置于第一进气管线20和第二进气管线30,所第一电动增压器25和第二电动增压器35用于向燃烧室11供应增压的空气,并且包括电机21和31以及电动压缩机23和33。电动压缩机23和33由电机21和31进行操作以根据驱动条件压缩外部空气,并将压缩空气供应至燃烧室11。
第一进气阀27布置于第一进气管线20。第一进气阀27可以布置于第一电动增压器25的下游,所述第一电动增压器25布置于第一进气管线20。通过第一进气管线20供应的进气空气的量由第一进气阀27的打开的量来调节。
第二进气阀37布置于第二进气管线30。第二进气阀37可以布置于第二电动增压器35的上游,所述第二电动增压器35布置于第二进气管线30。通过第二进气管线30供应的进气空气的量由第二进气阀37的打开的量来调节。
第一进气管线20和第二进气管线30可以接入主进气管线50,并且主中冷器54可以布置于主进气管线50。被第一电动增压器25和第二电动增压器35压缩的空气由主中冷器54冷却。
旁通阀47布置于旁路管线40。同时,辅助中冷器43可以布置于旁路管线40。被第一电动增压器25压缩的空气可以由辅助中冷器43冷却。
用于过滤从外部流动进入内部的外部空气的空气滤清器52布置于第一进气管线20以及第二进气管线30的入口。
流动通过第一进气管线20和第二进气管线30的进气空气通过进气歧管13被供应至燃烧室11。节气门15布置于进气歧管13上以调节供应至燃烧室11的空气量。
如图1所示,第一废气再循环(exhaust gas recirculation,EGR)装置60包括第一EGR管线62(其从排气歧管17分出并且接入进气歧管13),以及布置于第一EGR管线62的第一EGR阀64。此外,第一EGR装置60可以进一步包括布置于第一EGR管线62的第一EGR冷却器66,其用于冷却经过第一EGR管线62的废气。
同时,控制器90根据发动机10的驱动条件确定发动机目标扭矩,当发动机目标扭矩在第一EGR装置60的操作区域与不操作区域之间的扭矩死区时,将发动机扭矩设定在第一EGR装置60的运行区域内,并且通过混合动力电动车辆(HEV)电机的驱动将发动机目标扭矩与发动机扭矩之间的差值补偿至发动机扭矩。
如图6所示,当发动机目标扭矩首先根据发动机运行条件进行确定时,控制器配置为确定发动机目标扭矩是否在EGR装置60的操作区域与不操作区域之间的扭矩死区。当发动机目标扭矩在EGR装置60的操作区域与不操作区域之间的扭矩死区时,将发动机扭矩设定在EGR装置操作区域内。发动机目标扭矩与发动机扭矩之间的差可以通过驱动HEV电机得到补偿。
图2为显示了根据本发明的各个示例性实施方案的发动机***的配置的示意图。如图2所示,发动机***可以进一步包括第二EGR装置82,所述第二EGR装置82包括第二EGR管线84(其从排气管线19分出并且接入第一进气管线20),以及布置于第二EGR管线84的第二EGR阀86。
第二EGR装置82可以进一步包括布置于第二EGR管线84的第二EGR冷却器88,其用于冷却经过第二EGR管线84的废气。第二EGR装置82可以为这样一个装置,其内部循环的废气的压力与第一EGR装置60相比要低。
图3为显示了根据本发明的各个示例性实施方案的发动机***的配置的示意图。
参考图3,发动机***包括发动机10,进气管线20,进气歧管13,排气歧管17,排气管线19,涡轮增压器72,以及EGR装置60。
EGR装置60包括EGR管线62和布置于EGR管线62的EGR阀64。EGR管线62从连接至涡轮增压器72的涡轮机74的排气歧管17分出,并且接入进气歧管13。
涡轮增压器72布置于进气管线20,并且电动增压器35可以布置于从进气管线20分出的旁路管线40。
涡轮增压器72像电动增压器35一样用于向燃烧室11供应增压的空气,并且其包括压缩机76和涡轮机74。流动通过进气管线20的外部空气被涡轮增压器72的压缩机76压缩,并通过进气歧管13被供应至燃烧室11。此外,涡轮增压器72的涡轮机74通过燃烧气体(燃烧气体通过连接涡轮机74和废气净化装置70的分支管线77、从发动机10的排气歧管17排放至废气净化装置70)的压力来旋转,并且通过使用产生的旋转力,从进气管线20吸入的外部空气可以被压缩为具有比大气压力更高的压力,从而发动机10的输出可以增加。
三通路EGR阀78可以布置于在涡轮增压器的前端部分的进气管线20,并且因此,从进气管线20吸入并进入涡轮增压器72的压缩机76中的外部空气的量可以根据三通路EGR阀78打开的量而得到调节。
用于净化废气的废气净化装置70可以进一步设置于排气管线19,位于排气歧管17的下游和涡轮增压器72的涡轮机74的下游汇聚的位置。
此外,进气管线20和旁路管线可以接入主进气管线50,并且主进气管线50可以设置有主中冷器54。
EGR装置60可以进一步包括布置于EGR管线62的废气再循环(EGR)冷却器66,其用于冷却经过EGR管线62的废气。
图4为显示了根据本发明的示例性实施方案的发动机***的配置的框图。
参考图4,根据本发明的示例性实施方案的发动机***可以进一步包括驱动信息检测部分80,以及根据驱动信息控制下述装置的操作的控制器90,所述装置包括:发动机10,进气阀27,第二进气阀37,旁通阀47,第一电动增压器25,第二电动增压器35,废气再循环(EGR)阀64,以及节气门15。
驱动信息检测部分80检测驱动信息,包括发动机扭矩、发动机转速、驾驶员所需的扭矩等等,并且检测到的驱动信息被传输至控制器90。
控制器90可以设置有根据设定的程序进行操作的一个或多个处理器,并且设定的程序配置为根据本发明的示例性实施方案执行发动机***的控制方法的每一步。
图5为显示了根据本发明的示例性实施方案的控制发动机***的方法的流程图。
根据本发明的示例性实施方案的用于控制包括发动机10,电动增压器(用于向发动机供应增压的空气),以及废气再循环(EGR)装置(配置为用于将废气再次循环至发动机)在内的发动机***的方法首先包括:检测包括发动机转速和发动机扭矩的驱动信息S101。驱动信息检测部分检测包括发动机扭矩、发动机转速、驾驶员所需的扭矩等等的驱动信息,并且检测到的驱动信息被传输至控制器。
接着,由控制器根据驱动信息确定发动机目标扭矩S102。
接着,由控制器确定为了达到发动机目标扭矩所需的目标空气量S103。
接着,由控制器确定为了满足目标空气量的目标进气压力S104。
接着,由控制器确定目标进气压力与大气压力的比值是否小于或等于特定值S105。在步骤S106,如果目标进气压力与大气压力的比值小于或等于所述特定值,由控制器,将发动机扭矩设定为低于预定值,将电动增压器控制为不操作,将EGR装置控制为操作,将进气凸轮轴(in-cam)控制为提前,并且将混合动力电动车辆(HEV)的电机控制为驱动以补偿发动机目标扭矩与发动机扭矩之间的差值。同时,在不妨碍车辆的驱动能力的水平处,特定值可以设定为大于1的值。
在步骤S107,如果目标进气压力与大气压力的比值超过所述特定值,控制器将电动增压器控制为操作,并且将EGR装置控制为不操作。
这样,配置为用于供应再循环气体的操作区域得到扩展,车辆的燃油效率得到提高。
为了方便解释和精确限定所附权利要求,术语“上”、“下”、“内”、“外”、“上面”、“下面”、“向上”、“向下”、“前”、“后”、“背后”、“内侧”、“外侧”、“向内”、“向外”、“内部”、“外部”、“内部的”、“外部的”、“向前”和“向后”用于参考附图中所显示的这些特征的位置来描述示例性具体实施方案的特征。需要进一步理解的是,术语“连接”或其派生词指代直接连接和间接连接。
前面对本发明具体示例性实施方式所呈现的描述是出于说明和描述的目的。前面的描述并不想要成为毫无遗漏的,也不是想要把本发明限制为所公开的精确形式,显然,根据上述教导很多改变和变化都是可能的。选择示例性实施方式并进行描述是为了解释本发明的特定原理及其实际应用,从而使得本领域的其它技术人员能够实现并利用本发明的各种示例性实施方式及其各种选择形式和修改形式。本发明的范围意在由所附权利要求书及其等效形式所限定。
Claims (19)
1.一种发动机***,其包括:
发动机,其包括通过燃烧燃油产生驱动扭矩的至少一个燃烧室;
至少一条进气管线,供应至所述至少一个燃烧室的外部空气流动通过所述至少一条进气管线;
进气歧管,其安装于所述至少一个燃烧室的进气侧并连接至所述至少一条进气管线;
排气歧管,其安装于所述至少一个燃烧室的排气侧;
排气管线,其连接至所述排气歧管,并且废气流动通过所述排气管线;
第一电动增压器,其安装于所述至少一条进气管线;
第一EGR装置,其包括从排气歧管分出并且接入进气歧管的第一EGR管线以及安装于第一EGR管线的第一EGR阀;以及
控制器,其配置为:根据发动机的驱动信息确定发动机目标扭矩,当发动机目标扭矩在第一EGR装置的操作区域与不操作区域之间的扭矩死区时,将发动机扭矩设定在第一EGR装置的操作区域内,并且通过混合动力电动车辆的电机来补偿发动机目标扭矩与发动机扭矩之间的差值;
所述控制器配置为:检测包括发动机转速和发动机扭矩的驱动信息,根据驱动信息确定发动机目标扭矩,确定为了达到发动机目标扭矩所需的目标空气量,确定为了满足目标空气量的目标进气压力,并且当目标进气压力与大气压力的比值小于或等于大于1的第一预定值时,判定发动机目标扭矩是否在第一EGR装置的操作区域与不操作区域之间的扭矩死区。
2.根据权利要求1所述的发动机***,其中,第二电动增压器安装于所述至少一条进气管线。
3.根据权利要求2所述的发动机***,其中,所述至少一条进气管线包括:
第一进气管线,供应至所述至少一个燃烧室的第一外部空气流动通过所述第一进气管线;
第二进气管线,供应至所述至少一个燃烧室的第二外部空气流动通过所述第二进气管线;以及
旁路管线,其连接所述第一进气管线与所述第二进气管线;
其中,所述第二电动增压器连接至所述第二进气管线和所述旁路管线。
4.根据权利要求3所述的发动机***,其进一步包括:
第一进气阀,其安装于所述第一进气管线,所述第一电动增压器安装于所述第一进气管线;
第二进气阀,其安装于所述第二进气管线,所述第二电动增压器安装于所述第二进气管线;以及
旁通阀,其安装于所述旁路管线。
5.根据权利要求4所述的发动机***,其中,
所述第一进气阀安装于所述第一电动增压器的下游;
所述第二进气阀安装于所述第二电动增压器的上游。
6.根据权利要求1所述的发动机***,其进一步包括:
废气净化装置,其安装在所述排气歧管与所述排气管线之间,并且配置为用于在排气歧管与排气管线之间净化废气。
7.根据权利要求3所述的发动机***,
其中,所述第一进气管线和所述第二进气管线接入连接至进气歧管的主进气管线,并且主中冷器安装于主进气管线。
8.根据权利要求3所述的发动机***,其进一步包括:
辅助中冷器,其安装于所述旁路管线。
9.根据权利要求1所述的发动机***,
其中,所述第一EGR装置进一步包括安装于第一EGR管线的第一EGR冷却器,其用于冷却经过第一EGR管线的废气。
10.根据权利要求9所述的发动机***,其进一步包括:
第二EGR装置,其包括从排气管线分出并且接入第一进气管线的第二EGR管线以及安装于第二EGR管线的第二EGR阀。
11.根据权利要求10所述的发动机***,
其中,所述第二EGR装置进一步包括安装于第二EGR管线的第二EGR冷却器,其用于冷却经过第二EGR管线的废气。
12.根据权利要求1所述的发动机***,其进一步包括安装于所述至少一条进气管线之一的涡轮增压器。
13.根据权利要求12所述的发动机***,其中,
所述涡轮增压器包括压缩机和涡轮机;
所述压缩机安装于所述至少一条进气管线之一;
所述涡轮增压器的涡轮机安装于连接排气管线与排气歧管的分支管线。
14.根据权利要求13所述的发动机***,其中,所述排气歧管和所述分支管线连接至废气净化装置。
15.根据权利要求12所述的发动机***,
其中,三通路EGR阀安装于涡轮增压器上游的进气管线。
16.根据权利要求1所述的发动机***,
其中,当发动机目标扭矩在第一EGR装置的操作区域与不操作区域之间的扭矩死区时,所述控制器将发动机扭矩设定为低于第二预定值,将第一电动增压器和第二电动增压器控制为不操作,将第一EGR装置控制为操作,并且将进气凸轮轴控制为提前。
17.一种控制发动机***的方法,所述发动机***包括发动机、用于向发动机供应增压的空气的电动增压器、以及配置为用于将废气再循环至发动机的EGR装置,所述方法包括:
检测包括发动机转速和发动机扭矩的驱动信息;
由控制器根据驱动信息确定发动机目标扭矩;
由控制器确定为了达到发动机目标扭矩所需的目标空气量;
由控制器确定为了满足目标空气量的目标进气压力;
由控制器确定目标进气压力与大气压力的比值是否小于或等于预定值;以及
当目标进气压力与大气压力的比值小于或等于所述预定值时,由控制器,将发动机扭矩设定为低于第一预定值,将电动增压器控制为不操作,将EGR装置控制为操作,将进气凸轮轴控制为提前,并且将混合动力电动车辆的电机控制为驱动以补偿发动机目标扭矩与发动机扭矩之间的差值。
18.根据权利要求17所述的控制发动机***的方法,其进一步包括:
当目标进气压力与大气压力的比值超过所述预定值时,
由控制器将电动增压器控制为操作,并且将EGR装置控制为不操作。
19.根据权利要求17所述的控制发动机***的方法,其中,所述预定值大于1。
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- 2019-08-05 CN CN201910716760.5A patent/CN111287839B/zh active Active
- 2019-09-18 DE DE102019125118.4A patent/DE102019125118A1/de active Pending
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US10968871B2 (en) | 2021-04-06 |
DE102019125118A1 (de) | 2020-06-10 |
KR102633863B1 (ko) | 2024-02-06 |
KR20200070515A (ko) | 2020-06-18 |
CN111287839A (zh) | 2020-06-16 |
US20200182202A1 (en) | 2020-06-11 |
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