Intake air compensation method and turbocharging control device with intake air compensation structure

Abstract

The present invention discloses an intake air compensation method and a turbocharging control device with an intake air compensation structure. By directly responding to the throttle action to perform intake air compensation for the compressor, that is, directly compensating the intake air into the compressor after detecting the throttle acceleration action, it can eliminate the delay caused by the exhaust gas pushing the turbine and then the turbine driving the compressor impeller to increase the pressure in the prior art after the engine discharges the exhaust gas. The intake air compensation method of the present invention is more active and direct. In addition, compared with the prior art, the intake air compensation method of the present invention sends the compensated intake air into the compressor along the rotation direction of the compressor impeller above the compressor impeller, and does not directly spray the compensated air against the blades of the compressor impeller. Besides pushing the compressor impeller of the compressor to perform the supercharging work, the compressed air can also take away a part of heat and can enter the engine to participate in combustion, increasing the oxygen content in the cylinder, and thus can improve the thermal efficiency of the engine. It not only realizes supercharging but also compensates the intake air volume of the engine.

Description

Technical Field

[0001] The present invention relates to an intake compensation method and a turbocharging control device with an intake compensation structure. Background Art

[0002] The working principle of a turbocharger is that the exhaust gas generated by the engine operation drives the turbine to rotate and drives the compressor impeller on the same axis to rotate, pressurize the air filtered by the air filter and send it into the engine intake pipe to enter the cylinder for operation. The lag time of the supercharger is 1 - 2 seconds. For trucks, due to complex working conditions and harsh environments, the lag time of the supercharger is even longer.

[0003] Due to turbo lag, the intake air volume is insufficient, the fuel combustion is incomplete, the carbon deposition in the engine cylinder increases, the fuel economy is poor, the transportation cost increases, and the unburned fuel is directly discharged from the exhaust pipe, causing environmental pollution.

[0004] Nowadays, the turbocharger technology has been quite mature. Technologies such as twin-turbochargers, small-inertia turbines, and variable-geometry turbines are all striving to reduce the turbo lag phenomenon. However, limited by the working principle, the low, medium, and high speeds cannot be satisfied simultaneously. It can only be said that the turbo lag phenomenon has been alleviated and cannot disappear completely.

[0005] To solve the above problems, a Chinese patent with the application number 201710668633 was retrieved and disclosed a turbocharger with an intake compensation device, including a compressor housing and a compressor impeller. There is a compressor housing insert inside the compressor housing. The compressor housing insert and the compressor housing form a supplementary air cavity. The inner wall of the compressor housing insert is surrounded by supplementary air holes. The intake supplementary air cavity communicates with the compressor impeller through the supplementary air holes. The direction of the supplementary air holes is the same as the rotation direction of the compressor impeller. There is a supplementary air flange on the outer wall of the compressor housing. The supplementary air flange connects the intake supplementary air cavity and an external high-pressure air source.

[0006] While this device supplements air to the engine intake pipe, it also increases the back pressure of the compressor impeller. The rotation resistance of the impeller increases. This resistance acts on the turbine through the coupling between the compressor impeller and the turbine, and more engine exhaust gas is required to overcome this resistance, resulting in an increase in engine load and power loss. At the same time, it is difficult to control the timing, duration, and air supplement volume of the engine intake air supplement.

[0007] There is another existing technology that stores the high-pressure air generated by an air pump in an air storage cylinder, and the throttle controls the switch on the air outlet pipeline of the air storage cylinder to work, so as to control the air in the air storage cylinder to enter the working chamber of the supercharger turbine, and the compressed air pushes the turbine to work. In this technology, the engine drives the air pump to do additional work to ensure an adequate air source. However, it is difficult to control the length of time that the compressed air acts on the turbine, and it is also difficult to control the acting time of the compressed air on the turbine during uniform driving or acceleration, thereby increasing the working load of the engine. Summary of the Invention

[0008] The present invention provides an intake air compensation method and a turbocharging control device with an intake air compensation structure to overcome the deficiencies of the above-mentioned existing technologies.

[0009] The present invention provides an intake air compensation method, including:

[0010] Step 100, detecting the intake air pressure, and when the intake air pressure meets the safe driving air pressure, execute Step 200;

[0011] Step 200, after detecting that the throttle action causes the vehicle to start, connect the air path for compensating the intake air between the air source and the compressor intake, perform intake air compensation on the compressor, and after reaching the first set time, close the air path and stop the intake air compensation;

[0012] Step 300, when detecting that the throttle action is for acceleration and the vehicle changes from uniform driving to accelerating, connect the air path, perform intake air compensation on the compressor, and after reaching the second set time, close the air path and stop the intake air compensation.

[0013] Performing intake air compensation on the compressor includes:

[0014] Connect the air path for compensating the intake air between the air source and the compressor intake, so that the compensated intake air enters the annular cavity formed on the side wall of the compressor housing, and then sprays out through the nozzle that is connected to the annular cavity and located above the compressor impeller on the inner side wall of the compressor intake in the same direction as the rotation direction of the compressor impeller.

[0015] Preferably: the air source includes an air pump, an air storage tank, a hose connecting the air pump and the air storage tank, and a valve provided between the air pump and the air storage tank;

[0016] The method further includes:

[0017] When detecting that the air pressure in the air storage tank is lower than the set air pressure value, close the air path and stop the intake air compensation.

[0018] The present invention also provides a turbocharging control device with an intake air compensation structure, including: a compressor, a compensated intake port, an annular chamber, a compensated air outlet, an air source, and a control module;

[0019] The compressor includes a compressor housing and a compressor impeller disposed within the compressor housing;

[0020] The annular cavity is a cavity formed within the sidewall of the annular air inlet of the compressor housing;

[0021] The compensation air inlet is disposed on the outer sidewall of the compressor housing and is in communication with the annular cavity;

[0022] The position of the compensation air outlet on the inner sidewall is lower than the plane where the air inlet of the compressor housing is located and higher than the plane where the highest point of the compressor impeller is located, and the opening direction of the compensation air outlet causes the airflow direction ejected from the compensation air outlet to be the same as the rotation direction of the compressor impeller;

[0023] The control module includes a throttle detection unit, a first air pressure detection unit, a second air pressure detection unit, and a control unit;

[0024] The control unit is electrically connected to the throttle detection unit, the first and second air pressure detection units, and is configured to, when the intake air pressure meets the safe driving air pressure, after detecting that the throttle operates to start the vehicle, connect the air path for compensating the intake air between the air source and the compressor, so that the compensating intake air enters the annular cavity formed on the sidewall of the compressor housing, and then is ejected through the compensation air outlet disposed on the inner sidewall of the compressor air inlet and in communication with the annular cavity and above the compressor impeller in the same direction as the rotation direction of the compressor impeller to perform intake air compensation for the compressor, and after reaching the first set time, close the air path and stop the intake air compensation; when detecting that the throttle operates for acceleration and the vehicle changes from a uniform speed driving to an accelerating driving, connect the air path to perform intake air compensation for the compressor, and after reaching the second set time, close the air path and stop the compensation.

[0025] Preferably: The compensation air inlet is a flange structure protruding from the outer sidewall.

[0026] Preferably: An angle is formed between the long axis of the compensation air outlet and the plane where the compressor impeller is located.

[0027] Preferably: The air source includes an air pump, a gas storage tank, a hose connecting the air pump and the gas storage tank, and a valve disposed between the air pump and the gas storage tank;

[0028] The control unit is further configured to close the air path and stop the intake air compensation when detecting that the air pressure in the gas storage tank is lower than the air pressure set value.

[0029] Preferably, the throttle detection unit is a supercharging switch provided at the vehicle throttle pedal; the first air pressure detection unit is provided at the air inlet, and the second air pressure detection unit is provided inside the air storage tank; the first and second air pressure detection units are air pressure sensors.

[0030] Preferably, the compressor housing and the turbine housing are integrally formed, or the compressor housing and the turbine housing are of a split structure.

[0031] Preferably, it is characterized in that

[0032] The number of the compensation air outlets is 3;

[0033] The compressor impeller faces the air inlet of the compressor housing;

[0034] The annular cavity is integrally formed with the compressor housing.

[0035] The beneficial effects of the present invention are as follows: By directly responding to the throttle action to perform air intake compensation for the compressor, that is, directly compensating air intake into the compressor after detecting the throttle acceleration action, the delay caused by the exhaust gas of the existing technology pushing the turbine and then the turbine driving the compressor impeller to supercharge after the engine emits exhaust gas can be eliminated. Compared with the existing technology, the air intake compensation method of the present invention is more active and direct, eliminating the delay caused by waiting for the exhaust gas to drive the turbine. In addition, compared with the existing technology, the air intake compensation method of the present invention sends the compensation air intake into the compressor along the rotation direction of the compressor impeller above the compressor impeller, and does not directly spray the compensation air against the blades of the compressor impeller.

[0036] The compressed air is sprayed through a nozzle provided on the inner side wall of the compressor air inlet and communicating with the annular cavity and located above the compressor impeller in the same direction as the rotation direction of the compressor impeller, reducing the back pressure of the compressor impeller, thereby reducing the rotation resistance of the impeller, improving the air compression efficiency, further reducing the engine load, and reducing power loss.

[0037] In addition, the compressed air sprayed by the nozzle can not only drive the compressor impeller to perform supercharging work, but also take away a part of the heat and enter the engine to participate in combustion, increasing the oxygen content in the cylinder, thereby improving the thermal efficiency of the engine, not only achieving supercharging but also compensating the air intake of the engine. Description of the Drawings

[0038] Figure 1 is a flowchart of the method of the present invention.

[0039] Figure 2 is a front view of the compressor of the turbocharging control device provided by the present invention.

[0040] Figure 3 is Figure 2 the top view of the compressor shown

[0041] Figure 4 is Figure 2 the sectional view of the compressor shown Specific Embodiments

[0042] The following further elaborates the present invention in conjunction with the accompanying drawings, enabling those skilled in the art to implement it with reference to the description in the specification

[0043] It should be understood that terms such as "having", "including", and "comprising" used herein do not preclude the presence or addition of one or more other elements or combinations thereof

[0044] The embodiment of the present invention provides an intake air compensation method, as Figure 1 shown, the method includes the following steps

[0045] Step 100: Detect the intake air pressure. When the intake air pressure meets the safe driving pressure, execute Step 200

[0046] Step 200: After detecting that the throttle action causes the vehicle to start, connect the air source and the air path for compensating the intake air between the compressor intakes. After the compensating intake air enters the annular cavity formed on the side wall of the compressor housing, it is ejected through a nozzle provided on the inner side wall of the compressor intake port, which communicates with the annular cavity and is located above the compressor impeller, in the same direction as the rotation direction of the compressor impeller to perform intake air compensation for the compressor. After reaching the first set time, close the air path and stop the intake air compensation

[0047] In some embodiments, the air source can be the intake air source of the vehicle engine

[0048] In some other embodiments, the air source includes an air pump, an air storage tank, a hose connecting the air pump and the air storage tank, and a valve provided between the air pump and the air storage tank

[0049] In the case where the air source includes an air storage tank, the method further includes

[0050] When detecting that the air pressure in the air storage tank is lower than the pressure set value, close the air path and stop the intake air compensation

[0051] In some embodiments, the first set time can be set according to the actual working conditions. For example, for a flat road condition that is easy to accelerate, the first set time for a mountain road condition can be set longer

[0052] Step 300: When it is detected that the throttle action is to accelerate and the vehicle changes from a constant-speed driving to an accelerating driving, the air passage is connected to perform air intake compensation on the compressor. The specific compensation method can refer to Step 200. After reaching the second set time, the air passage is closed and the compensation is stopped.

[0053] In some embodiments, the second set time can be set according to the actual working conditions. The specific method can refer to the setting of the first set time.

[0054] The air intake compensation method of the present invention performs air intake compensation on the compressor by directly responding to the throttle action, that is, directly compensating the air intake into the compressor after detecting the throttle acceleration action, which can eliminate the delay caused by the exhaust gas of the engine pushing the turbine and then the turbine driving the compressor impeller to increase the pressure in the prior art. Compared with the prior art, the air intake compensation method of the present invention is more active and direct, eliminating the delay caused by waiting for the exhaust gas to drive the turbine. In addition, compared with the prior art, the air intake compensation method of the present invention sends the compensated air intake into the compressor along the rotation direction of the compressor impeller above the compressor impeller, and will not directly spray the compensated air against the blades of the compressor impeller.

[0055] The compressed air is sprayed through a nozzle provided on the inner side wall of the compressor air intake port and communicating with the annular cavity and located above the compressor impeller in the direction of the rotation of the compressor impeller, reducing the back pressure of the compressor air compression impeller, thereby reducing the rotation resistance of the impeller, improving the air compression efficiency, further reducing the engine load, and reducing the power loss.

[0056] In addition to the compressed air sprayed by the nozzle being able to drive the compressor air compression impeller to perform the supercharging work, it can also take away a part of the heat and can enter the engine to participate in combustion, increasing the oxygen content in the cylinder, and further improving the thermal efficiency of the engine, not only achieving supercharging but also compensating the air intake of the engine.

[0057] The present invention also provides a turbocharging control device with an air intake compensation structure. As Figures 2-4 shown, the turbocharging control device includes: a compressor, a compensation air intake port 3, an annular cavity 4, a compensation air outlet 5, a gas source (not shown), and a control module (not shown).

[0058] The compressor includes a compressor housing 1 and a compression impeller 2 provided in the compressor housing 1. The compression impeller 2 faces the air intake port of the compressor housing 1.

[0059] The annular cavity 4 is a cavity formed in the side wall of the annular air intake port of the compressor housing 1. Preferably, the annular cavity 4 is integrally formed with the compressor housing 1.

[0060] The compensation air inlet 3 is arranged on the outer side wall of the compressor housing 1 and communicates with the annular cavity 4.

[0061] In some embodiments, the compensation air inlet 3 is a flange structure protruding from the outer side wall and is adapted to connect to a high-pressure hose.

[0062] The compensation air outlet 5 is arranged on the inner side wall of the compressor housing 1 and communicates with the annular cavity 4.

[0063] In some embodiments, a plurality of the compensation air outlets 5 can be arranged on the inner side wall. Preferably, the number of the compensation air outlets 5 is three.

[0064] In some embodiments, the position of the compensation air outlet 5 on the inner side wall is lower than the plane where the air inlet of the compressor housing 1 is located and higher than the plane where the highest point of the compressor impeller 2 is located, and the opening direction of the compensation air outlet 5 is such that the air flow direction ejected from the compensation air outlet 5 is the same as the rotation direction of the compressor impeller 2.

[0065] In some embodiments, an included angle is formed between the long axis of the compensation air outlet 5 and the plane where the compressor impeller 2 is located.

[0066] In some embodiments, the air source can be the air inlet of the engine with an air filter.

[0067] In some other embodiments, the air source includes an air pump, a gas storage tank, a hose connecting the air pump and the gas storage tank, and a valve arranged between the air pump and the gas storage tank.

[0068] The control module includes a throttle detection unit, a first air pressure detection unit, a second air pressure detection unit, and a control unit.

[0069] The control unit is electrically connected to the throttle detection unit, the first and second air pressure detection units, and is configured to, when the intake air pressure meets the safe driving air pressure, after detecting that the throttle operates to start the vehicle, connect the air path for compensating the intake air between the air source and the compressor, so that after the compensating intake air enters the annular cavity 4 formed on the side wall of the compressor housing 1, it is ejected through the compensation air outlet 5 arranged on the inner side wall of the compressor air inlet and communicating with the annular cavity 4 and above the compressor impeller 2 in the same direction as the rotation direction of the compressor impeller 2 to perform intake air compensation for the compressor, and after reaching the first set time, close the air path and stop the intake air compensation; when detecting that the air pressure in the gas storage tank is lower than the air pressure set value, close the air path and stop the intake air compensation; when detecting that the throttle operation is for acceleration and the vehicle changes from a uniform speed driving to an accelerating driving, connect the air path to perform intake air compensation for the compressor, and after reaching the second set time, close the air path and stop the compensation.

[0070] In some embodiments, the throttle detection unit may be a supercharging switch disposed at the vehicle throttle pedal. The first air pressure detection unit is disposed at the air inlet, and the second air pressure detection unit is disposed inside the air storage tank. The first and second air pressure detection units may be air pressure sensors.

[0071] In some embodiments, the compressor housing 1 of the present invention may be integrally formed with the turbine housing.

[0072] In addition, in some embodiments, the compressor housing 1 and the turbine housing of the present invention are of a split structure, and the connection manner thereof may be any common means, such as nesting, riveting, welding, etc.

[0073] Although the embodiments of the present invention have been disclosed as above, they are not limited to the applications listed in the specification and embodiments. It can be fully applied to various fields suitable for the present invention. For those familiar with the field, additional modifications can be easily achieved. Therefore, without departing from the general concept defined by the claims and the equivalent scope, the present invention is not limited to the specific details and the illustrated examples here.

Claims

1. An intake air compensation method, comprising: Step 100, detecting the intake air pressure, and when the intake air pressure meets the safe driving air pressure, performing Step 200; Step 200, after detecting that the throttle action causes the vehicle to start, connecting the air path for compensating the intake air between the air source and the compressor intake, performing intake air compensation on the compressor, and after reaching the first set time, closing the air path and stopping the intake air compensation; Step 300, when detecting that the throttle action is for acceleration and causes the vehicle to change from a uniform speed driving to an accelerating driving, connecting the air path, performing intake air compensation on the compressor, and after reaching the second set time, closing the air path and stopping the intake air compensation; Wherein, performing intake air compensation on the compressor includes: Connecting the air path for compensating the intake air between the air source and the compressor intake, enabling the compensating intake air to enter the annular cavity formed on the side wall of the compressor housing, and then spraying out through the nozzle provided on the inner side wall of the compressor intake port, which is connected to the annular cavity and located above the compressor impeller, in the same direction as the rotation direction of the compressor impeller.

2. The intake air compensation method according to claim 1, wherein The air source includes an air pump, an air storage tank, a hose connecting the air pump and the air storage tank, and a valve provided between the air pump and the air storage tank; The method further includes: When detecting that the air pressure in the air storage tank is lower than the set air pressure value, closing the air path and stopping the intake air compensation.

3. A turbocharging control device with an intake air compensation structure, comprising: A compressor, a compensating intake port, an annular cavity, a compensating outlet port, an air source, and a control module; The compressor includes a compressor housing and a compressor impeller provided in the compressor housing; The annular cavity is a cavity body formed inside the side wall of the annular intake port of the compressor housing; The compensating intake port is provided on the outer side wall of the compressor housing and is communicated with the annular cavity; The position of the compensating outlet port on the inner side wall is lower than the plane where the intake port of the compressor housing is located and higher than the plane where the highest point of the compressor impeller is located, and the opening direction of the compensating outlet port enables the air flow direction sprayed out from the compensating outlet port to be the same as the rotation direction of the compressor impeller; The control module includes a throttle detection unit, a first air pressure detection unit, a second air pressure detection unit, and a control unit; The control unit is electrically connected to the throttle detection unit, the first and second air pressure detection units, and is used for when the intake air pressure meets the safe driving air pressure, after detecting that the throttle action causes the vehicle to start, connecting the air path for compensating the intake air between the air source and the compressor, enabling the compensating intake air to enter the annular cavity formed on the side wall of the compressor housing, and then spraying out through the compensating outlet port provided on the inner side wall of the compressor intake port, which is connected to the annular cavity and located above the compressor impeller, in the same direction as the rotation direction of the compressor impeller, performing intake air compensation on the compressor, and after reaching the first set time, closing the air path and stopping the intake air compensation; when detecting that the throttle action is for acceleration and causes the vehicle to change from a uniform speed driving to an accelerating driving, connecting the air path, performing intake air compensation on the compressor, and after reaching the second set time, closing the air path and stopping the compensation.

4. The turbocharging control device according to claim 3, characterized in that, The compensating intake port is a flange structure protruding from the outer side wall.

5. The turbocharging control device according to claim 3, characterized in that, An included angle is formed between the long axis of the compensating outlet port and the plane where the compressor impeller is located.

6. The turbocharging control device according to claim 3, characterized in that, The air source includes an air pump, a gas storage tank, a hose connecting the air pump and the gas storage tank, and a valve provided between the air pump and the gas storage tank; The control unit is further configured to close the air path and stop the intake compensation when it detects that the air pressure in the gas storage tank is lower than the set air pressure value.

7. The turbocharging control device according to claim 6, characterized in that, The throttle detection unit is a supercharging switch provided at the vehicle throttle pedal; the first air pressure detection unit is provided at the air inlet, and the second air pressure detection unit is provided inside the gas storage tank; the first and second air pressure detection units are air pressure sensors.

8. The turbocharging control device according to claim 3, wherein The compressor housing and the turbine housing are integrally formed, or the compressor housing and the turbine housing are of a split structure.

9. The turbocharging control device according to any one of claims 3 to 8, characterized in that The number of the compensation air outlets is 3; The compressor impeller faces the air inlet of the compressor housing; The annular cavity is integrally formed with the compressor housing.

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