Waste gas heat energy recovery system, control method and device and vehicle

Abstract

The invention provides a waste gas heat energy recovery system, a control method, a device and a vehicle, which are applied to the vehicle and comprise a turbine, a pump wheel and a motor, the turbine is connected with an exhaust manifold of an engine, the two ends of the overrunning coupler are connected with the turbine and the pump wheel respectively, and the overrunning coupler is used for selectively transmitting power output by the turbine to the pump wheel based on the current working condition; the two ends of the electromagnetic clutch are connected with the motor and the pump wheel respectively, and the other end of the motor is connected with a power battery; the controller is connected with the motor and the electromagnetic clutch and used for controlling the electromagnetic clutch to connect or disconnect a channel between the motor and the pump wheel based on the current working condition of the vehicle and selectively controlling the working state of the motor according to the current working condition. The waste gas heat energy recovery system is high in recovery rate.

Description

Technical Field

[0001] The present invention relates to the technical field of diesel engines, and in particular to an exhaust gas heat recovery system, a control method, a device and a vehicle. Background Art

[0002] Turbocharged diesel engines are currently the most efficient vehicles in terms of energy conversion. The most advanced diesel engines have a thermal efficiency of around 50%, with at least 30% of their energy entering the atmosphere through the exhaust system in the form of high-pressure hot exhaust gas. Recycling the heat energy of the engine's exhaust gas has become an important means of improving engine efficiency.

[0003] With the development of turbocharging technology, current turbocharging structures include variable-section turbines, two-stage turbines, twin scrolls, bypass valves, pressure relief valves, dual supercharging and other structures, and even mechanical supercharging and combined supercharging structures have appeared.

[0004] However, these structures and systems have low efficiency in recovering and utilizing the heat energy of the exhaust gas. Summary of the invention

[0005] In view of this, the present invention aims to provide an exhaust gas heat energy recovery system, control method, device and vehicle to solve the problem of low exhaust gas heat energy recovery rate of current diesel engines.

[0006] To achieve the above object, the technical solution of the present invention is achieved as follows:

[0007] An exhaust gas heat recovery system, applied to a vehicle, comprises: a turbine, a pump wheel, and a motor; the turbine is connected to the exhaust manifold of the engine, and,

[0008] An overrunning coupling, the two ends of which are respectively connected to the turbine and the pump wheel, and is used to selectively transmit the power output by the turbine to the pump wheel based on the current working condition;

[0009] An electromagnetic clutch, wherein two ends of the electromagnetic clutch are respectively connected to the motor and the pump wheel, and the other end of the motor is connected to a power battery;

[0010] A controller is connected to the motor and the electromagnetic clutch, respectively, and is used to control the electromagnetic clutch to open or close the passage between the motor and the pump wheel based on the current working condition of the vehicle, and to selectively control the working state of the motor according to the current working condition.

[0011] Furthermore, the working states of the motor include: a shut-down state, a driving state of driving the pump wheel based on the electric energy provided by the power battery, and a power generation state of charging the power battery.

[0012] Further, the current operating condition includes a first operating condition, under which the rotation speed of the turbine exceeds the rotation speed of the pump wheel; wherein:

[0013] The overrunning coupling is closed in response to the first working condition, the controller controls the electromagnetic clutch to be turned on, and controls the motor to be in a power generation state for charging the power battery;

[0014] The first operating condition includes any one of the following operating conditions: a medium to high speed driving condition, a deceleration condition, and an engine shut down condition.

[0015] Further, the current operating condition includes a second operating condition, under which:

[0016] The overrunning coupling continues the closed state after the last driving cycle ends, and the controller controls the electromagnetic clutch to be turned off, and controls the motor to be in the closed state;

[0017] The second operating condition includes any one of the following operating conditions: an ignition start condition, an idling driving condition, and a low-speed and low-throttle driving condition.

[0018] Further, the current operating condition includes a third operating condition, under which the rotation speed of the turbine is lower than the rotation speed of the pump wheel; wherein:

[0019] The overrunning coupling is disconnected in response to the third working condition; the controller controls the electromagnetic clutch to be turned on, and controls the motor to be in the driving state, so that the power battery provides electrical energy to the motor to drive the pump wheel to rotate;

[0020] The third operating condition includes any one of the following operating conditions: a low-speed medium-throttle driving condition, a low-speed high-throttle driving condition, and a medium-speed low-throttle driving condition.

[0021] Furthermore, the pump impeller is a radial flow pump impeller.

[0022] Compared with the prior art, the exhaust gas heat recovery system of the present invention has the following advantages:

[0023] The present invention is applied to a vehicle through an exhaust gas heat recovery system, comprising: a turbine, a pump wheel, and a motor; the turbine is connected to the exhaust manifold of the engine, and an overrunning coupling, the two ends of the overrunning coupling are respectively connected to the turbine and the pump wheel, and is used to selectively transmit the power output by the turbine to the pump wheel based on the current operating conditions; an electromagnetic clutch, the two ends of the electromagnetic clutch are respectively connected to the motor and the pump wheel, and the other end of the motor is connected to a power battery; a controller is respectively connected to the motor and the electromagnetic clutch, and is used to control the electromagnetic clutch to open or close the passage between the motor and the pump wheel based on the current operating conditions of the vehicle, and to selectively control the working state of the motor according to the current operating conditions.

[0024] By adopting the above scheme, when the overrunning coupling is closed, the turbine can drive the pump wheel to rotate, so that the turbine transfers the kinetic energy converted from the waste heat energy recovery to the pump wheel, so that the pump wheel rotates to perform intake air compression, thereby improving the utilization rate of the waste heat energy. Furthermore, when the electromagnetic clutch conducts the passage between the motor and the pump wheel, the motor charges the power battery when it rotates, and the kinetic energy obtained by the waste heat energy conversion is converted into electrical energy and stored in the battery, further improving the utilization rate of the waste gas.

[0025] Another object of the present invention is to provide an exhaust gas heat energy recovery control method to solve the problem of low exhaust gas heat energy recovery rate of current diesel engines.

[0026] To achieve the above object, the technical solution of the present invention is achieved as follows:

[0027] An exhaust gas heat energy recovery control method is applied to the exhaust gas heat energy recovery system described in any embodiment, and the method comprises:

[0028] Get the current working condition of the vehicle;

[0029] Based on the current operating condition, generating a first control instruction and a second control instruction;

[0030] Sending the first control instruction to the electromagnetic clutch to control the electromagnetic clutch to open or close the passage between the motor and the pump wheel;

[0031] The second control instruction is sent to the motor to selectively control the working state of the motor.

[0032] Furthermore, the working states of the motor include: a shut-down state, a driving state in which the pump wheel is driven based on electric energy provided by a power battery, and a power generation state in which the power battery is charged.

[0033] The exhaust gas heat energy recovery control method and the above-mentioned exhaust gas heat energy recovery system have the same advantages over the prior art, which will not be described in detail here.

[0034] Another object of the present invention is to provide an exhaust gas heat energy recovery control device to solve the problem of low exhaust gas heat energy recovery rate of current diesel engines.

[0035] To achieve the above object, the technical solution of the present invention is achieved as follows:

[0036] An exhaust gas heat energy recovery control device is applied to the exhaust gas heat energy recovery system described in any embodiment, and the device comprises:

[0037] An acquisition module, used to acquire the current working condition of the vehicle;

[0038] A generating module, configured to generate a first control instruction and a second control instruction based on the current operating condition;

[0039] A first sending module, used for sending the first control instruction to the electromagnetic clutch to control the electromagnetic clutch to open or close the passage between the motor and the pump wheel;

[0040] The second sending module is used to send the second control instruction to the motor to selectively control the working state of the motor.

[0041] The exhaust gas heat energy recovery control device has the same advantages as the above-mentioned exhaust gas heat energy recovery system compared with the prior art, which will not be described in detail here.

[0042] Another object of the present invention is to provide a vehicle to solve the problem of low exhaust heat recovery rate of diesel engines.

[0043] To achieve the above object, the technical solution of the present invention is achieved as follows:

[0044] A vehicle comprises the exhaust gas heat energy recovery system described in any one of the above embodiments, or the exhaust gas heat energy recovery control device described in any one of the above embodiments.

[0045] The vehicle and the above-mentioned exhaust gas heat recovery system have the same advantages as those of the prior art, which will not be described in detail here. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0047] Figure 1 A schematic structural diagram of an exhaust gas heat recovery system according to a first embodiment of the present invention is shown;

[0048] Figure 2 A schematic diagram of energy conversion path in the exhaust gas heat energy recovery process according to another embodiment of the present invention is shown;

[0049] Figure 3 A schematic diagram of energy conversion path in a process of a motor driving a pump wheel according to another embodiment of the present invention is shown;

[0050] Figure 4 A flowchart showing a method for controlling waste heat recovery in accordance with a second embodiment of the present invention is shown;

[0051] Figure 5 A schematic structural diagram of an exhaust gas heat recovery control device according to another embodiment of the present invention is shown.

[0052] Description of reference numerals:

[0053] 101. Turbine; 102. Pump wheel; 103. Motor; 104. Overrunning coupling; 105. Electromagnetic clutch; 106. Power battery; 107. Controller; 108. Exhaust manifold. DETAILED DESCRIPTION

[0054] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0055] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other.

[0056] Turbocharged diesel engines are currently the most efficient vehicles in terms of energy conversion. The most advanced diesel engines have a thermal efficiency of around 50%, with at least 30% of their energy entering the atmosphere through the exhaust system in the form of high-pressure hot exhaust gas. Recycling the heat energy from the engine's exhaust gas has become an important means of improving engine efficiency.

[0057] Turbocharging technology is currently the most effective exhaust gas heat energy conversion technology. Its principle is to use the exhaust gas to impact the turbine, making it run at high speed, and then drive the pump wheel on the coaxial axis to compress the intake air, thereby increasing the engine's intake volume in disguise, thereby improving the engine's charging efficiency and increasing the engine power.

[0058] Due to the simple structure of the turbocharger, it will cause defects such as "hysteresis, blockage, and surge". With the development of turbocharging technology, in recent years, there have been structures such as variable-section turbines, two-stage turbines, twin scrolls, bypass valves, pressure relief valves, and dual supercharging, and even mechanical supercharging and combined supercharging structures.

[0059] However, all of these structures and systems increase the intake pressure to increase the engine displacement. The energy required for supercharging comes from the exhaust gas heat energy, and the overall energy recovery of the exhaust gas heat energy is indirect, which results in a low exhaust gas heat energy recovery rate.

[0060] Therefore, it is particularly important to provide an exhaust gas heat recovery system with a higher recovery rate.

[0061] Embodiment 1

[0062] Reference Figure 1 , Figure 1 The structure diagram of an exhaust gas heat recovery system according to the first embodiment of the present invention is shown. The system is applied to a vehicle, such as Figure 1 As shown, including:

[0063] The turbine 101, the pump wheel 102 and the motor 103; the turbine 101 is connected to the exhaust manifold 108 of the engine, and,

[0064] An overrunning coupling 104, where both ends of the overrunning coupling 104 are respectively connected to the turbine 101 and the pump impeller 102, and is used to selectively transmit the power output by the turbine 101 to the pump impeller 102 based on the current working condition;

[0065] An electromagnetic clutch 105, two ends of the electromagnetic clutch 105 are respectively connected to the motor 103 and the pump wheel 102, and the other end of the motor 103 is connected to the power battery 106;

[0066] The controller 107 is connected to the motor 103 and the electromagnetic clutch 105 respectively, and is used to control the electromagnetic clutch 105 to turn on or off the passage between the motor 103 and the pump wheel 102 based on the current working condition of the vehicle, and to selectively control the working state of the motor 103 according to the current working condition.

[0067] In an embodiment of the present invention, the exhaust gas heat recovery system is arranged in a high-speed supercharged diesel engine, and the system includes: a turbine 101, a pump wheel 102, and an overrunning coupling 104, and the overrunning coupling 104 is connected between the turbine 101 and the pump wheel 102.

[0068] The input end of the turbine 101 is connected to the exhaust manifold 108 of the engine, and the exhaust gas to be recovered enters the turbine 101 through the exhaust manifold 108; the output end of the turbine 101 is connected to the exhaust pipe of the engine, and the exhaust gas after heat energy recovery is discharged to the rear-end processing part through the exhaust pipe.

[0069] The input end of the pump wheel 102 is connected to the air filter, and the air enters the pump wheel 102 through the air filter; the output end of the pump wheel 102 is connected to the intercooler and the intake manifold of the engine in sequence, and the compressed air is cooled by the intercooler and then enters the engine through the intake manifold.

[0070] The turbine 101 and the pump wheel 102 both include an internal impeller structure and a casing.

[0071] An overrunning coupling refers to a coupling that automatically closes or disconnects by utilizing the speed change or rotation direction change of the driving shaft and the driven shaft. In an embodiment of the present invention, the overrunning coupling 104 includes two working states, namely a closed state and a disconnected state. When the speed of the turbine 101 is greater than the speed of the pump impeller 102, the overrunning coupling 104 is closed, connecting the turbine 101 and the pump impeller 102, and transmitting the power output by the turbine 101 to the pump impeller 102 to drive the pump impeller 102 to perform intake compression. When the speed of the turbine 101 is less than the speed of the pump impeller 102, the connection between the turbine 101 and the pump impeller 102 is disconnected to prevent the pump impeller 102 from driving the turbine 101 to rotate in the reverse direction, causing the turbine 101 to absorb exhaust gas in the reverse direction, thereby causing the engine exhaust to be poor, which affects the power and heat dissipation of the engine.

[0072] The exhaust gas heat recovery system provided in the embodiment of the present invention further includes: a motor 103, an electromagnetic clutch 105, a power battery 106, and a controller 107. The electromagnetic clutch 105 is connected between the pump wheel 102 and the motor 103. One end of the motor 103 is connected to the electromagnetic clutch 105, and the other end is connected to the power battery 106. The controller 107 is connected to the motor 103 and the electromagnetic clutch 105 for communication, and is used to control the electromagnetic clutch 105 to turn on or off the passage between the motor 103 and the pump wheel 102 based on the current working condition of the vehicle, and to selectively control the working state of the motor 103 according to the current working condition.

[0073] In an optional embodiment, the working states of the motor 103 include: a shutdown state, a driving state of driving the pump wheel 102 based on the electric energy provided by the power battery 106 , and a power generation state of charging the power battery 106 .

[0074] Under the first operating condition, the controller 107 controls the motor 103 to be in a power generation state for charging the power battery to recover the exhaust gas heat energy; under the second operating condition, the controller 107 controls the motor 103 to be in a closed state; under the third operating condition, the controller 107 controls the motor 103 to be in a driving state to use the electric energy provided by the power battery 106 to drive the pump wheel 102 to rotate.

[0075] Reference Figure 2 , Figure 2FIG. 4 shows a schematic diagram of energy conversion path in the exhaust gas heat recovery process according to another embodiment of the present invention. Figure 2 As shown, the turbine 101 recovers the heat energy of the exhaust gas. When the overrunning coupling 104 is closed, the turbine 101 transfers the kinetic energy converted from the heat energy of the exhaust gas to the pump wheel 102, driving the pump wheel 102 to compress the gas. Furthermore, when the electromagnetic clutch 105 conducts the passage between the pump wheel 102 and the motor 103, the kinetic energy converted from the heat energy of the exhaust gas recovered by the turbine 101 is further transferred to the motor 103 through the pump wheel 102, and the motor 103 charges the power battery 106 during the rotation process.

[0076] In the embodiment of the present invention, the turbine 101 recovers the heat energy of the exhaust gas and converts it into kinetic energy, and drives the pump wheel 102 to rotate to perform intake air compression by closing the overrunning coupling 104. Furthermore, the passage between the motor 103 and the pump wheel 102 is connected through the electromagnetic clutch 105, so that the pump wheel 102 drives the motor 103 to rotate to charge the power battery 106, thus increasing the utilization rate of the exhaust heat energy recovery of the turbine 101, thereby improving the exhaust heat energy recovery rate of the engine.

[0077] In this way, by adding the motor 103, the exhaust gas heat energy recovery rate is improved, the exhaust gas heat energy recovery rate is improved, and then the engine's specific power index is improved, the engine's power and fuel economy are improved, and the drivability and emissions of the entire vehicle are improved.

[0078] Reference Figure 3 , Figure 3 FIG. 4 shows a schematic diagram of energy conversion path in the process of driving a pump wheel by a motor according to another embodiment of the present invention. Figure 3 As shown, the power battery 106 is in a discharge mode, providing kinetic energy for the motor 103. The motor 103 drives the pump wheel 102 to rotate through the electromagnetic clutch 105. At this time, the overrunning coupling 104 is in a disconnected state.

[0079] By opening the passage between the pump wheel 102 and the motor 103 through the electromagnetic clutch 105 and the motor 103 being in a driving state, the motor 103 can drive the pump wheel 102 to rotate, thereby solving the problem of intake lag caused by the low speed of the turbine 101 in the initial stage of vehicle startup and being unable to drive the pump wheel 102 to rotate.

[0080] In addition, by controlling the working state of the motor 103, the exhaust gas heat recovery system provided by the embodiment of the present invention can achieve the function of oil-electric hybrid.

[0081] In an optional embodiment, the pump impeller 102 is a radial flow pump impeller.

[0082] A radial flow pump is a pump whose impeller rotates in a radial flow manner. The conveying medium between the impeller blades flows out radially under the action of centrifugal force. A radial flow pump can increase the pressure and speed of the conveying medium.

[0083] In the embodiment of the present invention, a radial flow impeller is used to replace a traditional axial flow impeller, thereby reducing the space occupied by the impeller and providing space for the installation of the motor 103 .

[0084] In an optional embodiment, the controller 107 includes but is not limited to an electronic controller unit of a vehicle, which is not limited here. The controller 107 is connected to and communicates with the motor 103 and the electromagnetic clutch 105 via a CAN line.

[0085] The vehicle's Electronic Control Unit (ECU), also known as the vehicle's "on-board computer", is used to control the vehicle's driving status and realize its various functions. It mainly uses various sensors and bus data collection and exchange to determine the vehicle's status and control the vehicle.

[0086] In an optional embodiment, the motor 103 in the embodiment of the present invention is an excitation high-speed motor with an operating speed of about 100,000 rpm, and has both electric and power generation functions.

[0087] In some optional embodiments, the vehicle's operating conditions are in the order of starting, driving, and then decelerating and shutting down, including the following conditions: ignition starting condition, idling driving condition, low-speed and low-throttle driving condition, low-speed and medium-throttle driving condition, low-speed and high-throttle driving condition, medium-speed and low-throttle driving condition, medium- and high-speed driving condition, deceleration condition, and engine shut down condition.

[0088] Next, the state control of the motor 103 and the electromagnetic clutch 105 by the controller 107 is described with respect to the working conditions of each stage mentioned above:

[0089] In an optional embodiment, the current operating condition includes a first operating condition, in which the rotation speed of the turbine 101 exceeds the rotation speed of the pump wheel 102; wherein: the overrunning coupling 104 is closed in response to the first operating condition, the controller 107 controls the electromagnetic clutch 105 to be turned on, and controls the motor 103 to be in a power generation state for charging the power battery 106. The first operating condition includes any of the following operating conditions: a medium-high speed driving condition, a deceleration condition, and a condition of shutting down the engine.

[0090] When the vehicle currently meets any of the medium-high speed driving conditions, deceleration conditions, and engine shut-down conditions, the controller 107 controls the electromagnetic clutch 105 to conduct the passage between the motor 103 and the pump wheel 102, so that the pump wheel 102 drives the motor 103 to rotate. At the same time, the working state of the motor 103 is controlled to be in the power generation state, so that the motor 103 charges the power battery 106 during the rotation process.

[0091] In the first working condition, the vehicle is in the stage where the engine changes from medium speed and medium throttle to high speed and full throttle and then to deceleration and shutdown. In this stage, as the vehicle speed increases, the amount of exhaust gas increases, and exhaust gas heat energy recovery is required. The speed of turbine 101 exceeds the speed of pump wheel 102, and the overtaking coupling 104 is in a closed state, connecting turbine 101 and pump wheel 102, and transmitting the power converted from the exhaust gas heat energy recovered by turbine 101 to pump wheel 102. At the same time, motor 103 is in a power generation state, converting the power transmitted by pump wheel 102 into electrical energy, charging power battery 106, and thus improving the recovery rate of exhaust gas heat energy. The problem of the turbine releasing part of the heat to prevent overspeed when the engine is at high speed is solved, and the effect of recovering most of the exhaust gas heat energy is achieved. In addition, the function of oil-electric hybrid is also realized.

[0092] In an optional embodiment, the current working condition includes a second working condition, in which the overrunning coupling 104 continues the closed state after the previous driving cycle, the controller 107 controls the electromagnetic clutch 105 to be turned off, and controls the motor 103 to be in the off state. The second working condition includes any of the following working conditions: an ignition start working condition, an idling driving working condition, and a low-speed and low-throttle driving working condition.

[0093] In the second operating condition, the vehicle is in the stage of ignition start, idling to low engine speed and small throttle. In this stage, the turbine 101 and the pump wheel 102 gradually change from basically no rotation to low speed operation, the overrunning coupling 104 is in a closed state, and the power battery is in a closed state.

[0094] Since the overrunning coupling 104 is in a closed state after the engine is shut down after the last driving cycle of the vehicle, the vehicle operating condition does not change until the next driving cycle begins. Therefore, the overrunning coupling 104 continues the closed state after the last driving cycle, and then changes its own state as the vehicle operating condition changes.

[0095] Among them, when the vehicle is in the second operating condition, there is no recovery of exhaust gas heat energy.

[0096] In an optional embodiment, the current working condition includes a third working condition, in which the rotation speed of the turbine 101 is lower than the rotation speed of the pump wheel 102. Wherein: the overrunning coupling 104 is disconnected in response to the third working condition; the controller 107 controls the electromagnetic clutch 105 to be turned on, and controls the motor 103 to be in a driving state, so that the power battery 106 provides electrical energy to the motor 103 to drive the pump wheel 102 to rotate. Wherein, the third working condition includes any of the following working conditions: a low-speed medium-throttle driving condition, a low-speed high-throttle driving condition, and a medium-speed low-throttle driving condition.

[0097] When the current working condition of the vehicle satisfies the third working condition, the controller 107 controls the electromagnetic clutch 105 to engage, so as to conduct the passage between the motor 103 and the pump wheel 102, so that power can be transmitted between the motor 103 and the pump wheel 102. At the same time, the working state of the motor 103 is controlled to be in the driving state, so as to drive the pump wheel 102 to rotate based on the electric energy provided by the power battery 106, so as to perform intake air compression.

[0098] In the third working condition, the vehicle is in the stage where the engine changes from low speed and medium throttle to low speed and large throttle and then to medium speed and small throttle. In this stage, due to the low speed of the turbine 101 and the low exhaust gas output of the engine, the turbine 101 cannot be driven by the exhaust gas to rotate, which will cause the turbine 101 to drive the pump wheel 102 to compress air and cause hysteresis. In order to solve the above defects, the embodiment of the present invention controls the electromagnetic clutch 105 to conduct the passage between the motor 103 and the pump wheel 102 in the low speed stage, and controls the motor 103 to be in the driving state, so that the motor 103 drives the pump wheel 102 to rotate, compress the intake air, and solve the intake hysteresis problem.

[0099] Driven by the motor 103 , the rotation speed of the pump wheel 102 is much higher than the rotation speed of the turbine 101 , so the overrunning coupling 104 is in a disconnected state, and the power battery 106 is in a discharging state to provide power for the motor 103 .

[0100] It should be noted that the change of the engine operating condition is an extremely rapid process. In the third operating condition, there are moments when the instantaneous speed of the turbine 101 exceeds the instantaneous speed of the pump impeller 102. At these moments, the overrunning coupling 104 is in a closed state, and the overrunning coupling 104 does not play a role in transmitting power. And, at the next moment when the instantaneous speed of the turbine 101 is lower than the instantaneous speed of the pump impeller 102, it is changed to a disconnected state.

[0101] It can be understood that the closing / opening state change of the overrunning coupling 104 is controlled by its own mechanical structure. When there is a difference in the rotation speed of the turbine 101 and the rotation speed of the pump wheel 102, the overrunning coupling 104 generates an inclination angle, causing its closing / opening state to change.

[0102] Among them, when the vehicle is in the third operating condition, there is no recovery of exhaust gas heat energy.

[0103] Referring to Table 1, Table 1 shows a table of working states of various components in the exhaust gas heat recovery system under multiple working conditions provided by an embodiment of the present invention, as shown in Table 1:

[0104] Table 1 Working status of each component under multiple working conditions

[0105]

[0106] Embodiment 2

[0107] Reference Figure 4 , Figure 4 A flowchart of a method for controlling waste heat recovery in accordance with a second embodiment of the present invention is shown. Figure 4 As shown, including:

[0108] Step S201: Obtain the current operating condition of the vehicle.

[0109] Step S202: Generate a first control instruction and a second control instruction based on the current operating condition.

[0110] Step S203 : sending the first control instruction to the electromagnetic clutch 105 to control the electromagnetic clutch 105 to open or close the passage between the motor 103 and the pump wheel 102 .

[0111] Step S204 : sending the second control instruction to the motor 103 to selectively control the working state of the motor 103 .

[0112] In the exhaust gas heat energy recovery system provided in the embodiment of the present invention, in order to control the exhaust gas heat energy recovery, the controller 107 first obtains the current operating condition of the vehicle, and generates a first control instruction and a second control instruction based on the current operating condition.

[0113] The controller 107 includes but is not limited to a vehicle ECU.

[0114] Then, the first control instruction is sent to the electromagnetic clutch 105 to control the electromagnetic clutch 105 to open or close the passage between the motor 103 and the pump wheel 102. And the second control instruction is sent to the motor 103 to control the working state of the motor 103, which includes the off state, the driving state of driving the pump wheel 102 based on the electric energy provided by the power battery 106, and the power generation state of charging the power battery 106.

[0115] When the vehicle's current operating condition is the first operating condition, the first control instruction controls the electromagnetic clutch 105 to turn on the passage between the motor 103 and the pump wheel 102, and the second control instruction controls the motor 103 to be in a power generation state, wherein the first operating condition includes any of the following conditions: medium and high speed driving condition, deceleration condition, and engine shut down condition.

[0116] In the first operating condition, the rotation speed of the turbine 101 exceeds the rotation speed of the pump wheel 102, and the overrunning coupling 104 is in a closed state, so that the turbine 101 drives the pump wheel 102 to rotate, and the pump wheel 102 drives the motor 103 to rotate. The motor 103 charges the power battery 106 during the rotation process, thereby improving the exhaust gas heat energy recovery rate.

[0117] When the vehicle is in the second operating condition, the first control command controls the electromagnetic clutch 105 to cut off the passage between the motor 103 and the pump wheel 102, and the second control command controls the motor 103 to be in the off state. The second operating condition includes any of the following operating conditions: ignition start operating condition, idling operating condition, and low speed and low throttle operating condition.

[0118] When the vehicle is currently in the third operating condition, the first control command controls the electromagnetic clutch 105 to conduct the passage between the motor 103 and the pump wheel 102, and the second control command controls the motor 103 to be in a driving state. The third operating condition includes any of the following operating conditions: a low-speed medium-throttle driving condition, a low-speed high-throttle driving condition, and a medium-speed low-throttle driving condition.

[0119] In the third working condition, the electromagnetic clutch 105 conducts the passage between the motor 103 and the pump wheel 102, so that the motor 103 drives the pump wheel 102 to rotate, compressing the intake air, thereby solving the problem of intake hysteresis.

[0120] In the embodiment of the present invention, the controller 107 controls the electromagnetic clutch 105 to turn on or off the passage between the motor 103 and the pump wheel 102 under different working conditions, and controls the working state of the motor 103, so that the motor 103 can drive the pump wheel 102 to rotate and compress air in the low-speed stage, thereby avoiding the low speed of the turbine 101 and the inability to drive the pump wheel 102, resulting in air intake hysteresis. In addition, in the exhaust gas heat energy recovery stage, the exhaust gas heat energy recovery rate is improved through the power generation process of the motor 103.

[0121] Based on the same inventive concept, the embodiment of the present invention further provides an exhaust gas heat energy recovery control device, which is applied to the exhaust gas heat energy recovery system described in any of the above embodiments, referring to Figure 5 , Figure 5 FIG. 4 is a schematic diagram showing the structure of an exhaust gas heat recovery control device according to another embodiment of the present invention. Figure 5 As shown, the device comprises:

[0122] An acquisition module 301 is used to acquire the current working condition of the vehicle;

[0123] A generating module 302, configured to generate a first control instruction and a second control instruction based on the current operating condition;

[0124] A first sending module 303 is used to send the first control instruction to the electromagnetic clutch 105 to control the electromagnetic clutch 105 to open or close the passage between the motor 103 and the pump wheel 102;

[0125] The second sending module 304 is used to send the second control instruction to the motor 103 to selectively control the working state of the motor 103 .

[0126] Based on the same inventive concept, an embodiment of the present invention further provides a vehicle, comprising: the exhaust gas heat energy recovery system described in any embodiment, or the exhaust gas heat energy recovery control device described in any embodiment.

[0127] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

[0128] For the method embodiments, for the sake of simplicity, they are all described as a series of action combinations, but those skilled in the art should know that the present invention is not limited by the order of the actions described, because according to the present invention, some steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also know that the embodiments described in the specification are all preferred embodiments, and the actions and components involved are not necessarily required by the present invention.

[0129] The above is a detailed introduction to an exhaust gas heat recovery system, control method, device and vehicle provided by the present invention. Specific examples are used in this article to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea; at the same time, for general technical personnel in this field, according to the idea of ​​the present invention, there will be changes in the specific implementation method and application scope. In summary, the content of this specification should not be understood as a limitation on the present invention.

Claims

1. An exhaust gas heat recovery system, characterized in that: The invention is applied to a vehicle, comprising: a turbine (101), a pump wheel (102) and a motor (103); the turbine (101) is connected to an exhaust manifold (108) of an engine, and, an overrunning coupling (104), the two ends of the overrunning coupling (104) being respectively connected to the turbine (101) and the pump wheel (102), and being used for selectively transmitting the power output by the turbine (101) to the pump wheel (102) based on the current working condition; An electromagnetic clutch (105), wherein two ends of the electromagnetic clutch (105) are respectively connected to the motor (103) and the pump wheel (102), and the other end of the motor (103) is connected to a power battery (106); A controller (107) is connected to the motor (103) and the electromagnetic clutch (105), respectively, and is used to control the electromagnetic clutch (105) to open or close the passage between the motor (103) and the pump wheel (102) based on the current working condition of the vehicle, and to selectively control the working state of the motor (103) according to the current working condition.

2. The system according to claim 1, characterized in that The working states of the motor (103) include: a closed state, a driving state in which the pump wheel (102) is driven based on the electric energy provided by the power battery (106), and a power generation state in which the power battery (106) is charged.

3. The system according to claim 2, characterized in that The current operating condition includes a first operating condition, in which the rotation speed of the turbine (101) exceeds the rotation speed of the pump impeller (102); wherein: The overrunning coupling (104) is closed in response to the first working condition, the controller (107) controls the electromagnetic clutch (105) to be turned on, and controls the motor (103) to be in a power generation state for charging the power battery (106); The first operating condition includes any one of the following operating conditions: a medium to high speed driving condition, a deceleration condition, and an engine shut down condition.

4. The system according to claim 2, characterized in that The current operating condition includes a second operating condition. Under the second operating condition, The overrunning coupling (104) continues the closed state after the last driving cycle ends, the controller (107) controls the electromagnetic clutch (105) to be turned off, and controls the motor (103) to be in the closed state; The second operating condition includes any one of the following operating conditions: an ignition start condition, an idling driving condition, and a low-speed and low-throttle driving condition.

5. The system according to claim 2, characterized in that The current operating condition includes a third operating condition, in which the rotation speed of the turbine (101) is lower than the rotation speed of the pump wheel (102); wherein: The overrunning coupling (104) is disconnected in response to the third working condition; the controller (107) controls the electromagnetic clutch (105) to be turned on, and controls the motor (103) to be in the driving state, so that the power battery (106) provides electrical energy to the motor (103) to drive the pump wheel (102) to rotate; The third operating condition includes any one of the following operating conditions: a low-speed medium-throttle driving condition, a low-speed high-throttle driving condition, and a medium-speed low-throttle driving condition.

6. The system according to claim 1, characterized in that The pump wheel (102) is a radial flow pump wheel.

7. A method for controlling waste gas heat recovery, characterized in that: Applicable to the exhaust gas heat recovery system according to any one of claims 1 to 6, the method comprising: Get the current working condition of the vehicle; Based on the current operating condition, generating a first control instruction and a second control instruction; Sending the first control instruction to the electromagnetic clutch (105) to control the electromagnetic clutch (105) to open or close the passage between the motor (103) and the pump wheel (102); The second control instruction is sent to the motor (103) to selectively control the working state of the motor (103).

8. The method according to claim 7, characterized in that The working states of the motor (103) include: a closed state, a driving state in which the pump wheel (102) is driven based on electric energy provided by a power battery (106), and a power generation state in which the power battery (106) is charged.

9. An exhaust gas heat recovery control device, characterized in that: The exhaust gas heat recovery system according to any one of claims 1 to 6 comprises: An acquisition module, used to acquire the current working condition of the vehicle; A generating module, configured to generate a first control instruction and a second control instruction based on the current operating condition; A first sending module, used for sending the first control instruction to the electromagnetic clutch (105), so as to control the electromagnetic clutch (105) to open or close the passage between the motor (103) and the pump wheel (102); The second sending module is used to send the second control instruction to the motor (103) to selectively control the working state of the motor (103).

10. A vehicle, characterized in that: The vehicle comprises the exhaust gas heat recovery system according to any one of claims 1 to 6, or the exhaust gas heat recovery control device according to claim 9.

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