CN101082309A - Full behavior air/fuel ratio control method of double mode directly jetting gasoline engine - Google Patents
Full behavior air/fuel ratio control method of double mode directly jetting gasoline engine Download PDFInfo
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- CN101082309A CN101082309A CNA2007101184680A CN200710118468A CN101082309A CN 101082309 A CN101082309 A CN 101082309A CN A2007101184680 A CNA2007101184680 A CN A2007101184680A CN 200710118468 A CN200710118468 A CN 200710118468A CN 101082309 A CN101082309 A CN 101082309A
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- 239000000446 fuel Substances 0.000 title claims abstract description 73
- 238000000034 method Methods 0.000 title claims abstract description 24
- 238000002347 injection Methods 0.000 claims abstract description 23
- 239000007924 injection Substances 0.000 claims abstract description 23
- 230000006835 compression Effects 0.000 claims description 9
- 238000007906 compression Methods 0.000 claims description 9
- 238000002485 combustion reaction Methods 0.000 abstract description 20
- 230000000694 effects Effects 0.000 abstract description 8
- 230000003197 catalytic effect Effects 0.000 abstract description 7
- 239000000203 mixture Substances 0.000 abstract description 4
- 230000002159 abnormal effect Effects 0.000 abstract description 2
- 238000011217 control strategy Methods 0.000 abstract description 2
- 230000007704 transition Effects 0.000 abstract description 2
- 238000010304 firing Methods 0.000 abstract 3
- 230000002902 bimodal effect Effects 0.000 abstract 1
- 230000009172 bursting Effects 0.000 abstract 1
- 230000007547 defect Effects 0.000 abstract 1
- 238000007599 discharging Methods 0.000 description 7
- 239000007921 spray Substances 0.000 description 2
- ORKBYCQJWQBPFG-WOMZHKBXSA-N (8r,9s,10r,13s,14s,17r)-13-ethyl-17-ethynyl-17-hydroxy-1,2,6,7,8,9,10,11,12,14,15,16-dodecahydrocyclopenta[a]phenanthren-3-one;(8r,9s,13s,14s,17r)-17-ethynyl-13-methyl-7,8,9,11,12,14,15,16-octahydro-6h-cyclopenta[a]phenanthrene-3,17-diol Chemical compound OC1=CC=C2[C@H]3CC[C@](C)([C@](CC4)(O)C#C)[C@@H]4[C@@H]3CCC2=C1.O=C1CC[C@@H]2[C@H]3CC[C@](CC)([C@](CC4)(O)C#C)[C@@H]4[C@@H]3CCC2=C1 ORKBYCQJWQBPFG-WOMZHKBXSA-N 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000007812 deficiency Effects 0.000 description 1
- 239000002283 diesel fuel Substances 0.000 description 1
- 238000005086 pumping Methods 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
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- 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
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- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
A method to control the full-behavior air-fuel ratio of the bimodal bursting petrol motor adopts different air-fuel ratio under the different combustion modes to control combustion: under the firing mode, the triple effect catalytic converter uses the theoretical air-fuel ratio to reduce the emission. Under the compression-ignition mode, use the lean-burn with the throttle fully opening to improve the fuel economy. In the transition zone of the two combustion modes, the throttle jaw opening is kept and the air-fuel ratio of the firing mode is little higher than the theoretical value. The laminar lean-burn is realized matching the injection strategies. The gas mixture under the compression-ignition mode is stronger than that under the firing mode with the same throttle jaw opening. The air-fuel ratio is closes to the theoretical value. This method can combine the advantages of the two combustion modes, avoid defects and realize stable combustion in the full-behavior range. Especially during the mode transmitting process, it can simplify the control strategies, improve the smoothness and avoid the abnormal combustion phenomenon of knocking and losing fire during this process.
Description
Technical field
The present invention relates to a kind of controlling method of controlling the full operating mode air fuel ratio of directly jetting gasoline engine of homogeneous compression-ignition and two kinds of patterns of spark ignition, be particularly related in homogeneous compression-ignition zone and spark ignition zone and two kinds of Air that combustion mode is Zone switched, belong to motor car engine, combustion in IC engine technical field.
Background technique
Homogeneous charge compression ignition (HCCI) combustion manner can make the combustion thermal efficiency of petrol engine significantly improve, and reaches the level of ordinary diesel oil machine, and the discharging of NOx simultaneously reduces more than 95% than regular gasoline machine, is present international research focus.But this combustion manner load range is less, daily middle low speed cruises and the requirement of most of city operating mode though can satisfy, but can not satisfy high power output requirements such as acceleration, high-performance cruise, therefore must mix and use with common spark ignition (SI) combustion mode.
Usually, in order to reduce pumping loss, the compression-ignition mode burning is carried out under the WOT state, and air fuel ratio changes excess air coefficient φ a little more than chemically correct fuel with the variation of loading
aFluctuation between 1.3 to 3.Under ignition mode, in order to utilize triple effect catalytic converter, air fuel ratio is controlled at chemically correct fuel usually, and excess air coefficient remains on φ
a=1.When sub load, closure is in the part enable possition.
In addition, under compression-ignition mode, in order to improve mixture temperature in the cylinder, adopt the port timing of negative valve overlap, the valve opening duration is short, and valve lift is little, can form a large amount of internal exhaust gas recirculation.Under ignition mode, the air gate distribution phase place is common positive valve overlapping angle port timing.
Therefore, at compression ignite with light when switching between two kinds of combustion modes, need to change throttle position and port timing.Because the port timing of ignition mode has long duration and bigger lift, so air inflow is bigger.Remain unchanged at load, switch combustion mode when just fuel injection quantity is constant, in case port timing is switched to the port timing of ignition mode, air inflow will reduce, and causes excess air coefficient φ
aLess than 1, burning is impacted.Therefore when mode switching, also need the auxiliary smoothness that improves handoff procedure with the variation of throttle position.And being controlled in the handoff procedure of air fuel ratio is the Control Parameter of a key.
For direct spray petrol engine in cylinder, because can be by adjusting air fuel ratio burning of oil spout strategy realization theory or lean-burn, for mode switching provides a kind of possible solution.But it is at present also rare about the result of study in this field.
Summary of the invention
The objective of the invention is to propose a kind of on double mode directly jetting gasoline engine the Air on full operating mode plane, by selecting different air fuel ratios in different zones, take into account the many-sided requirement of discharging, oil consumption and output power, considered the air fuel ratio strategy when two kinds of different combustion modes are switched simultaneously especially.
Technological scheme of the present invention is as follows:
A kind of full behavior air/fuel ratio control method of double mode directly jetting gasoline engine is characterized in that this method comprises as the bottom:
1) air fuel ratio under the compression-ignition mode:
A. under compression-ignition mode, WOT, air fuel ratio is by how many decisions of intercepting and capturing exhausted air quantity in payload and the cylinder, excess air coefficient φ
aBetween 1.5～3, change;
B. compression-ignition mode is when ignition mode is changed, close the throttle to 5～8%, and mixed gas thickens, excess air coefficient φ
aBe 0.9～1.3;
2) air fuel ratio under the ignition mode:
A. under ignition mode, closure is partly or entirely opened, and open degree is by load decision, excess air coefficient φ
aRemain 0.95～1.0;
B. ignition mode is when compression-ignition mode is changed, and throttle opening is 5～8%, excess air coefficient φ
aBe 1.5～2.0; Two sections injections are adopted in oil spout, and adopt lean mode: an oil spout of intake stroke, oil spout angle are 50～150 ℃ of A ATDC, and fuel injection quantity is 60%～80% of a fuel delivery per cycle; Compression stroke secondary fuel injection, oil spout angle are 200～300 ℃ of A ATDC, and fuel injection quantity is 20%～40% of a circulating fuel injection quantity.
The present invention compared with prior art, have the following advantages and the high-lighting effect: the present invention is by selecting different air fuel ratios in different zones, can take into account the advantage of two kinds of combustion modes, satisfy simultaneously and reduce the requirement that oil consumption, limiting emission and enough power are exported, avoid deficiency separately; For the mode switching process, adopt Air of the present invention, can avoid the interference of closure transform pair handoff procedure, simplify control strategy, improve the smoothness of mode switching process to a great extent, abnormal combustion phenomena takes place to avoid in this process the pinking that occurs easily and catch fire etc.
Description of drawings
Fig. 1 is double mode motor full behavior air/fuel ratio control method schematic representation.
Embodiment
The full behavior air/fuel ratio control method of a kind of double mode directly jetting gasoline engine provided by the invention, concrete control device is as follows:
1) air fuel ratio under the compression-ignition mode:
A. under compression-ignition mode, WOT, air fuel ratio is by how many decisions of intercepting and capturing exhausted air quantity in payload and the cylinder (just fuel injection quantity what), and mixture strength is leaner than chemically correct fuel, excess air coefficient φ
aBetween 1.5～3, change;
B. compression-ignition mode is when ignition mode is changed, and close the throttle to 5～8% thickens mixed gas, and air fuel ratio numerical value diminishes, excess air coefficient φ
aBe 0.9～1.3;
2) air fuel ratio under the ignition mode:
A. under ignition mode, closure is partly or entirely opened, and open degree is by load decision, excess air coefficient φ
aRemain 0.95～1.0.Be under the normal ignition mode, partial throttling, aperture changes with load is different, and air fuel ratio is controlled at chemically correct fuel, excess air coefficient φ
aEqual 1,, reduce discharging with the better utilization triple effect catalytic converter.Under big load condition, in order to improve output, air fuel ratio slightly is richer than chemically correct fuel, excess air coefficient φ
aBe between 0.95～1.
B. ignition mode is when compression-ignition mode is changed, and throttle opening is 5～8%, excess air coefficient φ
aBe 1.5～2.0; Two sections injections are adopted in oil spout, and adopt lean mode: an oil spout of intake stroke, oil spout angle are 50～150 ℃ of A ATDC, and fuel injection quantity is 60%～80% of a fuel delivery per cycle; Compression stroke secondary fuel injection, oil spout angle are 200～300 ℃ of A ATDC, and fuel injection quantity is 20%～40% of a circulating fuel injection quantity.
Below in conjunction with the drawings and specific embodiments the present invention is further detailed.
Fig. 1 is double mode motor full behavior air/fuel ratio control method schematic representation, is the air fuel ratio of whole working condition shown in Fig. 1, comprises the content in 5 zones altogether.I is depicted as the ignition mode high-load region among the figure, for guaranteeing output, this zone excess air coefficient φ
aBe 0.95 to 1, slightly be richer than chemically correct fuel, WOT; The II zone is the ignition mode district, the emission performance of this zone in order to guarantee, excess air coefficient φ
aRemain 1, closure is with load variations; Mark the III zone among the figure and light and the compression ignite transition region, two kinds of combustion modes all may exist, and throttle opening is 5～8% all under two kinds of combustion modes, when being in ignition mode, and excess air coefficient φ
aBe about 1.5～2.0, when being in compression-ignition mode, excess air coefficient φ
aBe about 0.9～1.3; The IV that marks among figure zone is the compression-ignition mode district, and air fuel ratio is with load variations, excess air coefficient φ
aBe about 1.5～3, closure is in fully open position; The district is lighted for idling by the V district of standard among the figure, excess air coefficient φ
aBe 1, the closure complete shut-down.
Adopt above-mentioned air/fuel ratio control method, concrete control device is as follows:
A. under the compression-ignition mode, i.e. IV zone among the figure, WOT, port timing adopts negative valve overlap port timing.Air fuel ratio changes excess air coefficient φ to some extent according to the difference of load
aFluctuation between 1.5 to 3.
B. under the ignition mode, i.e. II zone among the figure, partial throttling, open degree is relevant with load level, and port timing is the overlapping port timing of common positive valve.Air fuel ratio remains on chemically correct fuel, can use triple effect catalytic converter.
C. under the ignition mode high load, i.e. I zone among the figure, throttle position is a standard-sized sheet, and port timing is common positive valve overlapping phases, and air fuel ratio is chemically correct fuel or is richer than chemically correct fuel slightly and exports with guaranteed output, can use triple effect catalytic converter.
D. during mode switch, compression ignite still is that ignition mode all adopts identical throttle opening, and aperture is 5～8%.Under ignition mode, excess air coefficient φ
aBe 1.5～2, two sections injections, an oil spout of intake stroke are adopted in oil spout, the oil spout angle is 50～150 ℃ of A ATDC, and fuel injection quantity is 60%～80% of a fuel delivery per cycle, the compression stroke secondary fuel injection, the oil spout angle is 200～300 ℃ of A ATDC, and fuel injection quantity is 20%～40% of a circulating fuel injection quantity; Under compression-ignition mode, owing to adopt the port timing of negative valve overlap, air inflow reduces, excess air coefficient φ
aBe about 0.9～1.3.In this zone, closure keeps aperture constant.
Embodiment:
95 millimeters of cylinder bores, compression ratio 13, cone angle are on 30 ° two air valve engines of high pressure swirling flow umbrella spray gasoline electric-controlled fuel injector, all to have carried out normal operation under two kinds of patterns, and have successfully carried out the conversion between two kinds of patterns.
Evidence by adopt different air fuel ratio strategies under different combustion modes, can effectively be brought into play advantage separately.Adopt chemically correct fuel under the ignition mode, can effectively use triple effect catalytic converter, reduce discharging, and the NOx of compression-ignition mode discharging is very low, can adopt triple effect catalytic converter to reduce HC and CO discharging equally, the after-treatment device cost of complete machine is effectively controlled.In handoff procedure, though the lean-burn state is arranged under the ignition mode, because the time is very short, the discharging of NOx can not cause too much influence.
When mode switching, adopt this Air, effectively port timing and these two Control Parameter of throttle position are carried out decoupling zero, need not synchronous adjustment, reduced the control difficulty significantly, improved the evenness of handoff procedure.
Claims (1)
1. the full behavior air/fuel ratio control method of a double mode directly jetting gasoline engine is characterized in that this method comprises as the bottom:
1) air fuel ratio under the compression-ignition mode:
A. under compression-ignition mode, WOT, air fuel ratio is by how many decisions of intercepting and capturing exhausted air quantity in payload and the cylinder, excess air coefficient φ
aBetween 1.5～3, change;
B. compression-ignition mode is when ignition mode is changed, close the throttle to 5～8%, and mixed gas thickens, excess air coefficient φ
aBe 0.9～1.3;
2) air fuel ratio under the ignition mode:
A. under ignition mode, closure is partly or entirely opened, and open degree is by load decision, excess air coefficient φ
aRemain 0.95～1.0;
B. ignition mode is when compression-ignition mode is changed, and throttle opening is 5～8%, excess air coefficient φ
aBe 1.5～2.0; Two sections injections are adopted in oil spout, and adopt lean mode: an oil spout of intake stroke, oil spout angle are 50～150 ℃ of A ATDC, and fuel injection quantity is 60%～80% of a fuel delivery per cycle; Compression stroke secondary fuel injection, oil spout angle are 200～300 ℃ of A ATDC, and fuel injection quantity is 20%～40% of a circulating fuel injection quantity.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNB2007101184680A CN100470028C (en) | 2007-07-06 | 2007-07-06 | Full behavior air/fuel ratio control method of double mode directly jetting gasoline engine |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNB2007101184680A CN100470028C (en) | 2007-07-06 | 2007-07-06 | Full behavior air/fuel ratio control method of double mode directly jetting gasoline engine |
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| Publication Number | Publication Date |
|---|---|
| CN101082309A true CN101082309A (en) | 2007-12-05 |
| CN100470028C CN100470028C (en) | 2009-03-18 |
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| CNB2007101184680A Expired - Fee Related CN100470028C (en) | 2007-07-06 | 2007-07-06 | Full behavior air/fuel ratio control method of double mode directly jetting gasoline engine |
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Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102084104A (en) * | 2008-05-02 | 2011-06-01 | 通用汽车环球科技运作公司 | Extension of the application of multiple injection HCCI combustion strategy from idle to medium load |
| CN103334846A (en) * | 2013-07-23 | 2013-10-02 | 清华大学 | Method for judging and controlling super detonation |
| CN105378249A (en) * | 2013-07-09 | 2016-03-02 | 丰田自动车株式会社 | Control method for internal combustion engine |
| CN106499538A (en) * | 2016-11-01 | 2017-03-15 | 清华大学 | A kind of gasoline-like fuel direct-injection compression ignition hybrid power engine method for controlling combustion |
| CN108167084A (en) * | 2017-11-29 | 2018-06-15 | 北京动力机械研究所 | It is a kind of to light the rotary piston engine EFI control method combined with compression ignition mode |
| CN109763905A (en) * | 2017-11-10 | 2019-05-17 | 马自达汽车株式会社 | The control device of compression ignition formula engine |
| CN114704397A (en) * | 2021-06-28 | 2022-07-05 | 天津大学 | Reverse-step structure-based multivariable active disturbance rejection control method for VGT-EGR diesel engine air system |
-
2007
- 2007-07-06 CN CNB2007101184680A patent/CN100470028C/en not_active Expired - Fee Related
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102084104A (en) * | 2008-05-02 | 2011-06-01 | 通用汽车环球科技运作公司 | Extension of the application of multiple injection HCCI combustion strategy from idle to medium load |
| CN102084104B (en) * | 2008-05-02 | 2015-06-03 | 通用汽车环球科技运作公司 | Extension of the application of multiple injection HCCI combustion strategy from idle to medium load |
| CN105378249A (en) * | 2013-07-09 | 2016-03-02 | 丰田自动车株式会社 | Control method for internal combustion engine |
| CN103334846A (en) * | 2013-07-23 | 2013-10-02 | 清华大学 | Method for judging and controlling super detonation |
| CN103334846B (en) * | 2013-07-23 | 2016-03-30 | 清华大学 | A kind of judgement of super detonation and controlling method |
| CN106499538A (en) * | 2016-11-01 | 2017-03-15 | 清华大学 | A kind of gasoline-like fuel direct-injection compression ignition hybrid power engine method for controlling combustion |
| CN106499538B (en) * | 2016-11-01 | 2019-09-20 | 清华大学 | A kind of gasoline-like fuel direct-injection compression ignition hybrid power engine method for controlling combustion |
| CN109763905A (en) * | 2017-11-10 | 2019-05-17 | 马自达汽车株式会社 | The control device of compression ignition formula engine |
| CN109763905B (en) * | 2017-11-10 | 2021-10-26 | 马自达汽车株式会社 | Control device for compression ignition engine |
| CN108167084A (en) * | 2017-11-29 | 2018-06-15 | 北京动力机械研究所 | It is a kind of to light the rotary piston engine EFI control method combined with compression ignition mode |
| CN114704397A (en) * | 2021-06-28 | 2022-07-05 | 天津大学 | Reverse-step structure-based multivariable active disturbance rejection control method for VGT-EGR diesel engine air system |
| CN114704397B (en) * | 2021-06-28 | 2023-12-22 | 天津大学 | Multi-variable active disturbance rejection control method of VGT-EGR diesel engine air system based on backstepping structure |
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|---|---|
| CN100470028C (en) | 2009-03-18 |
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