CN113279871B - 提前点火情况下的空燃比控制方法及*** - Google Patents
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- 238000000034 method Methods 0.000 title claims abstract description 18
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- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 claims description 71
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- UGFAIRIUMAVXCW-UHFFFAOYSA-N Carbon monoxide Chemical compound [O+]#[C-] UGFAIRIUMAVXCW-UHFFFAOYSA-N 0.000 description 7
- 229910002091 carbon monoxide Inorganic materials 0.000 description 7
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- 238000002485 combustion reaction Methods 0.000 description 2
- 238000011217 control strategy Methods 0.000 description 2
- CYQFCXCEBYINGO-IAGOWNOFSA-N delta1-THC Chemical compound C1=C(C)CC[C@H]2C(C)(C)OC3=CC(CCCCC)=CC(O)=C3[C@@H]21 CYQFCXCEBYINGO-IAGOWNOFSA-N 0.000 description 2
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Abstract
本发明涉及一种提前点火情况下的空燃比控制方法及***。所述在提前点火(PI)情况下控制空燃比的方法可以包括:通过PI检测器监测发动机的多个汽缸的某个汽缸中是否发生了PI;当多个汽缸的某个汽缸中发生了PI时,通过控制器将发生了PI的汽缸的空燃比控制为小于理论空燃比,并且将多个汽缸中没有发生PI的其余汽缸的空燃比控制为大于理论空燃比。
Description
技术领域
本发明涉及一种在提前点火(pre-ignition,PI)发生时控制空燃比的方法和***。
背景技术
本部分中的陈述仅仅提供与本发明相关的背景信息,并不构成现有技术。
由于发动机的小型化,与传统的发动机工作条件相比,这种发动机经常暴露在更严酷的发动机工作条件下(包括高负荷和高每分钟转数(RPM)区域)。在汽油发动机中,无论点火正时控制如何,都可能在汽缸中发生不希望的自燃,这种现象被称为提前点火。
当汽油发动机中发生提前点火时,通过喷射比理论空燃比更浓的燃料量来应对提前点火,从而降低汽缸温度。
然而,申请人发现,当在提前点火发生时进行加浓以有效降低汽缸温度时,对所有汽缸进行同样的加浓,因此一氧化碳(CO)气体和四氢***酚(THC)气体的排放增加是不可避免的。
发明内容
本发明提供一种在提前点火情况下控制空燃比的方法和***,其通过针对每个汽缸使对应于提前点火的空燃比控制不同,使得即使在提前点火情况下控制空燃比时,也能使排气减少或最小。
可以通过以下描述来理解本发明的其它目的和优点,并且参照本发明的示例性实施方案,本发明的其它目的和优点将变得更加明显。此外,本发明所属技术领域的技术人员将明了,本发明的目的和优点可以通过所要求保护的装置和所述装置的组合来实现。
在本发明的一些实施方案中,一种在提前点火(PI)情况下控制空燃比的方法包括:通过PI检测器监测发动机的多个汽缸的某个汽缸中是否发生了PI;当多个汽缸的某个汽缸中发生了PI时,通过控制器将发生了PI的汽缸的空燃比控制为小于理论空燃比,并且将多个汽缸中没有发生PI的其余汽缸的空燃比控制为大于理论空燃比。
在一个实施方案中,当通过监测是否发生了PI而检测到发生了PI的汽缸时,所述方法可以进一步包括:通过氧气计算器来计算排气***的催化器的氧气储存量的余量氧气;通过控制器将氧气储存量的余量氧气与预定阈值进行比较。
在一些实施方案中,当氧气储存量的余量氧气小于或等于阈值时,所述方法可以进一步包括:通过控制器将发生了PI的汽缸的空燃比控制为小于理论空燃比,并且将没有发生PI的其余汽缸的空燃比控制为大于理论空燃比。
在一些实施方案中,当将发生了PI的汽缸的空燃比控制为小于理论空燃比并且将没有发生PI的其余汽缸的空燃比控制为大于理论空燃比时,多个汽缸的平均空燃比变为理论空燃比。
在一些实施方案中,当氧气储存量的余量氧气大于预定阈值时,所述方法可以进一步包括:将发生了PI的汽缸的空燃比控制为小于理论空燃比;将没有发生PI的其余汽缸的空燃比控制为变成理论空燃比。
在一些实施方案中,当将发生了PI的汽缸的空燃比控制为小于理论空燃比并且将没有发生PI的其余汽缸的空燃比控制为变成理论空燃比时,多个汽缸的平均空燃比变成小于理论空燃比。
在其它实施方案中,所述方法进一步包括:通过控制器调节喷射至多个汽缸的每个汽缸中的燃料量,以使发生了PI的汽缸的空燃比控制为小于理论空燃比,并且没有发生PI的其余汽缸的空燃比控制为大于理论空燃比。
根据本发明的另一实施方案,一种用于控制发动机的空燃比的***包括:提前点火(PI)检测器,其配置为监测发动机的多个汽缸的某个汽缸中是否发生了PI;氧气计算器,其配置为计算排气***的催化器的氧气储存量的余量氧气;以及控制器,其配置为将氧气储存量的余量氧气与预定阈值进行比较,并且根据比较结果来控制多个汽缸中的每个汽缸的空燃比。
在一些实施方案中,当氧气储存量的余量氧气小于或等于阈值时,所述控制器可以将发生了PI的汽缸的空燃比控制为小于理论空燃比,并且将多个汽缸中没有发生PI的其余汽缸的空燃比控制为大于理论空燃比。
在一些实施方案中,当氧气储存量的余量氧气小于或等于阈值时,所述控制器可以将多个汽缸的平均空燃比控制为变成理论空燃比。
在一些实施方案中,当氧气储存量的余量氧气大于阈值时,所述控制器可以将发生了PI的汽缸的空燃比控制为小于理论空燃比,并且将没有发生PI的其余汽缸的空燃比控制为变成理论空燃比。
在另一实施方案中,当氧气储存量的余量氧气大于阈值时,所述控制器可以将多个汽缸的平均空燃比控制为小于理论空燃比。
此外,所述***可以进一步包括空燃比检测器,其设置在催化器的前端或后端,并且配置为检测多个汽缸的空燃比。
在一个实施方案中,提前点火检测器可以是爆震传感器。
在其它实施方案中,所述控制器通过调节由喷射器喷射到多个汽缸的燃料量来控制多个汽缸中的每个汽缸的空燃比。
通过本文提供的描述,更多的应用领域将变得明显。应当理解的是,本说明书和具体示例仅仅旨在用于说明的目的,而并不旨在限制本发明的范围。
附图说明
为了可以更好地理解本发明,将参照所附附图来描述以示例的方式给出的本发明的各种实施方案,附图中:
图1是示出了发生提前点火(PI)的区域的曲线图;
图2是示出了PI情况下的汽缸压力的曲线图;
图3是示出了根据本发明一种实施方案的在PI情况下控制空燃比的方法的流程图;
图4至图6是分别示出了PI发生情况下的空燃比控制结果的示意图。
本文中描述的附图仅仅用于说明的目的,并非旨在以任何方式限制本发明的范围。
具体实施方式
下面的描述在本质上仅仅是示例性的,并非旨在限制本发明、其应用或用途。应当理解,在整个附图中,相应的附图标记表示相同或相应的部件和特征。
应当参考示出本发明的示例性实施方案的附图以及附图中的描述,以充分理解本发明、本发明的操作优点以及通过实践本发明达到的目标。
在对本发明的示例性实施方案的描述中,可以减少或省略不必要地模糊本发明的要点的已知技术或重复描述。
图1是示出了发生提前点火(PI)的区域的曲线图,图2是示出了PI情况下的汽缸压力的曲线图。此外,图3是示出了根据本发明一种实施方案的在PI情况下控制空燃比的方法的流程图。
在下文中,将参照图1至图3来描述根据本发明一种实施方案的在PI情况下控制空燃比的方法和用于控制空燃比的***。
由于随着涡轮增压发动机被小型化,工作区域延伸到高负荷和高每分钟转数(RPM)区域,因此与传统的自然进气型发动机相比,PI的发生概率增加,并且如图1所示,发生的机制可以大致分为三个区域。例如,PI区域#1包括以下情况:由于点火正时的延迟而导致汽缸暴露于高温的时间延长的情况,或者由于燃油流入而导致的沉积物和烟尘颗粒形成引起自燃的介质的情况,因此PI发生。
同时,PI区域#2中发生的PI通常主要是由点火能量、所需的放电电压以及流动的过大导致的缓慢燃烧引起的,PI区域#3中发生的PI通常是由热火花塞或热排气门导致的自燃引起的。
如上所述,当由于各种原因发生PI时,如图2所示,会产生异常高的汽缸压力,并且在最坏的情况下,会导致发动机部件(例如火花塞、汽缸阀和活塞)损坏的严重问题。因此,需要安全地操作发动机以抑制PI的发生,并且当发生异常PI时,需要快速的检测和响应。
可以通过利用爆震传感器对信号进行处理来检测PI的发生,并且重要的是通过对PI发生汽缸的快速响应来抑制PI的连续发生。
本发明涉及一种响应于PI来抑制PI的连续发生,并同时减少或使排气最小的方法和***。
参照图3,在满足提前点火监测条件(例如高负载或高RPM)的工作区域中,提前点火检测器监测每个发动机汽缸是否发生PI(步骤S10)(提前点火检测)。提前点火检测器可以采用爆震传感器,其配置为检测发动机的振动并产生相应的爆震信号。
作为监测的结果,当在特定汽缸中发生了PI时(步骤S20)(检测到提前点火),控制所述特定汽缸中的燃料量增加到比理论空燃比更浓,以降低所述特定汽缸内的温度(步骤S30)(加浓请求)。通过催化器前端/后端的空燃比检测器来检测空燃比。
然而,在这种情况下,当催化器(例如氧化催化器)中的氧气不足时,碳氢化合物(HC)排气和一氧化碳(CO)排气可能会增加。当HC排气和CO排气产生并超过排放的规定值时,发动机警告灯必然会点亮,因此发动机警告灯的点亮成为增加客户不满的一个因素。
为了解决上述问题,下面提出了一种基于催化器的氧气储存量的PI加浓控制策略。
首先,计算催化器的氧气储存量的余量氧气(步骤S40)(计算催化器中的余量氧气储存量)。通过氧气计算器来计算余量氧气储存量。
然后,将氧气储存量的余量氧气与预定阈值A进行比较(步骤S50)(余量氧气储存比较)。
作为比较的结果,当催化器的氧气储存量的余量氧气大于阈值A,因此在催化器中存在裕量时,对PI发生的汽缸进行富燃(rich)控制(λ<1),并且以理论空燃比(λ=1)控制其余的汽缸(步骤S61)(加浓策略A)。在这种情况下,全部排气的平均空燃比(平均λ)表示比理论空燃比略浓的水平(<1),但是可以抑制或防止由于催化器中残留的氧气的氧化反应而导致的排气的增加。
或者,当催化器的氧气储存量的余量氧气由于小于或等于阈值A而不足时,对PI发生的汽缸进行富燃控制(λ<1),并且通过贫燃(lean)控制(λ>1)将其余的汽缸控制为与对PI发生的汽缸的富燃控制相抵消,以使全部汽缸的平均空燃比(平均λ)变为理论空燃比(λ=1)(步骤S62)(加浓策略B)。
这样的余量氧气的比较以及富燃和贫燃控制通过控制器来执行,并且控制器调节通过喷射器喷射到发动机的燃料量,以将空燃比控制为大于或小于理论空燃比。
如上所述,本发明根据催化器中的氧气量来执行上述控制,并且对PI发生的汽缸和另外的汽缸进行不同的控制,从而通过上述控制来降低PI发生的汽缸的温度,以抑制或防止PI的连续发生以及抑制或防止排气的增加。
将参照图4至图6来详细进行以上描述。图4至图6示出了四缸涡轮发动机中单个汽缸的PI控制的各种示例。
如图4的情形#1所示,当在第三汽缸中发生了PI时,催化器中的氧气储存量的裕量是足够的。在这种情况下,对发生了PI的相应汽缸进行富燃控制(λ=0.73),其余的汽缸保持在理论空燃比(λ=1),以使总体平均空燃比控制在大约λ=0.93的水平。由于催化器中的氧气可以氧化催化器中的额外燃料量,因此这种富燃控制可以抑制排气的增加。可以确定,在PI发生之前和之后,催化器的后端的氧传感器的电压保持恒定。
相比之下,图5的情形#2示出了当在第二汽缸中发生了PI时,催化器的氧气储存量没有剩余的情况。因此,对发生了PI的第二汽缸进行富燃控制(λ=0.73),并且同时,对第一、第三以及第四汽缸进行贫燃控制(λ=1.09),以使总体平均空燃比可以变为理论空燃比(λ=1)。因此,可以使催化器未经净化排放的排气减少或最小,这可以通过催化器的后端的氧传感器来确认。
最后,图6的情形#3示出了当在第三汽缸中发生了PI时,催化器的少量氧气储存量剩余的情况。也就是说,如情形#1中,当发生了PI时,对PI发生的汽缸进行富燃控制,对其余汽缸进行理论空燃比控制。在这种情况下,当总体平均空燃比控制为富燃并且因此催化器的所有氧气储存量耗尽时,如情形#2中一样,理论空燃比控制立即切换为贫燃控制,然后对没有发生PI的其余汽缸进行贫燃控制。如上所述,可以将整体空燃比改变为理论空燃比,以抑制不能被催化器净化的HC/CO排气。类似地,由于催化器的后端的氧传感器的稳定输出,可以确认有效地进行了PI控制,而没有增加HC/CO排气。
根据本发明,当发动机发生了提前点火时,根据催化器的氧气储存量来区分针对每个汽缸的空燃比控制策略,以使总排气可以减少或最小,同时可以降低PI发生的汽缸的温度。
尽管参考特定的实施方案对本发明进行了描述,但是本技术领域的技术人员将明了,可以进行各种改变和修改而不偏离本发明的精神和范围。因此,应当注意,这些改变或修改落入本发明的权利要求内,并且本发明的范围应当基于本发明来解释。
Claims (6)
1.一种在提前点火情况下控制空燃比的方法,包括:
通过提前点火检测器监测发动机的多个汽缸的某个汽缸中是否发生了提前点火;
当多个汽缸的某个汽缸中发生了提前点火时,通过氧气计算器来计算排气***的催化器的氧气储存量的余量氧气;
通过控制器将氧气储存量的余量氧气与预定阈值进行比较,
当氧气储存量的余量氧气小于或等于预定阈值时,通过控制器将发生了提前点火的汽缸的空燃比控制为小于理论空燃比,并且通过控制器将多个汽缸中没有发生提前点火的其余汽缸的空燃比控制为大于理论空燃比,
其中,当将发生了提前点火的汽缸的空燃比控制为小于理论空燃比并且将没有发生提前点火的其余汽缸的空燃比控制为大于理论空燃比时,多个汽缸的平均空燃比变为理论空燃比,
当通过计算氧气储存量,氧气储存量的余量氧气大于预定阈值时,通过控制器将发生了提前点火的汽缸的空燃比控制为小于理论空燃比,并且将没有发生提前点火的其余汽缸的空燃比控制为变成理论空燃比,
其中,当将发生了提前点火的汽缸的空燃比控制为小于理论空燃比并且将没有发生提前点火的其余汽缸的空燃比控制为变成理论空燃比时,多个汽缸的平均空燃比变成小于理论空燃比。
2.根据权利要求1所述的方法,进一步包括:
通过控制器调节喷射至多个汽缸的每个汽缸中的燃料量,从而控制多个汽缸中的每个汽缸的空燃比。
3.一种用于控制发动机的空燃比的***,所述***包括:
提前点火检测器,其配置为监测发动机的多个汽缸的某个汽缸中是否发生了提前点火;
氧气计算器,其配置为计算排气***的催化器的氧气储存量的余量氧气;以及
控制器,其配置为将氧气储存量的余量氧气与预定阈值进行比较,并且基于比较结果来控制多个汽缸中的每个汽缸的空燃比,
其中,当氧气储存量的余量氧气小于或等于预定阈值时,所述控制器配置为:
将发生了提前点火的汽缸的空燃比控制为小于理论空燃比,并且
将多个汽缸中没有发生提前点火的其余汽缸的空燃比控制为大于理论空燃比,
当氧气储存量的余量氧气小于或等于预定阈值时,所述控制器配置为将多个汽缸的平均空燃比控制为变成理论空燃比,
当氧气储存量的余量氧气大于预定阈值时,所述控制器配置为:
将发生了提前点火的汽缸的空燃比控制为小于理论空燃比,并且
将多个汽缸中没有发生提前点火的其余汽缸的空燃比控制为变成理论空燃比,
当氧气储存量的余量氧气大于预定阈值时,所述控制器配置为将多个汽缸的平均空燃比控制为小于理论空燃比。
4.根据权利要求3所述的用于控制发动机的空燃比的***,其进一步包括:
空燃比检测器,其设置在催化器的前端或后端,并且配置为检测多个汽缸的空燃比。
5.根据权利要求3所述的用于控制发动机的空燃比的***,其中,所述提前点火检测器包括爆震传感器。
6.根据权利要求3所述的用于控制发动机的空燃比的***,其中,所述控制器配置为:通过调节由喷射器喷射到多个汽缸中的燃料量来控制多个汽缸中的每个汽缸的空燃比。
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