CN116733656A - Pre-combustion chamber fuel injection calculation method, engine control method and vehicle - Google Patents
Pre-combustion chamber fuel injection calculation method, engine control method and vehicle Download PDFInfo
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- CN116733656A CN116733656A CN202210133971.8A CN202210133971A CN116733656A CN 116733656 A CN116733656 A CN 116733656A CN 202210133971 A CN202210133971 A CN 202210133971A CN 116733656 A CN116733656 A CN 116733656A
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- 238000002485 combustion reaction Methods 0.000 title claims abstract description 568
- 238000002347 injection Methods 0.000 title claims abstract description 153
- 239000007924 injection Substances 0.000 title claims abstract description 153
- 239000000446 fuel Substances 0.000 title claims abstract description 134
- 238000000034 method Methods 0.000 title claims abstract description 63
- 238000004364 calculation method Methods 0.000 title claims abstract description 26
- 238000012937 correction Methods 0.000 claims description 96
- 239000000203 mixture Substances 0.000 claims description 65
- 238000010790 dilution Methods 0.000 claims description 64
- 239000012895 dilution Substances 0.000 claims description 64
- 239000007789 gas Substances 0.000 claims description 21
- 239000003054 catalyst Substances 0.000 claims description 8
- 238000004590 computer program Methods 0.000 claims description 8
- 238000010438 heat treatment Methods 0.000 claims description 8
- 239000002912 waste gas Substances 0.000 claims description 3
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 abstract description 12
- 229910052799 carbon Inorganic materials 0.000 abstract description 12
- 230000008021 deposition Effects 0.000 abstract description 12
- 239000003921 oil Substances 0.000 description 62
- 238000000151 deposition Methods 0.000 description 11
- 230000008569 process Effects 0.000 description 11
- 239000007921 spray Substances 0.000 description 8
- 238000004088 simulation Methods 0.000 description 6
- 230000007704 transition Effects 0.000 description 6
- 238000011217 control strategy Methods 0.000 description 4
- 238000013461 design Methods 0.000 description 4
- 230000006870 function Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 239000010705 motor oil Substances 0.000 description 3
- 238000012360 testing method Methods 0.000 description 3
- 238000004458 analytical method Methods 0.000 description 2
- 238000003491 array Methods 0.000 description 2
- 238000004070 electrodeposition Methods 0.000 description 2
- 239000002737 fuel gas Substances 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000003287 optical effect Effects 0.000 description 2
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000011088 calibration curve Methods 0.000 description 1
- 230000003197 catalytic effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 239000000567 combustion gas Substances 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
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- 229910052760 oxygen Inorganic materials 0.000 description 1
- 239000001301 oxygen Substances 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 238000005086 pumping Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
- 230000002441 reversible effect Effects 0.000 description 1
- 238000005507 spraying Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 238000010408 sweeping Methods 0.000 description 1
- 230000001052 transient effect Effects 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
- F02M65/001—Measuring fuel delivery of a fuel injector
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B19/00—Engines characterised by precombustion chambers
- F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
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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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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
The invention discloses a precombustion chamber oil injection calculation method, an engine control method and a vehicle, wherein the precombustion chamber oil injection calculation method comprises the following steps: obtaining the single-cycle total intake quality of an engine combustion chamber; obtaining single-cycle air inflow of the pre-combustion chamber according to the total volume value of the engine combustion chamber, the volume value of the pre-combustion chamber and the single-cycle total air inflow quality of the engine combustion chamber; correcting the single-cycle air inflow of the pre-combustion chamber according to the current working condition of the engine to obtain the corrected single-cycle air inflow of the pre-combustion chamber; obtaining single-cycle fuel injection quantity of the pre-combustion chamber according to the theoretical air-fuel ratio and the corrected single-cycle air inflow of the pre-combustion chamber; and obtaining the single-cycle oil injection pulse width of the pre-combustion chamber according to the single-cycle oil injection quantity of the pre-combustion chamber. By adopting the calculation method, the accurate control of the oil injection quantity of the precombustion chamber can be realized, the ignition stability is improved, and the problems of carbon deposition in the precombustion chamber, high emission, insufficient energy release in the precombustion chamber and the like are reduced.
Description
Technical Field
The invention relates to the technical field of engines, in particular to a precombustion chamber fuel injection calculation method, an engine control method and a vehicle.
Background
With the tightening of fuel consumption and emission regulations, the demand Jia for reducing fuel consumption and improving thermal efficiency of an engine is urgent. With the increase of market share of the hybrid power engine, the combustion system design can properly reduce power, and the emphasis is on reducing the fuel consumption of the engine and improving the heat efficiency.
In the related art, the engine generally uses only the equivalent air-fuel ratio combustion or the lean combustion, but the equivalent air-fuel ratio combustion has higher fuel consumption and lower thermal efficiency than the lean combustion, and for the lean combustion, although the specific heat ratio of the engine can be increased, the fuel consumption of the engine can be reduced, and the thermal efficiency can be improved, but with the reduction of the fuel consumption, stable combustion is more difficult to realize.
In addition, for the engine with the pre-combustion chamber, only active pre-combustion or passive pre-combustion is adopted in practical application, the control strategy is single, and the problems of difficulty in arrangement and cost increase caused by the fact that the pre-combustion chamber cannot directly measure flow or temperature and pressure and the sensor is added, so that the problems of unstable ignition, carbon deposition in the pre-combustion chamber, high emission, insufficient energy release of the pre-combustion chamber and the like are easily caused due to inaccurate fuel injection quantity control in the pre-combustion chamber.
Disclosure of Invention
The present invention aims to solve at least one of the technical problems existing in the prior art. Therefore, an object of the present invention is to provide a method for calculating fuel injection of a precombustion chamber, by which accurate control of fuel injection quantity of the precombustion chamber can be achieved, ignition stability is improved, and problems of carbon deposition in the precombustion chamber, high emission, insufficient energy release in the precombustion chamber, etc. are reduced.
The second object of the present invention is to provide a control method of an engine.
A third object of the present invention is to provide a vehicle.
In order to solve the above problems, an embodiment of a first aspect of the present invention provides a method for calculating injection of fuel into a pre-combustion chamber, for an engine, the engine including an engine combustion chamber, the engine combustion chamber including a main combustion chamber and a pre-combustion chamber, the control method including: obtaining a single cycle total intake mass of the engine combustion chamber; obtaining single-cycle air inflow of the pre-combustion chamber according to the total volume value of the engine combustion chamber, the volume value of the pre-combustion chamber and the single-cycle total air inflow quality of the engine combustion chamber; correcting the single-cycle air inflow of the pre-combustion chamber according to the current working condition of the engine to obtain the corrected single-cycle air inflow of the pre-combustion chamber, wherein the current working condition of the engine comprises one or more of rotating speed, crank angle, load, air inflow temperature and air inflow/exhaust valve opening/closing phase; obtaining single-cycle fuel injection quantity of the pre-combustion chamber according to the theoretical air-fuel ratio and the corrected single-cycle air inflow of the pre-combustion chamber; and obtaining the single-cycle oil injection pulse width of the pre-combustion chamber according to the single-cycle oil injection quantity of the pre-combustion chamber.
According to the method for calculating the fuel injection of the pre-combustion chamber, provided by the embodiment of the invention, the calculation model of the single-cycle air inflow and the single-cycle fuel injection amount in the pre-combustion chamber is designed according to parameters such as the single-cycle total air inflow, the total volume value of the combustion chamber of the engine, the volume value of the pre-combustion chamber, the theoretical air-fuel ratio and the like, so that the fuel injection amount in the pre-combustion chamber can be accurately controlled, the concentration of the local mixed gas at the first spark plug in the pre-combustion chamber is controlled, PN emission is reduced, the risk of carbon deposition of spray holes in the pre-combustion chamber is reduced, and the wet wall and the combustion stability in the pre-combustion chamber are improved.
In some embodiments, the obtaining the single cycle total intake mass of the engine combustion chamber comprises: and obtaining the single-cycle total air intake quality of the engine combustion chamber according to the current working condition of the engine, wherein the current working condition of the engine also comprises air intake pressure, residual waste gas pressure in a cylinder after an intake valve and an exhaust valve are closed and a volume value of a single cylinder of the engine at the closing time of the intake valve.
In some embodiments, the single-cycle intake air amount of the pre-combustion chamber is corrected according to the current working condition of the engine, and the corrected single-cycle intake air amount of the pre-combustion chamber is obtained, where the current working condition of the engine includes one or more of a rotation speed, a crank angle, a load, an intake air temperature and an intake/exhaust valve opening/closing phase, and the method includes: determining a first correction factor based on the crank angle; determining a second correction factor based on the rotational speed and the load; determining a third correction coefficient based on the intake air temperature and the intake/exhaust valve opening/closing phase; and correcting the single-cycle air inflow of the pre-combustion chamber according to the first correction coefficient, the second correction coefficient and the third correction coefficient to obtain the corrected single-cycle air inflow of the pre-combustion chamber.
In some embodiments, correcting the single-cycle intake air amount of the pre-combustion chamber according to the first correction coefficient, the second correction coefficient, and the third correction coefficient to obtain the corrected single-cycle intake air amount of the pre-combustion chamber includes: the corrected single-cycle intake air amount of the pre-combustion chamber is obtained by the following formula:
m0＝m*y1*y2*y3
wherein m0 is the corrected single-cycle intake air amount of the pre-combustion chamber, m is the corrected single-cycle intake air amount of the pre-combustion chamber, y1 is the first correction coefficient, y2 is the second correction coefficient, and y3 is the third correction coefficient.
In some embodiments, obtaining the single cycle fuel injection pulse width of the pre-combustion chamber according to the single cycle fuel injection quantity of the pre-combustion chamber comprises: correcting the single-cycle fuel injection quantity of the pre-combustion chamber according to the current working condition of the engine to obtain the corrected single-cycle fuel injection quantity of the pre-combustion chamber, wherein the current working condition of the engine also comprises the fuel injection moment of the pre-combustion chamber and the ignition moment of the pre-combustion chamber; and obtaining the single-cycle oil injection pulse width of the pre-combustion chamber according to the corrected single-cycle oil injection quantity of the pre-combustion chamber.
In some embodiments, the single-cycle fuel injection amount of the pre-combustion chamber is corrected according to the current working condition of the engine, so as to obtain the corrected single-cycle fuel injection amount of the pre-combustion chamber, wherein the current working condition of the engine further comprises the fuel injection time of the pre-combustion chamber and the ignition time of the pre-combustion chamber, and the method comprises the following steps: determining a fourth correction factor based on the rotational speed and the load; determining a fifth correction coefficient according to the oil injection time and the ignition time; and correcting the single-cycle oil injection quantity of the pre-combustion chamber according to the fourth correction coefficient and the fifth correction coefficient to obtain the corrected single-cycle oil injection quantity of the pre-combustion chamber.
In some embodiments, correcting the single-cycle injection amount of the pre-combustion chamber according to the fourth correction coefficient and the fifth correction coefficient to obtain a corrected single-cycle injection amount of the pre-combustion chamber includes: the corrected single-cycle injection quantity of the pre-combustion chamber is obtained through the following formula:
wherein m2 is the corrected single-cycle fuel injection quantity of the pre-combustion chamber, m1 is the single-cycle fuel injection quantity of the pre-combustion chamber, f1 is the fourth correction coefficient, and f2 is the fifth correction coefficient;
Obtaining the single-cycle fuel injection quantity of the pre-combustion chamber according to the theoretical air-fuel ratio and the corrected single-cycle air inflow of the pre-combustion chamber, wherein the single-cycle fuel injection quantity comprises the following components: the single-cycle fuel injection quantity of the pre-combustion chamber is obtained through the following formula:
m1＝m0/X
wherein m0 is the corrected single-cycle intake air amount of the pre-combustion chamber, and X is the theoretical air-fuel ratio.
In some embodiments, obtaining the single cycle intake air amount of the pre-combustion chamber from the total volume value of the engine combustion chamber, the volume value of the pre-combustion chamber, and the single cycle total intake air mass of the engine combustion chamber comprises:
the single-cycle intake air amount of the pre-combustion chamber is obtained by the following formula:
wherein M is the single-cycle air inflow of the pre-combustion chamber, M is the single-cycle total air inflow mass of the engine combustion chamber, V1 is the volume value of the pre-combustion chamber, and V is the total volume value of the engine combustion chamber.
An embodiment of a second aspect of the present invention provides a control method of an engine, including: determining the operation condition of the engine according to the rotating speed and the load; selecting a combustion mode from a plurality of combustion modes according to the operation condition of the engine, wherein the plurality of combustion modes comprise a first combustion mode and a second combustion mode, the first combustion mode is an equivalent ratio combustion mode of the main combustion chamber, the pre-combustion chamber is a passive pre-combustion mode, the second combustion mode is a lean combustion mode of the main combustion chamber, the pre-combustion chamber is an active pre-combustion mode, and the fuel injection quantity of the pre-combustion chamber is calculated according to the fuel injection calculation method of the pre-combustion chamber in the embodiment; controlling the engine to execute the selected combustion mode.
According to the control method of the engine, the operation condition of the engine is determined through the rotation speed and the load of the engine, and the combustion mode executed by the engine is controlled according to the operation condition of the engine, namely, under different operation conditions, the engine can be controlled to execute different combustion modes, so that the engine is not controlled to operate according to a single control strategy, the combustion mode of the engine is more in line with the operation condition of the engine, meanwhile, when the engine is controlled to execute a first combustion mode or a second combustion mode, the advantages of a passive pre-combustion mode and an active pre-combustion mode are considered, the passive pre-combustion mode or the active pre-combustion mode is subjected to strategy matching with the equivalence ratio combustion mode or the lean combustion mode, so that the engine is controlled to operate in a mode of combining the equivalence ratio combustion mode and the passive pre-combustion mode, or in a mode of combining the lean combustion mode and the active pre-combustion mode, and therefore, the engine oil consumption can be effectively reduced, the NOx emission can be improved while the output torque and the output power of the engine can be ensured to meet driving requirements, and the thermal efficiency of the engine can be improved. In addition, when the pre-combustion chamber is controlled to operate in the active pre-combustion mode, the oil injection quantity of the pre-combustion chamber is controlled by the oil injection calculation method of the pre-combustion chamber, so that the accurate control of the oil injection quantity of the pre-combustion chamber can be realized, the ignition stability is improved, and the problems of carbon deposition in the pre-combustion chamber, high emission, insufficient energy release of the pre-combustion chamber and the like are reduced.
In some embodiments, the determining which operating condition the engine is in based on the speed and the load includes: : if the rotating speed is greater than the first preset rotating speed and smaller than the second preset rotating speed, and the load is greater than the first preset load threshold and smaller than the second preset load threshold, or the load is at the maximum allowable load threshold, determining that the engine is in a high-load running condition; and if the rotating speed is smaller than the first preset rotating speed and the load is larger than the third preset load threshold and smaller than the maximum allowable load threshold, or the rotating speed is larger than the first preset rotating speed and smaller than the second preset rotating speed and the load is larger than the second preset load threshold and smaller than the maximum allowable load threshold, or the rotating speed is larger than the second preset rotating speed and the load is larger than the first preset load threshold and smaller than the maximum allowable load threshold, determining that the engine is in a normal operation condition, wherein the first preset rotating speed is smaller than the second preset rotating speed, the first preset load threshold is smaller than the third preset load threshold is smaller than the second preset load threshold.
In some embodiments, selecting a combustion mode from a plurality of combustion modes based on an operating condition of the engine comprises: if the engine is in the high-load operation condition, selecting the first combustion mode; and if the engine is in the normal operation condition, selecting the first combustion mode or the second combustion mode.
In some embodiments, selecting the first combustion mode or the second combustion mode if the engine is in a normal operating condition comprises: after the engine is determined to be in the normal running working condition, obtaining the dilution lambda 0 of the mixed gas; if the mixture dilution λ0 meets a first mixture dilution range, selecting the first combustion mode; and if the mixture dilution lambda 0 meets a second mixture dilution range, selecting the second combustion mode.
In some embodiments, in the second combustion mode, the local mixture dilution λ1 at the first spark plug in the pre-combustion chamber is controlled to satisfy a local mixture dilution range while controlling the pre-combustion chamber to operate in the active pre-combustion mode.
In some embodiments, the first mixture dilution range is 0.7.ltoreq.λ0.ltoreq.1.3, the second mixture dilution range is λ0.ltoreq.2, and the local mixture dilution range is 0.7.ltoreq.λ1.ltoreq.1.1.
In some embodiments, the main combustion chamber is provided with a second spark plug, the multiple combustion modes further include a third combustion mode, the third combustion mode is an equivalence ratio combustion mode for the main combustion chamber, the second spark plug is ignited, and the determining of an operation condition of the engine according to the rotation speed and the load further includes: if the rotating speed is smaller than the first preset rotating speed and the load is smaller than a third preset load threshold, or the rotating speed is larger than the first preset rotating speed and the load is smaller than the first preset load threshold, determining that the engine is in a cold start operation working condition or a catalyst heating working condition; selecting one combustion mode from a plurality of combustion modes according to the operation condition of the engine, and further comprising: and if the engine is in the cold start operating condition or the catalyst heating condition, selecting the third combustion mode.
An embodiment of a third aspect of the present invention provides a vehicle including: an engine and an engine controller; a memory communicatively coupled to the engine controller; the memory stores a computer program executable by the engine controller, and the engine controller implements the pre-combustion chamber fuel injection calculation method or the engine control method according to the above embodiment when executing the computer program.
According to the vehicle provided by the embodiment of the invention, the engine controller adopts the pre-combustion chamber oil injection calculation method or the engine control method provided by the embodiment of the invention, so that the accurate control of the pre-combustion chamber oil injection quantity can be realized, the ignition stability is improved, and the problems of carbon deposition in the pre-combustion chamber, high emission, insufficient energy release in the pre-combustion chamber and the like are reduced.
Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
Drawings
The foregoing and/or additional aspects and advantages of the invention will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:
FIG. 1 is a schematic diagram of an engine according to one embodiment of the invention;
FIG. 2 is a flow chart of a precombustion chamber fuel injection calculation method according to one embodiment of the present invention;
FIG. 3 is a graph of CFD simulation results of single cycle intake air in a pre-combustion chamber under different operating conditions, according to an embodiment of the present invention;
FIG. 4 is a flow chart of a precombustion chamber fuel injection calculation method according to another embodiment of the present invention;
FIG. 5 is a flow chart of a method of controlling an engine according to one embodiment of the invention;
FIG. 6 is a schematic diagram of an operating condition distribution of an engine according to one embodiment of the present disclosure;
FIG. 7 is a partial schematic view of a first spark plug in a pre-combustion chamber according to one embodiment of the invention;
FIG. 8 is a schematic illustration of a mixture dilution change from lean burn mode to equivalence ratio burn mode in accordance with an embodiment of the invention;
fig. 9 is a schematic structural view of a vehicle according to an embodiment of the present invention.
Reference numerals:
a vehicle 1000; an engine 900;
an engine combustion chamber 1; an engine controller 2; and a memory 3.
A main combustion chamber 10; a pre-combustion chamber 11; a first spark plug 110; a first injector 111; a second fuel injector 112.
Detailed Description
Embodiments of the present invention will be described in detail below, by way of example with reference to the accompanying drawings.
In order to solve the problems, an embodiment of the first aspect of the present invention provides a method for calculating injection of fuel in a pre-combustion chamber, by which accurate control of injection of fuel in the pre-combustion chamber can be achieved, ignition stability is improved, and problems of carbon deposition in the pre-combustion chamber, high emission, insufficient energy release in the pre-combustion chamber, etc. are reduced.
In an embodiment, as shown in FIG. 1, an engine 900 includes an engine combustion chamber 1, the engine combustion chamber 1 including a main combustion chamber 10 and a pre-combustion chamber 11. The pre-combustion chamber 11 is communicated with the main combustion chamber 10 through a plurality of spray holes, and the pre-combustion chamber 11 is provided with a first oil sprayer 111 and a first spark plug 110, so that the pre-combustion chamber 11 can be controlled to operate in an active pre-combustion mode and a passive pre-combustion mode according to whether the first oil sprayer 111 of the pre-combustion chamber 11 sprays oil or not. The main combustion chamber 10 is configured with a side or center second fuel injector 112, and the second fuel injector 112 may be a direct in-cylinder injection fuel injector.
In practical application, the pre-combustion chamber 11 can be used as an igniter, the first oil injector 111 in the pre-combustion chamber 11 injects oil to configure a target air-fuel ratio for the pre-combustion chamber 11, and is beneficial to sweeping waste gas in the pre-combustion chamber 11 and improving the running stability of the pre-combustion chamber 11; a second injector 112 in the main combustion chamber 1 supplies the combustion chamber with primary fuel.
Based on the structure of the engine, the embodiment of the present invention designs a calculation model of the air quantity in the pre-combustion chamber, that is, the single-cycle intake air quantity and the single-cycle injection oil quantity, and the method for calculating the injection oil in the pre-combustion chamber according to the embodiment of the present invention is described below with reference to fig. 2, and as shown in fig. 2, the method at least includes steps S1 to S5.
Step S1, obtaining the single-cycle total intake air quality of the engine combustion chamber.
In some embodiments, the total intake mass of a single cycle of an engine combustion chamber may be obtained from the current operating conditions of the engine, wherein the current operating conditions of the engine further include intake pressure, residual exhaust gas pressure in the cylinder after intake and exhaust valve closing, and a volume value of a single cylinder of the engine at the intake valve closing time. For example, the calculation formula of the single-cycle total intake air mass of the engine combustion chamber is as follows.
Wherein P is sr For the intake pressure, P rg For residual exhaust gas pressure in the cylinder after closing of the inlet and exhaust valves, V deff For the volume value of a single cylinder at the closing time of an intake valve, R g Is a gas constant, T zz Is the intake air temperature in the cylinder at the intake valve closing timing.
And S2, acquiring the single-cycle air inflow of the pre-combustion chamber according to the total volume value of the combustion chamber of the engine, the volume value of the pre-combustion chamber and the single-cycle total air inflow quality of the combustion chamber of the engine.
In some embodiments, the single cycle intake air amount of the pre-combustion chamber is obtained by the following formula:
wherein M is the single-cycle air inflow of the pre-combustion chamber, M is the single-cycle total air inflow mass of the combustion chamber of the engine, V1 is the volume value of the pre-combustion chamber, and V is the total volume value of the combustion chamber of the engine.
And step S3, correcting the single-cycle air inflow of the pre-combustion chamber according to the current working condition of the engine to obtain the corrected single-cycle air inflow of the pre-combustion chamber, wherein the current working condition of the engine comprises one or more of rotating speed, crank angle, load, air inflow temperature and air inflow/exhaust valve opening/closing phase.
The intake/exhaust valve opening/closing phases include an intake valve opening phase, an intake valve closing phase, an exhaust valve opening phase, and an exhaust valve closing phase. And the current working condition of the engine can be acquired by setting a related sensor, for example, a rotating speed sensor can be configured on the engine for measuring the rotating speed of the engine in real time and transmitting detected data to an engine controller; the temperature sensor may be configured at the intake valve position of the engine for measuring the intake air temperature in real time and transmitting the detected data to the engine controller.
The load may be a parameter representing the magnitude of the current operating load of the engine, for example, the load may be the current torque value or brake mean effective pressure value of the engine.
In the embodiment, since the load cannot be directly detected, it is necessary to calculate the load from sensor parameters such as the air mass or the air flow in the engine by the engine controller, and determine the magnitude of the engine operation load from the calculated load.
In some embodiments, the load may be obtained by the following formula.
Where z is load, M is total intake mass of single cycle of engine combustion chamber, λ0 is dilution of mixture, P0 is standard atmospheric pressure 1013hPa, vd is single cylinder displacement of engine, T0 is standard temperature 273K, rg is gas constant.
And in the actual working process, as the single-cycle air inflow of the pre-combustion chamber is interfered by the current working condition of the engine, such as the crank angle, the rotating speed, the load, the air inflow temperature, the opening/closing phase of the air inlet valve and the like of the engine, the single-cycle air inflow of the pre-combustion chamber is required to be corrected according to the current working condition of the engine, so that the single-cycle oil inflow of the pre-combustion chamber is calculated according to the corrected single-cycle air inflow of the pre-combustion chamber, and the accuracy of controlling the oil inflow of the pre-combustion chamber can be effectively improved.
And S4, acquiring the single-cycle fuel injection quantity of the pre-combustion chamber according to the theoretical air-fuel ratio and the corrected single-cycle air inflow of the pre-combustion chamber.
Wherein the ratio of the mass of the fuel in the unit to the minimum air mass required when the fuel in the unit is completely combusted is the stoichiometric air-fuel ratio.
The single-cycle fuel injection quantity of the pre-combustion chamber can be calculated by the following formula.
m1＝m0/X
Where m1 is the single-cycle injection quantity of the pre-combustion chamber, m0 is the corrected single-cycle intake quantity of the pre-combustion chamber, and X is the theoretical air-fuel ratio.
And S5, acquiring a single-cycle oil injection pulse width of the pre-combustion chamber according to the single-cycle oil injection quantity of the pre-combustion chamber.
Specifically, the single-cycle oil injection quantity obtained through calculation is combined with parameters such as flow characteristics, rail pressure, rotating speed and the like of the first oil injector to calculate and obtain the single-cycle oil injection pulse width of the pre-combustion chamber, so that the oil injection quantity of the pre-combustion chamber is controlled according to the single-cycle oil injection pulse width of the pre-combustion chamber, and the purpose of accurately controlling the oil injection quantity of the pre-combustion chamber is achieved.
According to the method for calculating the fuel injection of the pre-combustion chamber, provided by the embodiment of the invention, the calculation model of the single-cycle air inflow and the single-cycle fuel injection amount in the pre-combustion chamber is designed according to parameters such as the single-cycle total air inflow, the total volume value of the combustion chamber of the engine, the inner cavity volume value of the pre-combustion chamber, the theoretical air-fuel ratio and the like, so that the fuel injection amount in the pre-combustion chamber can be accurately controlled, the concentration of the local mixed gas at the first spark plug in the pre-combustion chamber is controlled, PN emission is reduced, the risk of carbon deposition of spray holes in the pre-combustion chamber is reduced, and the wet wall and the combustion stability in the pre-combustion chamber are improved.
In some embodiments, the first correction factor is determined from the crank angle of the engine, e.g., denoted as y1; determining a second correction factor, for example denoted y2, from the rotational speed and the load; determining a third correction coefficient, for example, denoted as y3, based on the intake air temperature and the intake/exhaust valve opening/closing phase; and correcting the single-cycle air inflow of the pre-combustion chamber according to the first correction coefficient y1, the second correction coefficient y2 and the third correction coefficient y3 to obtain the corrected single-cycle air inflow of the pre-combustion chamber. Specifically, in-cylinder mixture simulation analysis may be performed in advance by CFD software, and the correspondence between different crank angles and the first correction coefficient y1, the correspondence between different rotation speeds and different loads and the second correction coefficient y2, and the correspondence between different intake temperatures and different intake/exhaust valve opening/closing phases and the third correction coefficient y3 may be calibrated by simulation data, and stored, that is, the crank angle of the engine and the first correction coefficient y1 have a one-to-one correspondence, for example, denoted as y1=crank angle calibration curve; the rotation speed and the load have a one-to-one correspondence with the second correction coefficient y2, for example, the relationship is marked as a calibration map of y2=rotation speed and load; the intake temperature and the intake/exhaust valve opening/closing phase have a one-to-one correspondence with the third correction coefficient y3, so that when calculating the single-cycle intake air amount of the corrected pre-combustion chamber, the first correction coefficient y1 can be determined according to the stored correspondence between different crank angles of the crank angle of the engine and the first correction coefficient y1, the second correction coefficient y2 can be determined according to the stored correspondence between different rotation speeds and different loads of the rotation speed and the load and the second correction coefficient y2, and the third correction coefficient y3 can be determined according to the intake temperature and the intake/exhaust valve opening/closing phase and the stored correspondence between the different intake temperatures and the different intake/exhaust valve opening/closing phases and the third correction coefficient y3. Preferably, the value range of the first correction coefficient y1 is 1.05-1.3, the value range of the second correction coefficient y2 is 1.05-1.3, and the value range of the third correction coefficient y3 is 1.05-1.3. For example, referring to FIG. 3, the calculated single cycle intake air amount in the pre-combustion chamber at different crank angles is shown for different operating conditions by CFD simulation results.
Based on the above-determined first correction coefficient y1, second correction coefficient y2, and third correction coefficient y3, the corrected single-cycle intake air amount of the pre-combustion chamber can be calculated by the following formula.
m0＝m*y1*y2*y3
Wherein m0 is the corrected single-cycle intake air amount of the pre-combustion chamber, m is the corrected single-cycle intake air amount of the pre-combustion chamber, y1 is the first correction coefficient, y2 is the second correction coefficient, and y3 is the third correction coefficient.
In some embodiments, in the actual working process, because the single-cycle fuel injection quantity of the pre-combustion chamber is interfered by the current working condition of the engine, such as the rotation speed, the load, the fuel injection time and the ignition time of the pre-combustion chamber, and the like of the engine, the single-cycle fuel injection quantity of the pre-combustion chamber needs to be corrected in order to accurately control the fuel injection quantity of the pre-combustion chamber, so that when the first fuel injector in the pre-combustion chamber is controlled to inject fuel, the single-cycle fuel injection quantity in the pre-combustion chamber is injected in a slightly diluted manner compared with the single-cycle air input in the pre-combustion chamber, so as to avoid local partial enrichment at the first spark plug in the pre-combustion chamber. Specifically, the single-cycle oil injection quantity of the pre-combustion chamber is corrected according to the current working condition of the engine to obtain the corrected single-cycle oil injection quantity of the pre-combustion chamber, wherein the current working condition of the engine also comprises the oil injection time of the pre-combustion chamber and the ignition time of the pre-combustion chamber; and obtaining the single-cycle oil injection pulse width of the pre-combustion chamber according to the corrected single-cycle oil injection quantity of the pre-combustion chamber. Therefore, the accuracy of the control of the injection quantity of the pre-combustion chamber can be effectively improved by correcting the calculated single-cycle injection quantity of the pre-combustion chamber.
Further, a fourth correction factor, e.g., denoted as f1, may be determined based on the rotational speed and the load; determining a fifth correction factor, for example denoted f2, from the injection time and the ignition time; and correcting the single-cycle oil injection quantity of the pre-combustion chamber according to the fourth correction coefficient f1 and the fifth correction coefficient f2 to obtain the corrected single-cycle oil injection quantity of the pre-combustion chamber. Specifically, in-cylinder gas mixture simulation analysis can be performed in advance through CFD software, the corresponding relation between different rotation speeds and different loads and the fourth correction coefficient f1 is calibrated through simulation data, and the corresponding relation between different oil injection moments and different ignition moments and the fifth correction coefficient f2 is calibrated and stored, that is, the rotation speeds and loads have a one-to-one correspondence with the fourth correction coefficient f1, the oil injection moments and the ignition moments have a one-to-one correspondence with the fifth correction coefficient f2, so that when the actual single-cycle oil injection quantity of the pre-combustion chamber is calculated, the fourth correction coefficient f1 can be determined according to the rotation speeds and the loads through the stored corresponding relation between the different rotation speeds and the different loads and the fourth correction coefficient f1, and the fifth correction coefficient f2 can be determined according to the oil injection moments and the ignition moments through the stored corresponding relation between the different oil injection moments and the different ignition moments and the fifth correction coefficient f2. Preferably, the value range of the fourth correction coefficient f1 is 1.05.ltoreq.f1.ltoreq.1.2, for example, 1.05, 1.11, 1.2, etc.; the fifth correction coefficient f2 has a value of 0.75.ltoreq.f2.ltoreq.1.25, for example, 0.75, 1.05, 1.25, or the like.
Based on the fourth correction coefficient f1 and the fifth correction coefficient f2, the corrected single-cycle injection amount of the pre-combustion chamber can be calculated by the following formula.
Wherein m2 is the corrected single-cycle fuel injection quantity of the pre-combustion chamber, m1 is the single-cycle fuel injection quantity of the pre-combustion chamber, f1 is a fourth correction coefficient, and f2 is a fifth correction coefficient.
The following further illustrates the method for calculating the injection of fuel into the pre-combustion chamber according to the embodiment of the present invention with reference to fig. 4, and the specific steps are as follows.
Step S6, obtaining the current working condition of the engine, wherein the current working condition of the engine comprises one or more of rotating speed, crank angle, load, air inlet temperature and air inlet/outlet valve opening/closing phase.
Step S7, obtaining a total volume value V of an engine combustion chamber, a volume value V1 of a pre-combustion chamber and a theoretical air-fuel ratio.
And S8, acquiring the oil injection time and the ignition time of the pre-combustion chamber.
And S9, obtaining the single-cycle total air intake mass M of the engine combustion chamber according to the current working condition of the engine.
Step S10, obtaining single-cycle air inflow of the pre-combustion chamber according to the total volume value of the engine combustion chamber, the volume value of the pre-combustion chamber and the single-cycle total air inflow quality of the engine combustion chamber.
Step S11, determining a first correction coefficient, a second correction coefficient, and a third correction coefficient based on a crank angle, a rotation speed, a load, an intake air temperature, and an intake/exhaust valve opening/closing phase of the engine.
And step S12, correcting the single-cycle air inflow of the pre-combustion chamber according to the first correction coefficient, the second correction coefficient and the third correction coefficient to obtain the corrected single-cycle air inflow of the pre-combustion chamber.
And step S13, determining a fourth correction coefficient and a fifth correction coefficient according to the rotating speed, the load, the oil injection time and the ignition time.
And S14, obtaining the corrected single-cycle fuel injection quantity of the pre-combustion chamber according to the theoretical air-fuel ratio, the fourth correction coefficient and the fifth correction coefficient of the corrected single-cycle air inflow of the pre-combustion chamber.
And S15, obtaining the single-cycle oil injection pulse width of the pre-combustion chamber according to the corrected single-cycle oil injection quantity of the pre-combustion chamber.
And S16, controlling the oil injection quantity of the pre-combustion chamber according to the single-cycle oil injection pulse width of the pre-combustion chamber.
Through the steps, the single-cycle air inflow and the single-cycle oil injection quantity in the pre-combustion chamber are calculated according to the single-cycle total air inflow mass M, the volume ratio V1/V of the pre-combustion chamber, the crank angle, correction factors related to the rotating speed and the load of the engine and the like, and the single-cycle oil injection pulse width of the pre-combustion chamber is obtained according to the single-cycle oil injection quantity, so that the oil injection quantity of the pre-combustion chamber can be accurately controlled, the concentration of the local mixed gas of the first spark plug is controlled, PN emission is reduced, the risk of carbon deposition of spray holes in the pre-combustion chamber is reduced, and the wet wall and the combustion stability in the pre-combustion chamber are improved.
As shown in fig. 5, a second aspect of the present invention provides a control method of an engine, which includes steps S17 to S19, specifically as follows.
And S17, determining the operation condition of the engine according to the rotating speed and the load.
Specifically, the engine has a plurality of different operation conditions in the operation process, such as a starting condition, an idle condition, a driving condition, a full load condition or a gear sliding condition, and the like, and the different operation conditions represent different operation states of the engine.
Step S18, selecting one combustion mode from a plurality of combustion modes according to the operation condition of the engine.
The multiple combustion modes can be preset and stored according to different operation conditions of the engine, the multiple combustion modes at least comprise a first combustion mode and a second combustion mode, the first combustion mode is a main combustion chamber adopting an equivalent ratio combustion mode, the pre-combustion chamber adopts a passive pre-combustion mode, the second combustion mode is a main combustion chamber adopting a lean combustion mode, the pre-combustion chamber adopts an active pre-combustion mode, and in the active pre-combustion mode, the oil injection quantity of the pre-combustion chamber is calculated according to the pre-combustion chamber oil injection calculation method provided by the embodiment.
In an embodiment, during operation of the engine, fuel must be in a proper proportion with air taken in to form a mixture that can be combusted, and a mass ratio between air and fuel in the mixture is an air-fuel ratio, a ratio of a mass of fuel in a unit to a minimum air mass required when fuel in the unit is completely combusted is a stoichiometric air-fuel ratio, and the mixture when the air-fuel ratio is greater than the stoichiometric air-fuel ratio is a lean mixture and the mixture when the air-fuel ratio is less than the stoichiometric air-fuel ratio is a rich mixture, based on which, an equivalence ratio combustion mode can be understood as a combustion mode in which the engine adopts the rich mixture to enable complete combustion of fuel and air; lean burn mode may be understood as a combustion mode in which the engine is lean and provides rich only when desired. In the equivalence ratio combustion mode, the output power of the engine is higher than that of the engine in the lean combustion mode, and the dynamic property is stronger; and compared with the mode of equivalent ratio combustion, the mode of lean combustion can improve the specific heat ratio of the engine, reduce knocking tendency, reduce the oil consumption of the engine and improve the heat efficiency.
The passive pre-combustion mode is a mode for controlling the first fuel injector in the pre-combustion chamber to not spray fuel and controlling the first spark plug to ignite, so that the multi-point ignition of the main combustion chamber can be realized by controlling the pre-combustion chamber to operate in the passive pre-combustion mode, the combustion efficiency of the main combustion chamber is improved, and knocking is reduced; the driving precombustion mode is a mode for controlling the first fuel injector in the precombustion chamber to spray fuel and controlling the first spark plug to ignite, so that the multiple-point ignition of the main combustion chamber can be realized by controlling the precombustion chamber to operate the driving precombustion mode, and meanwhile, the stability of lean-burn ignition can be improved by spraying fuel through the first fuel injector.
In the embodiment, since the multiple operation conditions of the engine in the prior art all adopt the same control strategy to operate, for example, only an active precombustion mode is adopted to operate or only a passive precombustion mode is adopted to operate, and the strategy matching is not carried out with a lean burn mode or an equivalent ratio combustion mode, the control mode is single, and certain defects exist.
Specifically, the actual test can be performed on the engine in advance to divide the operating conditions of the engine according to different rotating speeds and different loads of the engine, and different combustion modes are controlled to be executed for different operating conditions of the engine, so that the most conforming combustion modes are matched for different operating conditions, that is, a plurality of different combustion modes are preset through actual measurement, and the different combustion modes are in one-to-one correspondence with different operating conditions of the engine and stored, so that when the engine is actually applied, the combustion modes matched with the operating conditions of the engine can be selected from the plurality of combustion modes according to the operating conditions of the engine according to the stored correspondence between the different combustion modes and the different operating conditions of the engine.
Meanwhile, in different combustion modes, the embodiment of the invention comprehensively considers the operation conditions of the equivalent ratio combustion mode, the lean combustion mode, the passive precombustion mode and the active precombustion mode, combines the equivalent ratio combustion mode and the passive precombustion mode to be used as a first combustion mode by utilizing the respective advantages of the passive precombustion mode and the active precombustion mode, so that the output torque and the output power of the engine can be improved by controlling the operation of the equivalent ratio combustion mode of the main combustion chamber, meanwhile, the operation of the passive precombustion mode of the pre-combustion chamber is controlled, namely the ignition of a first spark plug is controlled, so as to realize the multi-point ignition of the main combustion chamber, the ignition stability of the main combustion chamber is improved, the combustion rate of the main combustion chamber is improved, the first fuel injector is controlled not to inject fuel, the problems of increasing fuel consumption and NOx emission due to the local enrichment of the mixed gas are avoided, and the lean combustion mode is combined with the active precombustion mode to be used as a second combustion mode, so that the fuel consumption can be reduced by controlling the operation of the main combustion chamber, the thermal efficiency is improved, meanwhile, the mixed gas in the pre-combustion mode is ensured, the ignition is reduced, the ignition stability is controlled, namely the ignition stability of the first spark plug is improved, and the ignition stability is improved when the first spark plug is controlled.
In step S20, the engine is controlled to execute the selected combustion mode to meet the driving requirement of the driver.
According to the control method of the engine, the operation condition of the engine is determined through the rotation speed and the load of the engine, the combustion mode executed by the engine is determined according to the operation condition of the engine, that is, under different operation conditions, the engine can be controlled to execute different combustion modes, so that the engine is not controlled to operate according to a single control strategy, the combustion mode of the engine is more in line with the operation condition of the engine, meanwhile, under different combustion modes, the advantages of the passive pre-combustion mode and the active pre-combustion mode are considered, the strategy matching is carried out on the passive pre-combustion mode or the active pre-combustion mode and the equivalent ratio combustion mode or the lean combustion mode, so that the engine is controlled to operate in a mode of combining the equivalent ratio combustion mode and the passive pre-combustion mode or in a mode of combining the lean combustion mode and the active pre-combustion mode, and therefore, the engine oil consumption can be effectively reduced, the NOx emission can be reduced, and the thermal efficiency of the engine can be improved while the output torque and the output power of the engine can meet driving requirements. In addition, when the pre-combustion chamber is controlled to operate in the active pre-combustion mode, the oil injection quantity of the pre-combustion chamber is controlled by the oil injection calculation method of the pre-combustion chamber, so that the accurate control of the oil injection quantity of the pre-combustion chamber can be realized, the ignition stability is improved, and the problems of carbon deposition in the pre-combustion chamber, high emission, insufficient energy release of the pre-combustion chamber and the like are reduced.
In some embodiments, for determining what kind of operation condition the engine is in according to the rotation speed and the load, the actual test may be performed on the engine in advance to divide the operation condition of all the operation states of the engine by different rotation speeds and different loads of the engine, for example, referring to fig. 6, a schematic diagram after dividing all the operation states of the engine is shown, where the operation states of the engine are divided into three different operation conditions, and numbers 1, 2, and 3 shown in fig. 6 represent three operation conditions of the engine respectively. It will be appreciated that the operating conditions of the divided engine may be plural, and is not limited thereto.
Specifically, referring to fig. 6, all the working states of the engine may be divided into a high load operation condition and a normal operation condition, that is, a range in which the engine is in the high load operation condition and a range in which the engine is in the normal operation condition are preset according to the rotation speed and the load of the engine, wherein the high load operation condition may be understood as a condition in which the engine is operated under a higher load, such as a region divided by a number 1 and a maximum allowable load threshold curve, that is, an outer characteristic curve in fig. 6 is a range of the high load operation condition divided in advance; the normal operation condition may be understood as a main operation condition of the engine except for a high load operation condition during operation, that is, a normal operation condition of the engine, such as a steady state condition, an idle condition, a driving condition, etc., is covered, and a blank area divided by a number 2 in fig. 6 is a range of the pre-divided normal operation condition. Thus, based on the above-mentioned pre-divided operation conditions of the engine, in actual application, if the rotation speed is greater than the first preset rotation speed v1 and less than the second preset rotation speed v2, and the load is greater than the first preset load threshold Z1 and less than the second preset load threshold Z2, or the load is equal to the maximum allowable load threshold Z, it is determined that the engine is in a high-load operation condition, that is, the operation condition of the engine is currently in the rectangular region shown in fig. 6; and when the engine is actually applied, if the rotating speed is smaller than the first preset rotating speed v1 and the load is larger than the third preset load threshold value Z3 and smaller than the maximum allowable load threshold value Z, or the rotating speed is larger than the first preset rotating speed v1 and smaller than the second preset rotating speed v2 and the load is larger than the second preset load threshold value Z2 and smaller than the maximum allowable load threshold value Z, or the rotating speed is larger than the second preset rotating speed v2 and the load is larger than the first preset load threshold value Z1 and smaller than the maximum allowable load threshold value Z, determining that the engine is in a normal operation condition. Wherein the first preset rotational speed v1< the second preset rotational speed v2, the first preset load threshold Z1< the third preset load threshold Z3< the second preset load threshold Z2< the maximum allowable load threshold Z.
The first preset rotating speed v1, the second preset rotating speed v2, the first preset load threshold value Z1, the second preset load threshold value Z2, the third preset load threshold value Z3 and the maximum allowable load threshold value Z are parameters set after the actual test of the engine is performed in advance. The maximum permissible load threshold Z curve, i.e. the external characteristic, is understood to be the maximum load parameter value of the engine at different rotational speeds.
In some embodiments, if it is determined that the engine is under a high load operating condition, because the combustion temperature is high under the high load operating condition, the NOx raw emission is high, and the problem that lean gas is insufficient for the low rotation speed and the high operating load is considered, so in order to reduce the NOx raw emission, the engine is controlled to execute the first combustion mode, that is, to control the main combustion chamber to operate the equivalence ratio combustion mode, so as to avoid the problem of further increasing NOx emission due to the lean combustion mode, reduce pumping loss, reduce engine oil consumption, and control the pre-combustion chamber to operate the passive pre-combustion mode, so that the first injector does not inject oil and the first spark plug are ignited, stable ignition and combustion of the main combustion chamber are realized, the problem of increasing NOx emission and oil consumption due to the local mixed gas enrichment caused by the injection of the first injector is avoided, meanwhile, multi-point ignition can be realized, the combustion duration is shortened, and the thermal efficiency and output power of the engine are improved.
And if the engine is determined to be in the normal operation condition, controlling the engine to execute the first combustion mode or the second combustion mode. Specifically, because the normal operation conditions include main operation conditions of the engine, such as steady-state conditions, idle conditions, running conditions and the like, the dilution of the mixture is different under different operation conditions, and the larger the dilution of the mixture is, the lower the fuel consumption is, the lower the original NOx emission is, but the stable combustion is difficult to realize under the lean combustion mode, therefore, the engine can be controlled to execute a first combustion mode or a second combustion mode according to the dilution of the mixture, so that when the dilution of the mixture is higher, namely the lean combustion gas is sufficient, the engine is controlled to execute the second combustion mode, namely the main combustion chamber is controlled to run the lean combustion mode, so that the fuel consumption of the engine is reduced, the thermal efficiency is improved, and the pre-combustion chamber is controlled to run in an active pre-combustion mode, so that the fuel injection of the first fuel injector and the ignition of the first spark plug are realized, the combustion rate of the main combustion chamber is improved, the fuel consumption and the NOx emission are reduced, the cost performance is improved, the local rich gas in the pre-combustion chamber is realized, and the ignition stability of the lean combustion is improved; on the contrary, when the dilution of the mixed gas is low, namely the lean-burn gas is insufficient, the engine is controlled to execute the first combustion mode, so that the problem that the original NOx emission is increased due to the fact that the NOx conversion efficiency of the three-way catalytic converter is reduced by adopting the lean-burn mode is avoided, and the aftertreatment cost is reduced.
In some embodiments, after determining that the engine is in the normal operation condition, the mixture dilution λ0 is obtained, for example, the mixture dilution λ0 may be an average mixture dilution in an engine cylinder or a mixture dilution monitored in real time by an oxygen sensor before exhaust, where the mixture dilution λ0 is a ratio of an amount of air actually existing in a combustion chamber of the engine to an amount of air required for complete combustion of the fuel gas, and further, during operation of the engine, if the mixture dilution λ0 satisfies a first mixture dilution range, the engine is controlled to execute a first combustion mode, where the first mixture dilution range may be understood as a range of the mixture dilution at which the main combustion chamber operates in an equivalent ratio combustion mode, the range being a preset range, or, if the mixture dilution λ0 satisfies a second mixture dilution range, the engine is controlled to execute a second combustion mode, where the second mixture dilution range may be understood as a range of the air amount required for complete combustion of the fuel gas in the main combustion chamber during operation of the dilution mode, the range being a preset range, thereby determining the harmful dilution range λ is used to determine that the engine can effectively reduce the fuel consumption and the output torque and the output of the engine can be increased by operating the target dilution lambda.
In some embodiments, in the second combustion mode, the local mixture dilution λ1 at the first spark plug in the pre-combustion chamber is controlled to satisfy the local mixture dilution range while controlling the pre-combustion chamber to operate in the active pre-combustion mode. Specifically, when the main combustion chamber operates in the lean combustion mode, in order to ensure a certain mixture dilution, so as to reduce the original emission of NOx, the second mixture dilution range is larger, the ignition stability is lower, and the combustion speed is slower, so that the active pre-combustion mode is combined with the lean combustion mode, and therefore, in the lean combustion mode, the first fuel injector is controlled to perform micro fuel injection in the pre-combustion chamber, so that local rich mixture is formed at the electrode position of the first spark plug in the pre-combustion chamber at the ignition moment, namely, the local mixture dilution λ1 at the first spark plug in the pre-combustion chamber is controlled to meet the local mixture dilution range, so that the ignition stability is improved, the combustion speed is improved, and the upper limit of the mixture dilution for stable combustion is expanded.
For example, referring to fig. 7, in a spherical region with a preset radius, such as 4mm, centered on the electrode position of the first spark plug, when the local mixture dilution λ1 satisfies the local mixture dilution range at the time of ignition, the mixture volume ratio may be greater than or equal to a certain volume ratio, such as 70%, so as to ensure the ignition stability and the combustion speed in the lean burn mode.
In some embodiments, the first mixture dilution range is 0.7+.λ0+.1.3, preferably λ0=1, i.e., mixture dilution λ0=1, then the engine is controlled to perform the first combustion mode; the second mixed gas dilution range is that λ0 is more than or equal to 2, namely, the mixed gas dilution meets that λ0 is more than or equal to 2, and the engine is controlled to execute a second combustion mode; the local mixed gas dilution range is more than or equal to 0.7 and less than or equal to 1.1.
Furthermore, it should be noted that the engine is operated in two states, i.e., in the equivalence ratio combustion mode, i.e., the mixture dilution satisfies the first mixture dilution range, e.g., λ0=1, or in the lean combustion mode, i.e., the mixture dilution satisfies the second mixture dilution range λ0+.gtoreq.2, except for the switching process of the two combustion modes, i.e., in fig. 8, λ0=1 to λ0+.gtoreq.2, which is otherwise avoided to operate with the mixture dilution 1 < λ0 < 2, to reduce Nox emissions. And, in the combustion mode switching process between λ0=1 and λ0=2, for example, in the mode switching process from λ0=2 to λ0=1, the mixture dilution λ0 is directly switched from λ0=2 to λ0=1, but in practical application, because the hardware operation requires a transition time, etc., the actual λ0 has a transition time t in the switching process, and in the transition time t, λ0 is 1 < λ0 < 2, the transition time should be reduced as far as possible in this range to reduce NOx emission.
Specifically, referring to fig. 6 and 8, when the operating condition of the engine is continuously changed at the intersection boundary of the numbered 1 area and the numbered 2 area, the lean burn mode and the equivalence ratio combustion mode are switched simultaneously, namely, the mode is switched between λ0=1 and λ0 being equal to or greater than 2; and, if the engine is in the lean burn mode for a long period of time when the engine is in the normal operating condition, i.e., region No. 2 in fig. 6, the NOx is switched to the stoichiometric burn mode when the aftertreatment is required, and the two modes are not always switched except for the two cases. When the lean combustion mode is switched to the equivalence ratio combustion mode, the operation of λ0 from λ0 to λ0=1 is completed in five cycles through the booster, the throttle and the VVT responsiveness calibration. In addition, if it is detected that the engine is always running at the intersection boundary of the No. 1 region and the No. 2 region, since the engine is in an unstable state, switching between the lean burn mode and the equivalence ratio combustion mode is frequently performed, and for this purpose, a transition region may be provided at the intersection boundary, for example, the rotational speed of the engine may be ±100rpm; the brake mean effective pressure value of the engine ± 1bar is set as a transition zone in which the mixture dilution λ0 is not switched, so as to avoid the problem of frequent mode switching.
In addition, for the case that the mixed dilution is 1 < λ0 < 2 during the switching process of the two combustion modes of λ0=1 to λ0+.2, since this is a transient process, additional calibration can be performed, for example, the engine can be controlled to operate in the active pre-combustion mode when λ0 is greater than 1.3; and when lambda 0 is larger than 1.3, controlling the engine to operate in a passive precombustion mode.
By the above, through carrying out the matching design with passive precombustion mode, initiative precombustion mode, lean burn mode and equivalence ratio combustion mode, make λ0 > 2 operation region promptly range of normal operating condition cover engine normal operating condition, avoid λ0=1 and λ0 > 2 between frequent switching, reduce the problem that causes the NOx emission to increase because of the mode switching.
In some embodiments, the main combustion chamber is provided with a second spark plug, the plurality of combustion modes further includes a third combustion mode, the third combustion mode is an equivalence ratio combustion mode for the main combustion chamber, and the second spark plug fires.
In the embodiment, when the main combustion chamber is provided with the second spark plug, the engine can be controlled to be ignited by the first spark plug when in a high-load operation condition or a normal operation condition, so that ignition is assisted, ignition stability is further improved, knocking is reduced, or the first spark plug can be controlled not to be ignited, so that the engine is not limited.
In addition, when determining what kind of operation condition the engine is under according to the rotation speed and the load, if the rotation speed is less than the first preset rotation speed v1 and the load is less than the third preset load threshold Z3, or when the rotation speed is greater than the first preset rotation speed v1 and the load is less than the first preset load threshold Z1, it is determined that the engine is under a cold start operation condition or a catalyst heating condition, for example, a hatched area divided by the number 3 in fig. 6 is a range of a cold start operation condition or a catalyst heating condition divided in advance. And after the engine is determined to be in a cold start operation condition or a catalyst heating condition, controlling the engine to execute a third combustion mode, namely controlling the main combustion chamber to run in an equivalent ratio combustion mode, and controlling the second spark plug to ignite, so as to solve the risk of unstable combustion of the pre-combustion chamber of the engine under the cold start operation condition or the catalyst heating condition, and improving knocking and increasing the combustion speed by adding an ignition source. In the third combustion mode, the pre-combustion chamber can be controlled not to operate, or the pre-combustion chamber can also be controlled to operate in a passive pre-combustion mode, namely, the first spark plug is controlled to ignite to assist ignition, so that the ignition stability is improved.
In a word, according to the control method of the engine provided by the embodiment of the invention, different operation conditions of the engine are divided to adopt different combustion modes aiming at different operation conditions, and the advantages of the active precombustion mode and the passive precombustion mode are simultaneously applied, so that the oil consumption and NOx emission of the whole engine can be effectively reduced, and the output torque and the output power of the engine are improved. In addition, the embodiment of the invention also designs a calculation model of single-cycle air inflow and single-cycle oil injection quantity in the pre-combustion chamber, thereby accurately controlling the oil injection quantity in the pre-combustion chamber, controlling the concentration of local mixed gas at the first spark plug, reducing PN emission, reducing the risk of carbon deposition of spray holes in the pre-combustion chamber, and improving the wet wall and combustion stability in the pre-combustion chamber.
The third aspect of the present invention provides a vehicle, as shown in fig. 9, the vehicle 1000 including an engine 900, an engine controller 2, and a memory 3 communicatively connected to the engine controller 2.
The memory 3 stores a computer program executable by the engine controller 2, and the engine controller 2 implements the pre-combustion chamber fuel injection calculation method provided in the above embodiment or the engine control method provided in the above embodiment when executing the computer program.
It should be noted that, the specific implementation manner of the engine controller 2 according to the embodiment of the present invention is similar to the specific implementation manner of the pre-combustion chamber fuel injection calculation method or the control method of the engine according to any of the embodiments of the present invention, and specific reference is made to the description of this method section, so that redundancy is reduced and no redundant description is given here.
According to the vehicle 1000 of the embodiment of the invention, by adopting the pre-combustion chamber fuel injection calculation method or the engine control method provided by the embodiment of the invention by the engine controller 2, the accurate control of the fuel injection quantity of the pre-combustion chamber can be realized, the ignition stability is improved, and the problems of carbon deposition in the pre-combustion chamber, high emission, insufficient energy release in the pre-combustion chamber and the like are reduced.
An embodiment of a fourth aspect of the present invention provides a computer storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the pre-combustion chamber fuel injection calculation method or the engine control method provided by the above embodiment.
In the description of this specification, any process or method description in a flowchart or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing logical functions or steps of the process, and in which the scope of the preferred embodiments of the present invention include additional implementations in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the embodiments of the present invention.
Logic and/or steps represented in the flowcharts or otherwise described herein, e.g., a ordered listing of executable instructions for implementing logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or more wires, a portable computer diskette (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). In addition, the computer readable medium may even be paper or other suitable medium on which the program is printed, as the program may be electronically captured, via, for instance, optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner, if necessary, and then stored in a computer memory.
It is to be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above-described embodiments, the various steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. As with the other embodiments, if implemented in hardware, may be implemented using any one or combination of the following techniques, as is well known in the art: discrete logic circuits having logic gates for implementing logic functions on data signals, application specific integrated circuits having suitable combinational logic gates, programmable Gate Arrays (PGAs), field Programmable Gate Arrays (FPGAs), and the like.
Those of ordinary skill in the art will appreciate that all or a portion of the steps carried out in the method of the above-described embodiments may be implemented by a program to instruct related hardware, where the program may be stored in a computer readable storage medium, and where the program, when executed, includes one or a combination of the steps of the method embodiments.
In addition, each functional unit in the embodiments of the present invention may be integrated in one processing module, or each unit may exist alone physically, or two or more units may be integrated in one module. The integrated modules may be implemented in hardware or in software functional modules. The integrated modules may also be stored in a computer readable storage medium if implemented in the form of software functional modules and sold or used as a stand-alone product.
The above-mentioned storage medium may be a read-only memory, a magnetic disk or an optical disk, or the like. While embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the invention, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the invention.
In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples.
While embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the invention, the scope of which is defined by the claims and their equivalents.
Claims (14)
1. A method of calculating a pre-combustion chamber fuel injection for an engine, the engine including an engine combustion chamber, the engine combustion chamber including a main combustion chamber and a pre-combustion chamber, the method comprising:
obtaining a single cycle total intake mass of the engine combustion chamber;
obtaining single-cycle air inflow of the pre-combustion chamber according to the total volume value of the engine combustion chamber, the volume value of the pre-combustion chamber and the single-cycle total air inflow quality of the engine combustion chamber;
correcting the single-cycle air inflow of the pre-combustion chamber according to the current working condition of the engine to obtain the corrected single-cycle air inflow of the pre-combustion chamber, wherein the current working condition of the engine comprises one or more of rotating speed, crank angle, load, air inflow temperature and air inflow/exhaust valve opening/closing phase;
obtaining single-cycle fuel injection quantity of the pre-combustion chamber according to the theoretical air-fuel ratio and the corrected single-cycle air inflow of the pre-combustion chamber;
and obtaining the single-cycle oil injection pulse width of the pre-combustion chamber according to the single-cycle oil injection quantity of the pre-combustion chamber.
2. The method of calculating a pre-combustion chamber injection of fuel of claim 1, wherein said obtaining a single cycle total intake mass of said engine combustion chamber comprises:
And obtaining the single-cycle total air intake quality of the engine combustion chamber according to the current working condition of the engine, wherein the current working condition of the engine also comprises air intake pressure, residual waste gas pressure in a cylinder after an intake valve and an exhaust valve are closed and a volume value of a single cylinder of the engine at the closing time of the intake valve.
3. The method of calculating injection of fuel into a pre-combustion chamber according to claim 1, wherein the method comprises correcting the single-cycle intake air amount of the pre-combustion chamber according to a current engine operating condition, including one or more of a rotational speed, a crank angle, a load, an intake air temperature, and an intake/exhaust valve opening/closing phase, to obtain the corrected single-cycle intake air amount of the pre-combustion chamber, comprising:
determining a first correction factor based on the crank angle;
determining a second correction factor based on the rotational speed and the load;
determining a third correction coefficient based on the intake air temperature and the intake/exhaust valve opening/closing phase;
and correcting the single-cycle air inflow of the pre-combustion chamber according to the first correction coefficient, the second correction coefficient and the third correction coefficient to obtain the corrected single-cycle air inflow of the pre-combustion chamber.
4. The method of calculating injection of fuel into a pre-combustion chamber according to claim 3, wherein correcting the single-cycle intake air amount of the pre-combustion chamber based on the first correction coefficient, the second correction coefficient, and the third correction coefficient to obtain the corrected single-cycle intake air amount of the pre-combustion chamber comprises:
the corrected single-cycle intake air amount of the pre-combustion chamber is obtained by the following formula:
m0＝m*y1*y2*y3
wherein m0 is the corrected single-cycle intake air amount of the pre-combustion chamber, m is the corrected single-cycle intake air amount of the pre-combustion chamber, y1 is the first correction coefficient, y2 is the second correction coefficient, and y3 is the third correction coefficient.
5. The method for calculating injection of fuel into a pre-combustion chamber according to claim 1, wherein obtaining a single-cycle injection pulse width of the pre-combustion chamber from a single-cycle injection quantity of the pre-combustion chamber comprises:
correcting the single-cycle fuel injection quantity of the pre-combustion chamber according to the current working condition of the engine to obtain the corrected single-cycle fuel injection quantity of the pre-combustion chamber, wherein the current working condition of the engine also comprises the fuel injection moment of the pre-combustion chamber and the ignition moment of the pre-combustion chamber;
And obtaining the single-cycle oil injection pulse width of the pre-combustion chamber according to the corrected single-cycle oil injection quantity of the pre-combustion chamber.
6. The method for calculating injection of fuel into a pre-combustion chamber according to claim 5, wherein the method for correcting the single-cycle injection quantity of the pre-combustion chamber according to the current working condition of the engine to obtain the corrected single-cycle injection quantity of the pre-combustion chamber, wherein the current working condition of the engine further comprises injection time of the pre-combustion chamber and ignition time of the pre-combustion chamber, comprises:
determining a fourth correction factor based on the rotational speed and the load;
determining a fifth correction coefficient according to the oil injection time and the ignition time;
and correcting the single-cycle oil injection quantity of the pre-combustion chamber according to the fourth correction coefficient and the fifth correction coefficient to obtain the corrected single-cycle oil injection quantity of the pre-combustion chamber.
7. The method of calculating injection of fuel into a pre-combustion chamber according to claim 6, wherein correcting the single-cycle injection amount of fuel into the pre-combustion chamber according to the fourth correction coefficient and the fifth correction coefficient to obtain the corrected single-cycle injection amount of fuel into the pre-combustion chamber comprises:
The corrected single-cycle injection quantity of the pre-combustion chamber is obtained through the following formula:
wherein m2 is the corrected single-cycle fuel injection quantity of the pre-combustion chamber, m1 is the single-cycle fuel injection quantity of the pre-combustion chamber, f1 is the fourth correction coefficient, and f2 is the fifth correction coefficient;
obtaining the single-cycle fuel injection quantity of the pre-combustion chamber according to the theoretical air-fuel ratio and the corrected single-cycle air inflow of the pre-combustion chamber, wherein the single-cycle fuel injection quantity comprises the following components:
the single-cycle fuel injection quantity of the pre-combustion chamber is obtained through the following formula:
m1＝m0/X
wherein m0 is the corrected single-cycle intake air amount of the pre-combustion chamber, and X is the theoretical air-fuel ratio.
8. The method for calculating injection of fuel into a combustion chamber according to any one of claims 1 to 7,
obtaining a single-cycle intake air amount of the pre-combustion chamber according to the total volume value of the engine combustion chamber, the volume value of the pre-combustion chamber and the single-cycle total intake air quality of the engine combustion chamber, wherein the single-cycle intake air amount comprises the following components:
the single-cycle intake air amount of the pre-combustion chamber is obtained by the following formula:
wherein M is the single-cycle air inflow of the pre-combustion chamber, M is the single-cycle total air inflow mass of the engine combustion chamber, V1 is the volume value of the pre-combustion chamber, and V is the total volume value of the engine combustion chamber.
9. A control method of an engine, characterized by comprising:
determining the operation condition of the engine according to the rotating speed and the load;
selecting one combustion mode from a plurality of combustion modes according to the operation condition of the engine, wherein the plurality of combustion modes comprise a first combustion mode and a second combustion mode, the first combustion mode is an equivalent ratio combustion mode of the main combustion chamber, the pre-combustion chamber is a passive pre-combustion mode, the second combustion mode is a lean combustion mode of the main combustion chamber, the pre-combustion chamber is an active pre-combustion mode, and in the active pre-combustion mode, the fuel injection pulse width of the pre-combustion chamber is calculated according to the fuel injection calculation method of the pre-combustion chamber according to any one of claims 1-8;
controlling the engine to execute the selected combustion mode.
10. The method for controlling an engine according to claim 9, wherein,
the determining the operation condition of the engine according to the rotating speed and the load comprises the following steps:
if the rotating speed is greater than the first preset rotating speed and smaller than the second preset rotating speed, and the load is greater than the first preset load threshold and smaller than the second preset load threshold, or the load is equal to the maximum allowable load threshold, determining that the engine is in a high-load running condition;
If the rotation speed is smaller than the first preset rotation speed and the load is larger than the third preset load threshold and smaller than the maximum allowable load threshold, or the rotation speed is larger than the first preset rotation speed and smaller than the second preset rotation speed and the load is larger than the second preset load threshold and smaller than the maximum allowable load threshold, or the rotation speed is larger than the second preset rotation speed and the load is larger than the first preset load threshold and smaller than the maximum allowable load threshold, determining that the engine is in a normal operation condition, wherein the first preset rotation speed is smaller than the second preset rotation speed, the first preset load threshold is smaller than the third preset load threshold is smaller than the second preset load threshold, and the second preset load threshold is smaller than the maximum allowable load threshold;
selecting one combustion mode from a plurality of combustion modes according to the operation condition of the engine, wherein the combustion mode comprises the following steps:
if the engine is in the high-load operation condition, selecting the first combustion mode;
and if the engine is in the normal operation condition, selecting the first combustion mode or the second combustion mode.
11. The method of controlling an engine according to claim 10, wherein the first combustion mode or the second combustion mode is selected when the engine is in a normal operation condition, comprising:
After the engine is determined to be in the normal running working condition, obtaining the dilution lambda 0 of the mixed gas;
if the mixture dilution λ0 meets a first mixture dilution range, selecting the first combustion mode;
and if the mixture dilution lambda 0 meets a second mixture dilution range, selecting a second combustion mode, wherein in the second combustion mode, when the pre-combustion chamber is controlled to operate in an active pre-combustion mode, the local mixture dilution lambda 1 at a first spark plug in the pre-combustion chamber is controlled to meet the local mixture dilution range.
12. The method according to claim 11, wherein the first mixture dilution range is 0.7.ltoreq.λ0.ltoreq.1.3, the second mixture dilution range is λ0.ltoreq.2, and the local mixture dilution range is 0.7.ltoreq.λ1.ltoreq.1.
13. The method of controlling an engine according to claim 10, wherein the main combustion chamber is provided with a second spark plug, the plurality of combustion modes further includes a third combustion mode, the third combustion mode is a mode in which the main combustion chamber is in an equivalence ratio combustion, and the second spark plug is ignited,
The method for determining the operation condition of the engine according to the rotating speed and the load further comprises the following steps:
if the rotating speed is smaller than the first preset rotating speed and the load is smaller than a third preset load threshold, or the rotating speed is larger than the first preset rotating speed and the load is smaller than the first preset load threshold, determining that the engine is in a cold start operation working condition or a catalyst heating working condition;
selecting one combustion mode from a plurality of combustion modes according to the operation condition of the engine, and further comprising:
and if the engine is in the cold start operating condition or the catalyst heating condition, selecting the third combustion mode.
14. A vehicle, characterized by comprising:
an engine and an engine controller;
a memory communicatively coupled to the engine controller;
wherein the memory stores a computer program executable by the engine controller, which when executing the computer program, implements the pre-combustion chamber fuel injection calculation method of any one of claims 1 to 8 or the control method of the engine of any one of claims 9 to 13.
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| CN118066032A (en) * | 2024-04-24 | 2024-05-24 | 江西五十铃发动机有限公司 | Abnormal combustion control method of engine with active precombustion chamber |
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| CN118066032A (en) * | 2024-04-24 | 2024-05-24 | 江西五十铃发动机有限公司 | Abnormal combustion control method of engine with active precombustion chamber |
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