CN115263532B - Control method and system of Miller cycle engine and automobile - Google Patents
Control method and system of Miller cycle engine and automobile Download PDFInfo
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- CN115263532B CN115263532B CN202211050245.6A CN202211050245A CN115263532B CN 115263532 B CN115263532 B CN 115263532B CN 202211050245 A CN202211050245 A CN 202211050245A CN 115263532 B CN115263532 B CN 115263532B
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- 238000000034 method Methods 0.000 title claims abstract description 24
- 239000002699 waste material Substances 0.000 claims description 20
- 230000001052 transient effect Effects 0.000 abstract description 13
- 230000001133 acceleration Effects 0.000 abstract description 10
- 230000004044 response Effects 0.000 abstract description 9
- 239000002912 waste gas Substances 0.000 abstract description 2
- 239000000446 fuel Substances 0.000 description 5
- 238000013459 approach Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005086 pumping Methods 0.000 description 1
- 230000004043 responsiveness 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
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
- F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
- F02D9/1035—Details of the valve housing
- F02D9/1055—Details of the valve housing having a fluid by-pass
-
- 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
Abstract
The invention discloses a control method, a control system and an automobile of a Miller cycle engine, wherein when the difference value between target torque and actual torque is larger than or equal to delta T1 and the target torque is larger than the torque of a natural air suction part of the engine, the torque is fully promoted in a mode of controlling the full opening of a throttle valve and the full closing of a waste gas bypass valve by controlling the current variable valve timing to be the variable valve timing determined according to a preset power VVT map, and under the condition that engine hardware is not increased, the transient acceleration response of the Miller cycle engine can be promoted, the better transient acceleration performance of the whole automobile is realized, and the driving experience of a user is promoted.
Description
Technical Field
The invention belongs to the field of control of Miller cycle engines, and particularly relates to a control method and system of a Miller cycle engine and an automobile.
Background
With the increasing of automobile fuel consumption regulations year by year, the technical route of the Miller cycle engine is widely used by all large factories due to good fuel consumption performance, but the Miller cycle engine has a problem of slower torque response under transient acceleration working conditions due to smaller air inlet cam wrap angle and lower air charging efficiency, and meanwhile, the transient acceleration response problem of the Miller cycle engine becomes a common problem in the industry because the requirements of users on the drivability and the responsiveness of the automobile are not reduced.
In general, by incorporating a variable area turbocharger, the boost pressure rise rate may be increased, thereby improving the transient acceleration response. The two-stage VVL device is added, and a larger cam is added on the basis of the Miller cam, so that the charging efficiency of the engine can be improved, and the transient response can be improved. Both of these approaches require additional hardware upgrades, i.e., increased cost.
CN105863852a discloses a control method and system for increasing transient response capability of a turbocharged engine, which proposes a method for increasing transient response by reducing a throttle valve and reducing a waste gate valve to increase boost pressure at the full throttle condition, and this method can greatly increase pumping loss of the engine, thereby affecting fuel consumption.
Disclosure of Invention
The invention aims to provide a control method and system of a Miller cycle engine and an automobile, so as to improve the transient acceleration response of the Miller cycle engine and realize better transient acceleration performance of the whole automobile.
The control method of the Miller cycle engine provided by the invention comprises the following steps:
step S1, acquiring the operation parameters of the Miller cycle engine, and then executing step S2. The operating parameters of the miller cycle engine include throttle opening, wastegate opening, variable valve timing, spark advance, rotational speed, target torque, and actual torque, among others.
And S2, judging whether the target torque-actual torque is less than delta T1 (namely, whether the difference between the target torque and the actual torque is smaller than delta T1), if so, indicating that the actual torque is very small from the target torque or the actual torque is larger than the target torque (corresponding to the Miller cycle engine being in a steady state working condition), and executing the step S3 only by fine adjustment or reduction of the actual torque of the engine, otherwise (corresponding to the Miller cycle engine being in a transient acceleration working condition), executing the step S4. Wherein Δt1 is a preset torque threshold, Δt1>0.
And S3, controlling the current variable valve timing to be the variable valve timing determined according to the preset oil consumption VVT map, controlling the current ignition advance angle to be the ignition advance angle determined according to the preset first ignition advance angle map, controlling the waste gate valve opening and the throttle valve opening in a closed loop mode according to the difference value between the target torque and the actual torque, and then returning to the step S1.
Step S4, determining the natural aspiration part torque, and then executing step S5.
And S5, judging whether the target torque is greater than the natural inspiration part torque, if so, executing the step S7, otherwise, executing the step S6.
Step S6, controlling the current variable valve timing to be the variable valve timing determined according to the preset oil consumption VVT map, controlling the current ignition advance angle to be the ignition advance angle determined according to the preset first ignition advance angle map, controlling the waste gate valve to be fully opened (namely controlling the waste gate valve opening to be 100%), increasing the throttle opening according to the difference between the target torque and the actual torque, thereby improving the torque, and then returning to the step S1.
Step S7, controlling the current variable valve timing to be the variable valve timing determined according to the preset power VVT map, controlling the current ignition advance angle to be the ignition advance angle determined according to the preset second ignition advance angle map, controlling the throttle valve to be fully opened (i.e., controlling the throttle opening to be 100%), controlling the waste gate valve to be fully closed (i.e., controlling the waste gate valve opening to be 0), fully lifting the torque, and then executing step S8.
And S8, judging whether the target torque-actual torque is less than delta T1, if so, executing the step S9, otherwise, returning to the step S7.
Step S9, the current variable valve timing is adjusted to the variable valve timing determined according to the preset oil consumption VVT map at a preset speed A, the waste gate valve opening is adjusted to the opening corresponding to the target torque achieved under the preset oil consumption VVT map at a preset speed B, and then the step S1 is executed in a returning mode.
Preferably, the determination method of the natural aspiration part torque in the step S4 is as follows: searching corresponding natural suction part torque on a preset torque curve according to the rotating speed, and taking the searched natural suction part torque as the natural suction part torque in the step S4; the preset torque curve is a corresponding relation curve of the rotating speed obtained through calibration and the torque of the natural air suction part.
Preferably, the variable valve timing in the preset power VVT map is a VVT combination with the lowest manifold pressure under the same torque selected according to the equal torque VVT sweep point data in the stage of calibration of the miller cycle engine. The variable valve timing constituting the power VVT map is selected according to the manifold pressure, which is easier to achieve, and the resulting power VVT map is more accurate.
Preferably, the variable valve timing in the preset oil consumption VVT map is a VVT combination with the lowest oil consumption under the same torque, which is selected according to the equal torque VVT sweep point data in the stage of bench calibration of the miller cycle engine.
Preferably, the preset first ignition advance angle map is an ignition advance angle map corresponding to the oil consumption VVT map obtained through calibration; the preset second ignition advance angle map is an ignition advance angle map corresponding to the power VVT map obtained through calibration.
Preferably, the corresponding variable valve timing is searched in the preset oil consumption VVT map by using the rotation speed and the actual torque, and the searched variable valve timing is used as the variable valve timing determined according to the preset oil consumption VVT map in the step S3 and the step S6. And searching a corresponding ignition advance angle in a preset first ignition advance angle map by using the rotation speed and the actual torque, and taking the searched ignition advance angle as the ignition advance angle determined according to the preset first ignition advance angle map in the step S3 and the step S6.
Preferably, the corresponding variable valve timing is searched for in the preset power VVT map by using the rotation speed and the actual torque, and the searched variable valve timing is used as the variable valve timing determined according to the preset power VVT map in step S7. And searching a corresponding ignition advance angle in a preset second ignition advance angle map by using the rotation speed and the actual torque, and taking the searched ignition advance angle as the ignition advance angle determined according to the preset second ignition advance angle map in the step S7.
The control system of the miller cycle engine of the present invention includes a controller programmed to perform the control method of the miller cycle engine described above.
The automobile comprises the Miller cycle engine and the control system of the Miller cycle engine.
The invention has the following effects:
(1) When the difference between the target torque and the actual torque is larger than or equal to delta T1 and the target torque is smaller than or equal to the torque of a natural air suction part of the engine, the current variable valve timing is controlled to be the variable valve timing determined according to the preset oil consumption VVT map, the waste gate valve is controlled to be fully opened, the torque is increased according to the difference between the target torque and the actual torque, and the control mode is simple and easy to realize.
(2) When the difference between the target torque and the actual torque is greater than or equal to delta T1 and the target torque is greater than the torque of a natural air suction part of the engine, the torque is fully promoted by controlling the current variable valve timing to be the variable valve timing determined according to the preset power VVT map and controlling the fully open of the throttle valve and the fully closed of the waste gate valve, and under the condition that the hardware of the engine is not increased, the transient acceleration response of the Miller cycle engine is promoted, the better transient acceleration performance of the whole vehicle is realized, and the driving experience of a user is promoted. And in the process of improving the torque through full force, the current ignition advance angle is controlled to be the ignition advance angle determined according to the preset second ignition advance angle map, so that knocking is avoided.
(3) In the process of full-force torque lifting, when the difference between the target torque and the actual torque is smaller than delta T1, the current variable valve timing is adjusted to the variable valve timing determined according to the preset oil consumption VVT map at a preset speed A, torque fluctuation is avoided, the waste gas bypass valve opening is adjusted to the opening corresponding to the target torque under the preset oil consumption VVT map at a preset speed B, and torque overshoot is avoided.
Drawings
Fig. 1 is a flowchart of a control method of a miller cycle engine in the present embodiment.
Detailed Description
As shown in fig. 1, the control method of the miller cycle engine in the present embodiment includes:
step S1, acquiring the operation parameters of the Miller cycle engine, and then executing step S2. The operating parameters of the miller cycle engine include throttle opening, wastegate opening, variable valve timing, spark advance, rotational speed, target torque, and actual torque, among others.
And S2, judging whether the target torque-actual torque is less than delta T1, if so, executing the step S3, otherwise, executing the step S4. Wherein Δt1 is a preset torque threshold, Δt1>0.
And S3, controlling the current variable valve timing to be the variable valve timing determined according to the preset oil consumption VVT map, controlling the current ignition advance angle to be the ignition advance angle determined according to the preset first ignition advance angle map, controlling the waste gate valve opening and the throttle valve opening in a closed loop mode according to the difference value between the target torque and the actual torque, and then returning to the step S1.
The preset oil consumption VVT map is a corresponding relation curve of rotating speed, actual torque and variable valve timing, which are obtained through calibration. The variable valve timing in the preset oil consumption VVT map is the VVT combination with the lowest oil consumption under the same torque is selected according to the equal torque VVT scanning point data in the stage of bench calibration of the Miller cycle engine; that is, the variable valve timing in the fuel consumption VVT map is the variable valve timing that is the lowest in fuel consumption at the corresponding rotational speed and actual torque. And searching for the corresponding variable valve timing in the preset oil consumption VVT map by using the rotation speed and the actual torque, and taking the searched variable valve timing as the variable valve timing determined according to the preset oil consumption VVT map in the step S3.
The preset first ignition advance angle map is an ignition advance angle map corresponding to the oil consumption VVT map obtained through calibration. The preset first ignition advance angle map is a corresponding relation curve of the rotation speed, the actual torque and the ignition advance angle. And searching a corresponding ignition advance angle in a preset first ignition advance angle map by using the rotation speed and the actual torque, and taking the searched ignition advance angle as the ignition advance angle determined according to the preset first ignition advance angle map in the step S3.
Step S4, determining the natural aspiration part torque, and then executing step S5.
The method comprises the following steps: searching for corresponding natural suction part torque according to the rotating speed on a preset torque curve, and taking the searched natural suction part torque as the natural suction part torque in the step S4. The preset torque curve is a corresponding relation curve of the rotating speed obtained through calibration and the torque of the natural suction part.
And S5, judging whether the target torque is greater than the natural inspiration part torque, if so, executing the step S7, otherwise, executing the step S6.
Step S6, controlling the current variable valve timing to be the variable valve timing determined according to the preset oil consumption VVT map, controlling the current ignition advance angle to be the ignition advance angle determined according to the preset first ignition advance angle map, controlling the waste gate valve to be fully opened (namely controlling the waste gate valve opening to be 100%), increasing the throttle opening according to the difference value between the target torque and the actual torque, and then returning to the step S1.
And searching for the corresponding variable valve timing in the preset oil consumption VVT map by using the rotation speed and the actual torque, and taking the searched variable valve timing as the variable valve timing determined according to the preset oil consumption VVT map in the step S6.
And searching a corresponding ignition advance angle in a preset first ignition advance angle map by using the rotation speed and the actual torque, and taking the searched ignition advance angle as the ignition advance angle determined according to the preset first ignition advance angle map in the step S6.
Step S7, controlling the current variable valve timing to be the variable valve timing determined according to the preset power VVT map, controlling the current ignition advance angle to be the ignition advance angle determined according to the preset second ignition advance angle map, controlling the throttle valve to be fully opened (i.e., controlling the throttle opening to be 100%), controlling the waste gate valve to be fully closed (i.e., controlling the waste gate valve opening to be 0), and then executing step S8.
The preset power VVT map is a corresponding relation curve of the rotating speed, the actual torque and the variable valve timing, which are obtained through calibration. The variable valve timing in the preset power VVT map is the VVT combination with the lowest manifold pressure under the same torque according to the equal torque VVT scanning point data in the stage of bench calibration of the Miller cycle engine; that is, the variable valve timing in the power VVT map is the variable valve timing at which the manifold pressure is the lowest at the corresponding rotational speed and the actual torque. And searching for the corresponding variable valve timing in the preset power VVT map by utilizing the rotating speed and the actual torque, and taking the searched variable valve timing as the variable valve timing determined according to the preset power VVT map in the step S7.
The preset second ignition advance angle map is an ignition advance angle map corresponding to the power VVT map obtained through calibration. The preset second ignition advance angle map is a corresponding relation curve of the rotation speed, the actual torque and the ignition advance angle. And searching a corresponding ignition advance angle in a preset second ignition advance angle map by using the rotation speed and the actual torque, and taking the searched ignition advance angle as the ignition advance angle determined according to the preset second ignition advance angle map in the step S7.
And S8, judging whether the target torque-actual torque is less than delta T1, if so, executing the step S9, otherwise, returning to the step S7.
Step S9, the current variable valve timing is adjusted to the variable valve timing determined according to the preset oil consumption VVT map at a preset speed A, the waste gate valve opening is adjusted to the opening corresponding to the target torque achieved under the preset oil consumption VVT map at a preset speed B, and then the step S1 is executed in a returning mode.
The control system of the miller cycle engine in this embodiment includes a controller programmed to perform the above-described method of controlling the miller cycle engine.
The automobile in the embodiment comprises a Miller cycle engine and a control system of the Miller cycle engine.
Claims (8)
1. A method of controlling a miller cycle engine, comprising:
step S1, acquiring operation parameters of a Miller cycle engine, and then executing step S2; wherein, the operating parameters of the Miller cycle engine comprise throttle opening, waste gate valve opening, variable valve timing, ignition advance angle, rotating speed, target torque and actual torque;
step S2, judging whether the target torque-actual torque is less than delta T1, if so, executing step S3, otherwise, executing step S4; wherein Δt1 is a preset torque threshold, Δt1>0;
step S3, controlling the current variable valve timing to be the variable valve timing determined according to the preset oil consumption VVT map, controlling the current ignition advance angle to be the ignition advance angle determined according to the preset first ignition advance angle map, controlling the waste gate valve opening and the throttle valve opening in a closed loop mode according to the difference value between the target torque and the actual torque, and then returning to the step S1; the preset first ignition advance angle map is an ignition advance angle map corresponding to the oil consumption VVT map obtained through calibration;
step S4, determining the torque of the natural aspiration part, and then executing step S5;
step S5, judging whether the target torque is greater than the natural inspiration part torque, if so, executing step S7, otherwise, executing step S6;
step S6, controlling the current variable valve timing to be the variable valve timing determined according to the preset oil consumption VVT map, controlling the current ignition advance angle to be the ignition advance angle determined according to the preset first ignition advance angle map, controlling the waste gate valve to be fully opened, increasing the throttle opening according to the difference value between the target torque and the actual torque, and then returning to the step S1;
step S7, controlling the current variable valve timing to be the variable valve timing determined according to the preset power VVT map, controlling the current ignition advance angle to be the ignition advance angle determined according to the preset second ignition advance angle map, controlling the throttle valve to be fully opened, controlling the waste gate valve to be fully closed, and then executing step S8; the preset second ignition advance angle map is an ignition advance angle map corresponding to the power VVT map obtained through calibration;
step S8, judging whether the target torque-actual torque is less than delta T1, if so, executing step S9, otherwise, returning to execute step S7;
step S9, the current variable valve timing is adjusted to the variable valve timing determined according to the preset oil consumption VVT map at a preset speed A, the waste gate valve opening is adjusted to the opening corresponding to the target torque achieved under the preset oil consumption VVT map at a preset speed B, and then the step S1 is executed in a returning mode.
2. The control method of a miller cycle engine according to claim 1, wherein: the determination manner of the natural aspiration part torque in the step S4 is as follows: searching corresponding natural suction part torque on a preset torque curve according to the rotating speed, and taking the searched natural suction part torque as the natural suction part torque in the step S4; the preset torque curve is a corresponding relation curve of the rotating speed obtained through calibration and the torque of the natural air suction part.
3. The control method of a miller cycle engine according to claim 1, wherein:
and the variable valve timing in the preset power VVT map is the VVT combination with the lowest manifold pressure under the same torque according to the equal torque VVT scanning point data in the stage of bench calibration of the Miller cycle engine.
4. A control method of a miller cycle engine according to claim 3, wherein:
and the variable valve timing in the preset oil consumption VVT map is the VVT combination with the lowest oil consumption under the same torque is selected according to the equal torque VVT scanning point data in the stage of bench calibration of the Miller cycle engine.
5. The control method of a miller cycle engine according to any one of claims 1 to 4, wherein:
searching for corresponding variable valve timing in a preset oil consumption VVT map by using the rotation speed and the actual torque, and taking the searched variable valve timing as the variable valve timing determined according to the preset oil consumption VVT map in the step S3 and the step S6;
and searching a corresponding ignition advance angle in a preset first ignition advance angle map by using the rotation speed and the actual torque, and taking the searched ignition advance angle as the ignition advance angle determined according to the preset first ignition advance angle map in the step S3 and the step S6.
6. The control method of a miller cycle engine according to any one of claims 1 to 4, wherein:
searching for a corresponding variable valve timing in a preset power VVT map by using the rotating speed and the actual torque, and taking the searched variable valve timing as the variable valve timing determined according to the preset power VVT map in the step S7;
and searching a corresponding ignition advance angle in a preset second ignition advance angle map by using the rotation speed and the actual torque, and taking the searched ignition advance angle as the ignition advance angle determined according to the preset second ignition advance angle map in the step S7.
7. A control system for a miller cycle engine comprising a controller, characterized in that: the controller is programmed to perform a control method of the miller cycle engine of any of claims 1 to 6.
8. An automobile comprising a miller cycle engine, characterized in that: further comprising a control system of the miller cycle engine of claim 7.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202211050245.6A CN115263532B (en) | 2022-08-31 | 2022-08-31 | Control method and system of Miller cycle engine and automobile |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202211050245.6A CN115263532B (en) | 2022-08-31 | 2022-08-31 | Control method and system of Miller cycle engine and automobile |
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| CN115263532A CN115263532A (en) | 2022-11-01 |
| CN115263532B true CN115263532B (en) | 2024-01-12 |
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| EP2557309B1 (en) * | 2010-04-09 | 2016-10-26 | Toyota Jidosha Kabushiki Kaisha | Control device of internal combustion engine |
| JP6275181B2 (en) * | 2016-03-24 | 2018-02-07 | 株式会社Ｓｕｂａｒｕ | Electric wastegate valve controller |
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2022
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| JP2014190264A (en) * | 2013-03-27 | 2014-10-06 | Toyota Motor Corp | Device for controlling internal combustion engine |
| CN105863852A (en) * | 2013-12-25 | 2016-08-17 | 浙江吉利控股集团有限公司 | Control method and system for improving transient response capability of turbo charged engine |
| JP2016013740A (en) * | 2014-07-01 | 2016-01-28 | トヨタ自動車株式会社 | Vehicle control unit |
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