CN100436799C - Hcci发动机燃烧控制 - Google Patents

Hcci发动机燃烧控制 Download PDF

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CN100436799C
CN100436799C CNB2005800244838A CN200580024483A CN100436799C CN 100436799 C CN100436799 C CN 100436799C CN B2005800244838 A CNB2005800244838 A CN B2005800244838A CN 200580024483 A CN200580024483 A CN 200580024483A CN 100436799 C CN100436799 C CN 100436799C
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exhaust
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J·-M·姜
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Abstract

控制汽油发动机在无节气门下以均质充气压缩点燃(HCCI)燃烧而运行的示例性方法包括使发动机以外部EGR和内部EGR设置的预定值及进气和排气的已燃气体百分率设定点运行。对外部EGR和内部EGR设置进行相关调节以将排气和进气已燃气体百分率向其状态设定点移动。实际工况中的干扰效果由此被最小化。

Description

HCCI发动机燃烧控制
技术领域
本发明涉及均质充气压缩点燃(HCCI)火花点火式发动机，更具体地，涉及在这种发动机中的燃烧控制。
背景技术
在HCCI发动机中，自动点火燃烧相位很强地依靠气缸充气温度、组分和进气门关闭时气缸压力。因而，诸如燃料量、燃料喷射正时、点火正时、EGR阀开度和进气和排气门轮廓的到发动机的输入必须仔细地协调以确保那些关键气缸变量在能够稳固地实现自动点火燃烧的范围内。在这些输入中，对气缸变量有重要影响的最有效输入是进气和排气门轮廓，有两个与这些轮廓相关的主要气门策略：排气再压缩和排气再换气。
在排气再压缩策略中，通过在排气冲程期间提前关闭排气门而俘获来自前次发动机循环的排气同时以与排气门关闭时间对称的延迟时间开启进气门而控制气缸充气温度。在此气门策略中，气缸充气组分和温度取决于在排气冲程期间排气门提前关闭的程度。例如，如果在排气冲程中排气门更提前关闭，则来自前次发动机循环的更多热排气会俘获在气缸中，留下较少的气缸容积用于新鲜空气质量，由此增加气缸温度，同时减少气缸氧水平。在排气再压缩策略中，排气门关闭正时(由此，进气门开启正时)通常由气门重叠度量化，该气门重叠度具有负值。负气门重叠度(NVO)定义为排气门关闭和进气门开启之间的曲轴角度范围。
在排气再换气策略中，气缸充气温度通过在进气冲程期间再开启排气门而将热排气再引入到气缸中来控制。在这个气门策略中，气缸充气组分和温度取决于在进气冲程期间排气门再开启的升程。类似于排气再压缩策略，如果在进气冲程中排气门再开启更高，则来自前次发动机循环的更多热排气将再引入到气缸中，留下较少气缸容积用于新鲜空气质量，结果这将增加气缸温度，同时减少了气缸的氧水平。
发明内容
本发明提供一种方法，通过此方法HCCI燃烧相位能够结合外部EGR使用排气燃烧再压缩策略或者排气再换气策略而被控制。
根据本发明的一个方面，内燃机在无节气门下以均质充气压缩点燃而运行。以预定的外部EGR和内部EGR设置运行发动机。为进气和排气提供所期望的已燃气体百分率。重复地确定进气和排气的当前已燃气体百分率值，并且计算与相应的所期望的燃烧百分率设定点的差值。重复调节外部EGR和内部EGR设置，以将进气和排气的已燃气体百分率值向其相应的设定点移动。当发动机在排气再压缩模式下运行时对内部EGR设置的调节针对负气门重叠度设置进行。当发动机再排气再换气模式下运行时对内部EGR设置的调节针对排气门升程再开启设置进行。该方法还包括提供所期望的气缸燃烧相位设定点。重复确定当前燃烧相位值，并且计算与期望气缸燃烧相位设定点的差值。并且重复调节进气的期望的已燃气体百分率设定点，以减少当前燃烧相位值和期望的气缸燃烧相位设定点之间的差值。燃烧相位设定点可以针对气缸中的峰值压力的位置或者为每个气缸循环所供应燃料的一半燃烧的位置。
根据本发明的另一方面，用于内燃机在无节气门下以HCCI燃烧运行的控制包括提供外部EGR和内部EGR设置的开环控制。该控制中还包括闭环控制，其提供进气和排气的期望的已燃气体百分率设定点，和基于进气和排气的实际已燃气体百分率与期望的已燃气体百分率设定点之间的差值对外部EGR和内部EGR设置的调节。当发动机在排气再压缩模式下运行时，对内部EGR设置的调节针对负气门重叠度设置进行。当发动机在排气再换气模式下运行时，对内部EGR设置的调节是针对排气门升程再开启设置进行。闭环控制还可以提供所期望的气缸燃烧相位设定点，和基于实际燃烧相位和期望的气缸燃烧相位设定点之间的差值针对进气的期望的已燃气体百分率设定点的调节。燃烧相位设定点可针对气缸中的峰值压力的位置或者针对为每个气缸循环所供应燃料的一半燃烧的位置。
根据本发明的另一方面，内燃机在无节气门下以均质充气压缩点燃运行。以预定的外部EGR设置运行发动机，并且提供进气的所期望的已燃气体百分率设定点。重复确定进气的已燃气体百分率值，并且计算与相应的进气的期望已燃气体百分率设定点的差值。重复调节外部EGR设置以将进气的已燃气体百分率值向进气的期望已燃气体百分率设定点移动。
根据本发明的另一方面，内燃机在无节气门下以均质充气压缩点燃运行。以预定的内部EGR设置运行发动机，并且提供排气的所期望的已燃气体百分率设定点。重复确定排气的已燃气体百分率值，并且计算与相应的排气的期望已燃气体百分率设定点的差值。重复调节内部EGR设置以将排气的已燃气体百分率值向排气的期望已燃气体百分率设定点移动。当发动机在排气再压缩模式下运行时，对内部EGR设置的调节针对负气门重叠度设置进行。当发动机在排气再换气模式下运行时，对内部EGR设置的调节针对排气门升程再开启设置进行。
结合附图，从下面本发明的具体实施例的描述中，将更加充分理解本发明的这些和其它特征和优点。
附图说明
单个附图1是具有根据本发明运行的控制系统的HCCI发动机的示意表示。
具体实施方式
现在详细地参照附图，数字10一般表示示出能够进行均质充气压缩点燃(HCCI)运行的发动机12和燃烧控制系统14，和用于控制发动机中燃烧的方法的框图。
发动机12可以包括各种未示出的特征或者装置，包括与进气系统和排气系统连接的产生动力的燃烧室(可以在具有往复运动活塞的气缸中)、具有某形式的可变气门正时以用于控制进入燃烧室的流体和从燃烧室排出的排气流的进气门和排气门、和连接在进气和排气系统之间包括EGR阀的外部排气再循环系统、以及用于将燃料供应到燃烧室并且点燃或者辅助点燃燃烧室中的可燃混合气的燃料喷射和火花点火系统。
发动机12设计成以所喷射的汽油或者类似的混合物为燃料运行，无节气门而在发动机速度和负荷的扩展的范围上(若可行的话可以包括发动机起动)进行HCCI燃烧。然而，在没有进行HCCI操作并且为获得最大发动机功率的条件下火花点火和节气门控制运行可以利用传统的或者改进的控制方法进行。可应用的燃料供应策略可以包括直接气缸喷射、进气口燃料喷射或者节气门体燃料喷射。广泛可用等级的汽油和轻乙醇混合物是优选的燃料；然而，诸如更高的乙醇混合物(例如，E80、E85)、纯乙醇(E99)、纯甲醇(M100)、天然气、氢气、生物气体、各种重整油、合成气等的其它液体和气体燃料也可以用来实现本发明。
所述的控制系统14和方法尤其与具有HCCI燃烧的发动机的无节气门运行有关，其可包括备用的火花点火。燃烧控制系统14包括适于执行根据本发明的燃烧控制方法中重复的系列步骤或者功能的一个或者多个计算机或者控制器。主控制器包括前馈控制器16和反馈控制器18。
前馈控制器16产生到发动机的适合输入，诸如点火正时、喷射正时、负气门重叠度(在排气再压缩策略中的NVO)或者排气门再开启的升程(在排气再换气策略中)。附图中的示例性前馈控制器16适于从表示所期望的发动机输出的操作者控制(例如，节气门踏板位置)，和从表示发动机RPM、进气温度、冷却剂温度和环境状况的传感器接收输入信号。控制器16用于从查找表确定点火正时(当需要时)、EGR阀设定点、气门正时和/或者升程设定点及燃料喷射正时的即时设置，并且计算进气和排气系统中已燃气体的百分率。
前馈控制器基于广泛的校准而设计以确保在稳态工况下进行成功的HCCI燃烧。然而，仅仅利用前馈控制，燃烧相位会受到干扰和/或者环境变化的影响。干扰包括例如发动机速度和负荷的显著或者快速变化，这些在车辆发动机运行中是必然发生的。
方框18表示反馈控制器，这是本发明的主题，并且其通过调节进气和排气系统中已燃气体的百分率而在干扰和/或者环境变化条件下获得稳固的HCCI燃烧。方框20表示产生在进气和排气系统中已燃气体百分率的预定设定点(在稳态中所期望的值)的查找表，该查找表用于方框18中的反馈控制器并取决于发动机负荷和速度等。在方框22，进气和排气歧管中的已燃气体百分率从所测量/估计的排气空燃比(AF)和进气氧百分比计算。
反馈控制器18从发动机传感器接收和/或估算表示进气或者系统中空燃比(AF)和氧百分比(O2百分比)的信号，并且计算如在方框22中表示的进气和排气已燃气体百分率。
在本发明中，假定HCCI发动机12在无节气门条件下以稀薄空燃混合气运行。在假定以下事实即进气门关闭时的气缸压力几乎等于进气歧管压力和无节气门工况下进气歧管压力几乎等于环境压力的情况下，气缸温度和气缸中的氧水平(即，氧组分或者百分比)变成所要控制的最重要的变量。
由于气缸温度和氧水平不是以传统的方式测量，需要寻找可测量的或者能够以用于实时控制的合理精确度进行估计的备选变量。这样的备选变量可以是在进气和排气歧管两者中的已燃气体百分率，其被定义分别为在进气和排气歧管中已燃气体的质量百分比。
例如，一旦给定稳态温度和在进气和排气歧管中的已燃气体百分率，稳态气缸温度和氧水平基于能量平衡唯一确定。而且，由于HCCI燃烧(相位)是渐进地稳定(在HCCI燃烧能够稳固地得到维持的工况下)，可知如果进气和排气歧管中的已燃气体百分率通过控制EGR阀开度和进气和用于负气门重叠度(排气再压缩的NVO)排气门正时或者排气门再开启的升程(排气再换气)而在稳态值下被调节，则气缸温度和氧水平会收敛到这样的稳态值，该稳态值由进气和排气歧管中的稳态已燃气体百分率唯一确定。
调节已燃气体百分率为设定点的快速控制器能够基于已燃气体百分率的动态模型和各种控制设计技术而设计。所获得的控制器由附图中的反馈控制器18举例说明。如果进气歧管中的已燃气体百分率没有测量，则其能够基于质量空气流量和空燃比测量值来估算。进气和排气歧管处的所期望的燃烧气体百分率以实验的方式确定以获得所期望的稳态燃烧相位，并且存储在如在图中的方框20中所示的查找表中。
在工作中，反馈控制器18将进气和排气歧管中的所计算的已燃气体百分率与在查找表20中发现的所期望的设定点进行比较。接着，调节EGR阀位置和(排气再换气)气门升程或者(排气再压缩)负气门重叠度(NVO)的读数，使得气门位置改变以接近所期望的进气和排气已燃气体百分率。因而，在稳态下并存在诸如速度和负荷变化的“干扰”以及在发动机运行期间偏离周围状况的HCCI运行期间，确保了稳定的燃烧。
如果需要，该方法可以进一步修改成包括对诸如峰值压力(LPP)的位置或者为每个气缸循环所供应燃料的一半燃烧的位置的燃烧相位值的调节。该运行可包括：以用于气缸燃烧相位的预定设定点值运行发动机；重复确定当前燃烧相位值，并且从相应的设置计算差；重复地将调节施加到用于进气歧管已燃气体百分率的设定点值，以减少当前燃烧相位与相应设置的差；并且重复将调节施加到外部EGR和内部EGR设置以将进气和排气歧管已燃气体百分率向其已调节设定点移动。
尽管本发明已经参照某些优选实施例描述，应该了解到在所描述的本发明概念的精神和范围内可以进行许多变化。因而，其意图在于本发明不限于公开的实施例，而是其具有由所附权利要求的表述允许的全部范围。

Claims (20)

1.一种控制内燃机在无节气门下以HCCI燃烧运行的方法，所述方法包括：
以预定的外部EGR和内部EGR设置运行所述发动机；
提供进气和排气的所期望的已燃气体百分率设定点；
重复地确定进气和排气的当前已燃气体百分率值，并且计算与相应的所期望的燃烧百分率设定点的差值；和
重复地对所述外部EGR和内部EGR设置进行调节，以将所述进气和排气的所述已燃气体百分率值向其相应的设定点移动。
2.根据权利要求1所述的方法，其中，所述进气和排气的当前已燃气体百分率值从所选择的发动机运行值确定。
3.根据权利要求1所述的方法，其中，响应于基于进气的所述当前已燃气体百分率值和进气的所述期望的已燃气体百分率设定点之间差值的反馈，进行对所述外部EGR设置的所述调节。
4.根据权利要求1所述的方法，其中，响应于基于排气的所述当前已燃气体百分率值和排气的所述期望的已燃气体百分率设定点之间差值的反馈，进行对所述内部EGR设置的所述调节。
5.根据权利要求4所述的方法，其中，所述发动机在排气再压缩模式下运行，并且对所述内部EGR设置的所述调节针对负气门重叠度设置进行。
6.根据权利要求4所述的方法，其中，所述发动机在排气再换气模式下运行，并且对所述内部EGR设置的所述调节针对排气门升程再开启设置进行。
7.根据权利要求1所述的方法，进一步包括：
提供所期望的气缸燃烧相位设定点；
重复确定当前燃烧相位值，并且计算与所述期望的气缸燃烧相位设定点的差值；和
重复对进气的所述期望的已燃气体百分率设定点进行调节，以减少当前燃烧相位值和所述期望的气缸燃烧相位设定点之间的差值。
8.根据权利要求7所述的方法，其中，确定的燃烧相位值是气缸中峰值压力(LPP)的位置。
9.根据权利要求7所述的方法，其中，确定的燃烧相位值是为每个气缸循环所供应燃料的一半燃烧的位置。
10.一种用于内燃机在无节气门下以HCCI燃烧运行的控制方法，所述方法包括：
开环控制，提供外部EGR和内部EGR设置；和
闭环控制，提供进气和排气的期望的已燃气体百分率设定点，和基于进气和排气的实际已燃气体百分率与所述期望的已燃气体百分率设定点之间的差值对外部EGR和内部EGR设置的调节。
11.根据权利要求10所述的控制方法，其中，所述发动机在排气再压缩模式下运行，并且对所述内部EGR设置的所述调节针对负气门重叠度设置进行。
12.根据权利要求10所述的控制方法，其中，所述发动机在排气再换气模式下运行，并且对所述内部EGR设置的所述调节针对排气门升程再开启设置进行。
13.根据权利要求10所述的控制方法，进一步包括：
所述闭环控制提供所期望的气缸燃烧相位设定点，和基于实际燃烧相位与所述期望的气缸燃烧相位设定点之间的差值对进气的所述期望的已燃气体百分率设定点的调节。
14.根据权利要求13所述的控制方法，其中，气缸燃烧相位是针对所述气缸中的峰值压力(LPP)的位置。
15.根据权利要求13所述的控制方法，其中，气缸燃烧相位是针对为每个气缸循环所供应燃料的一半燃烧的位置。
16.一种控制内燃机在无节气门下以HCCI燃烧运行的方法，所述方法包括：
以预定的外部EGR设置运行所述发动机；
提供进气的所期望的已燃气体百分率设定点；
重复地确定所述进气的已燃气体百分率值，并且计算与相应的进气的期望已燃气体百分率设定点的差值；和
重复地对所述外部EGR设置进行调节以将进气的所述已燃气体百分率值向进气的所述期望已燃气体百分率设定点移动。
17.根据权利要求16所述的方法，进一步包括：
以预定的内部EGR设置运行所述发动机；
提供排气的所期望的已燃气体百分率设定点；
重复地确定排气的已燃气体百分率值，并且计算与排气的所述期望的已燃气体百分率设定点的差值；和
重复地对所述外部EGR设置进行调节以将排气的所述已燃气体百分率值向排气的所述期望已燃气体百分率设定点移动。
18.一种控制内燃机在无节气门下以HCCI燃烧运行的方法，所述方法包括：
以预定的内部EGR设置运行所述发动机；
提供排气的所期望的已燃气体百分率设定点；
重复地确定排气的已燃气体百分率值，并且计算与排气的所述期望的已燃气体百分率设定点的差值；和
重复地对所述内部EGR设置进行调节以将排气的所述已燃气体百分率值向排气的所述期望已燃气体百分率设定点移动。
19.根据权利要求18所述的方法，其中，所述发动机在排气再压缩模式下运行，并且对所述内部EGR设置的所述调节针对负气门重叠度设置进行。
20.根据权利要求18所述的方法，其中，所述发动机在排气再换气模式下运行，并且对所述内部EGR设置的所述调节针对排气门升程再开启设置进行。
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