CN102374047A - 用于定义sbs逻辑生物柴油传感器的高层关键参数 - Google Patents

用于定义sbs逻辑生物柴油传感器的高层关键参数 Download PDF

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CN102374047A
CN102374047A CN2011102256574A CN201110225657A CN102374047A CN 102374047 A CN102374047 A CN 102374047A CN 2011102256574 A CN2011102256574 A CN 2011102256574A CN 201110225657 A CN201110225657 A CN 201110225657A CN 102374047 A CN102374047 A CN 102374047A
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基诺·蒙特纳利
迈克尔·蓬托皮丹
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Abstract

本申请涉及用于确定名为SBS(软件生物柴油传感器)的用于内燃机(压燃或点燃)的逻辑传感器的高层关键参数，其识别车辆油箱中现有的柴油/生物柴油混合物，使用基于软件的算法来识别FAME(脂肪酸甲酯)植物基油组分或由混入基于柴油的原油中的有机废物(平均化学式C12H23)所产生的油组分。此外，这些明确的上层关键参数组可用于检测或增强对一种特定的FAME(脂肪酸甲酯)植物基油或用于用作基准生物燃油的混合物(如大豆，棕榈油或其他)中的有机废物(平均化学式C12H23)所产生的油的侦测。

Description

用于定义SBS逻辑生物柴油传感器的高层关键参数
技术领域
本申请涉及用于确定名为SBS(软件生物柴油传感器)内燃机(压燃或点燃)的逻辑传感器的高层关键参数，其识别车辆油箱中现有的柴油/生物柴油混合物，使用基于软件的算法来识别FAME(脂肪酸甲酯)植物基油组分或由混入基于柴油的原油中的有机废物(平均化学式C12H23)所产生的油组分，然后将发动机控制策略作为这些组分的函数进行调整。
此外，这些明确的上层关键参数设定可用于检测或增强对一种特定的FAME(脂肪酸甲酯)植物基油或用于用作基准生物燃油的混合物(如大豆，棕榈油或其他)中的有机废物(平均化学式C12H23)所产生的油侦测。
技术背景
在柴油或压燃(CI)发动机中，如柴油循环，空气(通常由残余气体的很少的控制组分稀释)在大约从12∶1到20∶1的体积比处压缩，而液体燃油在压缩冲程接近活塞上止点中心位置(TDC)喷射进活塞。
由于喷射时，活塞内容物的压力和温度非常高，注入燃油的第一滴一旦进入活塞，就开始化学反应。
图1显示了主要部分现代CI发动机中完成燃烧过程的主要部件。燃油从油箱1经合适的滤清器2传输到高压泵3，高压泵将压力130到200MPa的燃油输送到所有燃油喷射器公用的(6a到d)燃油轨4。单子控制单元(ECU)7收集发动机速度、温度、油压5和负载目标的信息，并调整发动机控制参数来优化喷射的数量和其持续时间，以适应负载目标和废气污染的需求。喷射器产生分别与燃烧室的几何形状9相适应的雾化状态8。
然而，在CI发动机中，化学反应开始很慢，以至于只有在被称作燃烧滞后的一段可感知的时间之后才发生燃烧的通常表现，例如可测压力升高。喷射和燃烧滞后的组合体现了燃烧第一阶段的特征。
紧跟燃烧滞后期的是压力升高，其取决于所用的燃油、相对于汽缸所获得的空气的燃油喷射的总量(空气-燃油比A/F)、分配全部燃油的喷射次数和喷射发生时的曲轴角(CA)值。压力升高阶段是燃烧第二阶段的特点。
被称做阶段3的燃烧的第三阶段在到达最大的燃烧室压力后开始。排气阶段将决定废气(NOX、颗粒物、乙醛等)中不同后燃烧产品的性质和容积，该阶段同样在很大程度上受到适当的多喷射策略的影响。
图2示出了柴油发动机的典型的通用压力-曲轴角图表，其中在压缩冲程上死点(TDC)之前，只在40°到20°曲轴角之间的周期内发生一次喷射。虚线表示仅有空气压缩和膨胀而没有燃烧。实线表示压缩和膨胀同时燃烧。喷射周期后是延迟滞后期，二者组合等同于相位一。
主燃烧发生在压力升高阶段，被称为相位二，其终止于最高燃烧压力。对于给定的固定定义的A/F比、喷射策略、燃烧室几何形状和燃油成分，相位一和相位二的曲轴角长度及最大功率值(压力升高的斜度)参数在给定的发动机载荷点的周期对周期变化小于+/-3％。
相位三(排气)通过燃烧室温度分布(绝对水平和均匀)大大影响废气中最终不希望出现的后燃烧产品的产量。
重要的是需要明白，对于给出的一组固定边界条件(发动机转速、负载、喷射战略、发动机总体温度、定义明确的标准燃油成分)，完整的压力-曲轴角图表和感应的废气温度表示完全的化学和热动力学的燃烧过程(压力-曲轴角图表)的单方信号和废气中(温度)污染物的潜在平衡。
典型的商用柴油(平均化学式C12H23)的重要特性是点火性能、密度、燃烧热量、挥发性(相位一和相位二以及最高压力(Pamx))、清洁和耐腐蚀性。除了最后两个特性，其它都是完全相关的。这就是商用柴油的燃烧特性由十六烷值来分级的原因。如同汽油的辛烷值分级，柴油关于燃烧特征的分级通过用参考燃油(如美国材料实验协会(ASTM)标准D613)进行发动机测试比较的方法来进行。
主要的参考燃油为标准的十六辛烷(C16H34)(具有极佳点火性能的开链烷烃)和α-甲基萘(C10H7CH3)(具有极差点火性能的环烷混合物)。具有压燃汽缸的专用发动机是用于这种测试的标准设备。
上面指出的参考燃油(给出与测试燃油相同的点火延迟)的混合中十六烷的百分比被取作测试中燃油的十六烷值。由于压力-曲轴角图表是燃烧过程的一个单边信号，因此十六烷值是燃油燃烧性能的单边信号。
重要的结论是，如果所有发动机参数保持不变，使用不同十六烷值的燃油，当相位一、二和最高压力值改变时，压力-曲轴角图表信号也改变。
最近几年里，点燃式(SI)发动机使用的生物燃油混合(纯汽油和不同馏分的乙醇的混合-弹性燃油)作为一种非常有效和实用的减少大气中永久储存的CO2量的方法而流行。
因此，有人建议将现有柴油和FAME(脂肪酸甲酯)植物基油的一种馏分混合。FAME油的百分比越高，大气中永久增加的CO2量的减少就越重要。包含“x”％的FAME油和(100-x)％石油燃料的混合物被称作“Bx”混合物。
现在的商用柴油机可以接受低于20％的FAME油组分，而基于CR轨基的喷射策略不会有大的改变。不幸的是，组分在20-100％时，燃烧过程的反应和燃烧模式变得不可控制，燃烧模式逐渐显现出极端爆震条件的特征。直接的结果是燃油消耗率和废气污染物大量增加，最终导致全部熄火，更极端的情况下导致发动机的损坏。
纯商用柴油具有大约42的平均十六烷值，而100％FAME油的十六烷值通常在60左右。20％FAME油组分的十六烷值为大约48到49，这就解释了超过上述这种百分率燃烧变得不可控制和必须采取行动的原因。
设计一种识别混入基于柴油的原油的FAME油的生物柴油组分Bx的战略，并设计基于软件的传感技术来创建当时燃烧特性(压力-曲轴角)的图像，其使用已经在现有的CR混合物制备系统使用的传感器，是由专利PI090653推荐的“SBS逻辑生物柴油传感器”。
专利PI090653指出，如果发动机负载和混合物制备系统参数保持不变，燃烧压力-曲轴角表(喷射持续时间和燃烧延迟的组合、压力升高/斜度和最高压力值，将被称为三个燃烧关键参数)中的变化将是燃油组分(十六烷值)的表示，以及指示混入基于柴油的原油的FAME油的百分比的指示器。
识别三个燃烧关键参数的变化是根据图3的表来完成。三个燃烧关键参数(201)中的每一个列在两维对照表(202、203和204)中。断点在发动机速度轴(x)和发动机负载轴(y)。发动机速度和负载的上下限值(Nmin，Nmax，Lmin和Lmax)限定空间窗口(205)，在窗口中进行识别。参考的关键参数以相同的格式存在，是如上文所述的发动机/车辆的特性且在ECU的存储空间内，并在该空间内内，在发动机具体校准的初始发展期间调取参考的关键参数。通常，有一整套参考的燃烧关键参数图用于热发动机(T水＞T临界水℃)处理，而另一套用于冷发动机(T水＜T临界水℃)处理。
发明内容
在集中实验工作期间来验证专利PI090653所描述的所有特征，我们注意到：一定数量的其他参数可以用于特定发动机结构，或补充或替代专利中所保护的主要关键参数的一个或多个。这些新的关键参数的应用下文中被称作上层关键参数，既可用于简化发动机控制参数图，也可用于增加瞬时十六烷值的计算的精度和识别生物柴油组分Bx的精度。
新的上层关键参数是发动机扭矩目标(如由发动机控制单元(ECU)计算的)、燃烧噪音(如安装在发动机机体上的便宜的汽车加速器来计算的)和理想配比值(如由废气系统内的氧气传感器计算的)以及ECU计算的瞬时燃油消耗。
附图说明
参考附图更好地理解本发明，附图仅作为给出的示例而不限制发明的范围。其中：
图1为一实施例，其示出了在现代CI发动机中完成燃烧过程的主要部件。
图2为一实施例，其示出了典型的通用压力-曲轴角图表。
图3为一实施例，其示出了专利PI090653中使用的主要关键参数的逻辑数据流的框图。
图4为一实施例，其示出了一定的发动机状态下，发动机扭矩相对于生物柴油组分Bx的变化。
图5为一实施例，其示出了一定的发动机状态下，发动机燃烧噪音相对于生物柴油组分Bx的变化。
图6为一实施例，其示出了一定的发动机状态下，废气系统中测量的理想配比值相对于生物柴油组分Bx的变化。
图7为一实施例，其示出了用于检测特定基准生物燃油Bx的逻辑数据流的框图。
具体实施方式
本发明除了借助专利PI090653中描述的逻辑生物柴油传感器，来设计用于识别混入通用柴油的生物燃油的组分的主要关键参数之外，还应用三个上层关键参数的一个或多个来简化发动机预先加载图以及增加瞬时十六烷值估算和生物柴油组分识别的准确度。
在集中实验工作期间，描述在小排量轿车的柴油发动机上的三个主要关键参数(喷射持续时间和燃烧延迟的组合、压力升高/斜度和最高压力值)和公用燃油轨(CR)，我们可以学到：ECU根据PI090653建议的瞬间曲轴加速的智能感应的传感器输入计算的发动机扭矩目标与特定的单个或多个喷射策略(非限定的)结合导致生物柴油组分Bx和计算的扭矩值之间为单边关系。图4记载的实验结果显示了1500到3000转/秒之间的速度范围内，计算的发动机扭矩和Bx之间的关系。
这种完美的单一的单边关系不会一直出现在任何柴油燃烧室和喷射系统，但当其可得时，可以直接结合三个主要关键参数的特定行为，并因此被称作整体的扭矩上层关键参数。
当可得时，整体的扭矩上层关键参数的变化是所有主要关键参数变化的反应，因此可以转换成十六烷值中的相应演变。这种演变被比作发动机/车辆特定函数图，该图在发动机具体校准的原始发展期间位于ECU存储空间内。
使用位于ECU存储器中的这个特定函数图的扭矩意味着使用针对每种生物燃油的表格形式的一维矢量，从而比对应的三维单独的主要关键参数的绘制的复杂性更低。这使实质上获得必需的存储空间和校准所需的时间成为可能。
在上面提到的集中实验工作期间，描述在公用燃油轨(CR)的小排量轿车的柴油发动机上的三个主要关键参数(喷射持续时间和燃烧延迟的组合、压力升高/斜度和最高压力值)，我们还可以学到：ECU根据位于发动机机体合适位置的合适的便宜的汽车加速传感器(非限定的)计算的发动机燃烧排放的噪音级与上面提到的特定的单个或多个喷射策略结合也能导致生物柴油组分Bx和燃烧排放的噪音之间为单边关系。图5记载的实验结果显示了1500到3000转/秒之间的速度范围内，发动机燃烧排放的噪音强度和Bx之间的关系。
相对于整体的扭矩上层关键参数，这种完美的单一的单边关系不会一直出现在任何柴油燃烧室和喷射系统，但当其可得时，可以直接结合三个主要关键参数的特定行为，并因此被称作整体的噪音上层关键参数。
当可得时，整体的噪音上层关键参数的变化是所有主要关键参数变化的反应，因此可以转换成十六烷值中的相应演变。这种演变被比作发动机/车辆特定函数图，该图在发动机具体校准的原始发展期间位于ECU存储空间内。使用位于ECU存储器中的这个特定函数图噪音意味着使用针对每种生物燃油的表格形式的一维矢量，从而比对应的三维单独的主要关键参数的绘制的复杂性更低。这使实质上获得必需的存储空间和校准所需的时间成为可能。
最终在同样的集中实验工作期间，描述在公用燃油轨(CR)的小排量轿车的柴油发动机上的三个主要关键参数(喷射持续时间和燃烧延迟的组合、压力升高/斜度和最高压力值)，我们还可以学到：由根据位于发动机废气系统中的氧气传感器(非限定性的且并非一直出现在柴油发动机组件)计算的理想配比值与上面提到的特定的单个或多个喷射策略结合也能导致生物柴油组分Bx和由ECU计算的瞬时的理想配比值之间为单边关系。图6记载的实验结果显示了1500到3000转/秒之间的速度范围内，理想配比值和Bx之间的关系。
相对于整体的扭矩上层关键参数和整体的噪音上层关键参数，这种完美的单一的单边关系不会一直出现在任何柴油燃烧室和喷射系统，但当其可得时，可以直接结合三个主要关键参数的特定行为，并因此被称作整体的理想配比上层关键参数。
当可得时，整体的理想配比上层关键参数的变化是所有主要关键参数变化的反应，因此可以转换成十六烷值中的相应演变。这种演变被比作发动机/车辆特定函数图，该图在发动机具体校准的原始发展期间位于ECU存储空间内。使用位于ECU存储器中的这个理想配比值的特定函数图意味着使用针对每种生物燃油的表格形式的一维矢量，从而比对应的三维单独的主要关键参数的绘制的复杂性更低。这使实质上获得必需的存储空间和校准所需的时间成为可能。
如上面所述的所有三个上层关键参数，这种关键参数和生物柴油组分Bx之间的完美的单一的单边关系不会一直出现在较大的发动机速度/负载窗口。这种关系偶然会在小的单独窗口出现或根本不出现。
在这种关系只在小的单独窗口出现的情况下，他们不可能用作三个主要关键参数的替代，但当可得时，他们可以用于增加生物燃油组分Bx连同估计的三个主要关键参数的变化的侦测精度。
当没有从上层关键参数的变化获得智能信息，如专利申请PI090653所述，侦测算法只使用主要关键参数，
如专利PI090653所述和图7所示，本发明所保护的逆向工程方法的另一个改进是使侦测特定种类的FAME植物油或来自混合物中的有机废物产生的油(大豆、棕榈油或其他)成为可能。不同于参考FAME植物油燃烧时，对于给定Bx百分比的植物油，三个主要关键燃烧参数的一个或多个将相对于参考FAME油条件而变化。这意味着Bx的十六烷值相对于参考FAME油的条件(604，605)变化。
如果与参考FAME油不同的每个植物油或来自有机废物材料产生的生物燃油在发动机/车辆特定的初始校准期间在发动机上测试，在发动机的具体校准的初始发展期间，可能侦测到主要和/或上层燃烧关键参数和十六烷值的相应图位于ECU存储空间内。
如果纯的生物柴油组分(B100)的参考值的变换必需在ECU中操作，可以使用三个上层关键参数的一个或多个，在上述的相同条件下，对每个上层关键参数而言，执行这种变换，来简化发动机预载荷图且增加计算的精度，从而在参考Bx和相关的十六烷值中启用这种变换，图7(605)。

Claims (4)

1.限定内燃机使用的SBS逻辑生物传感器的上层关键参数，所述内燃机使用压燃方法触发燃烧过程并燃烧基于燃油和植物基或有机生物燃油的原油，使用关键参数(喷射持续时间和燃烧延迟的组合、压力升高/斜度和最高压力值)来识别油箱中混合的生物燃油/柴油，其特征在于，所述上层关键参数是所述主要关键参数所不可缺少的或者是替代变量，其基于随后的物理可测变量：
由ECU或类似手段计算的发动机扭矩目标与单个或多个喷射策略结合，被称作整体的扭矩上层关键参数；
由ECU根据位于发动机机体上合适的汽车加速传感器或类似的传感装置计算的燃烧排放噪音强度与上面引用的特定的单个或多个喷射策略结合，被称作整体的噪音上层关键参数；
根据发动机废气系统中的氧气传感或类似装置计算的理想配比值与上面所述的特定单个或多个喷射策略结合，并被称为整体的理想配比上层关键参数。
2.根据权利要求1所述的上层关键参数，其特征在于，一个或多个上层关键参数定义通过ECU来替换主要关键参数，来鉴别油箱混合物中的Bx生物燃油组分。
3.根据权利要求1所述的上层关键参数，其特征在于，一个或多个上层关键参数定义通过ECU和主要关键参数来增强油箱混合物中的Bx生物燃油组分的识别精度。
4.根据权利要求1-3任一所述的上层关键参数，其特征在于，一个或多个上层关键参数通过ECU与预存值比较来鉴别B100生物燃油(植物基或由有机废物材料产生的)的种类和相关的十六烷值(605)，既替代了主要关键参数的用法，又增强了在这个识别过程使用主要关键参数所获得的结果的精度。
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