CN111173635B - Control method and system for improving combustion stability of gasoline compression ignition under low-load working condition - Google Patents

Control method and system for improving combustion stability of gasoline compression ignition under low-load working condition Download PDF

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Publication number
CN111173635B
CN111173635B CN202010124058.2A CN202010124058A CN111173635B CN 111173635 B CN111173635 B CN 111173635B CN 202010124058 A CN202010124058 A CN 202010124058A CN 111173635 B CN111173635 B CN 111173635B
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air inlet
vehicle
engine
combustion
mounted computer
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CN111173635A (en
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杨彬彬
刘蕾蕾
贾寿珂
巩倞妤
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Shandong University of Technology
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Shandong University of Technology
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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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • 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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/12—Drives characterised by use of couplings or clutches therein
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0242—Variable control of the exhaust valves only
    • F02D13/0249—Variable control of the exhaust valves only changing the valve timing only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0261—Controlling the valve overlap
    • F02D13/0265—Negative valve overlap for temporarily storing residual gas in the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
    • F02D41/144—Sensor in intake manifold
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
    • F02D41/1441—Plural sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3058—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used the engine working with a variable number of cycles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • 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
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/04—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture
    • F02M31/042—Combustion air
    • 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
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/04—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture
    • F02M31/06—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture by hot gases, e.g. by mixing cold and hot air
    • F02M31/08—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture by hot gases, e.g. by mixing cold and hot air the gases being exhaust gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0414—Air temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • 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

A control method and a control system for improving the combustion stability of gasoline compression ignition under a low-load working condition belong to the technical field of engines. The method is characterized in that: the air intake system comprises a main air intake pipe (8), an air intake heater (3) and an air intake flow control valve (5) which are connected at the same time, wherein the air intake heater (3) is connected with an air intake heater flow control valve (2) in series and then is connected with an engine (16) through the air intake flow control valve (5), an in-cylinder pressure sensor (13) and an in-cylinder direct injection injector (14) are installed in a variable valve (15), and the air intake heater flow control valve (2), the air intake heater (3), the air intake flow control valve (5), the in-cylinder direct injection injector (14) and the variable valve (15) are connected with an on-board computer (9). By the control method and the control system for improving the combustion stability of the gasoline compression ignition under the small-load working condition, the combustion stability of the gasoline compression ignition combustion mode under the small-load working condition is improved, and the problem of unstable combustion under the small-load working condition of the conventional gasoline compression ignition combustion mode is solved.

Description

Control method and system for improving combustion stability of gasoline compression ignition under low-load working condition
Technical Field
A control method and a control system for improving the combustion stability of gasoline compression ignition under a low-load working condition belong to the technical field of engines.
Background
With the rapid development of national economy, the demands of the transportation industry, the agriculture industry and other industries on the engine are continuously expanded, and the negative effects of the engine on energy and environment are increasingly prominent. The dual crisis of energy and environment forces researchers at home and abroad to devote themselves to exploring the technical means for realizing efficient and clean combustion of the engine so as to meet the increasingly stringent requirements of energy consumption and emission regulations.
In recent years, a novel combustion mode with basic characteristics of premixing and low-temperature combustion is rapidly developed, wherein a Gasoline Compression Ignition (GCI) combustion mode takes high-octane and volatile gasoline as fuel, a high-pressure common rail system is utilized to form part of premixed oil-gas mixture in a cylinder, the thermal efficiency is high, and NO is highxAnd the soot emission is extremely low, so that the method is one of combustion modes which can most probably realize high-efficiency clean combustion in a full-load working condition range, and has a good application prospect. However, the GCI combustion mode has some problems in realizing the efficient and clean combustion process under the low-load working condition at present: on one hand, the over-lean of local mixed gas in the cylinder leads to the increase of incomplete combustion products such as CO, HC and the like; on the other hand, gasoline has poor self-ignition performance, and is difficult to cold start and obtain stable combustion within a small load working condition range.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: the control method and the control system for improving the combustion stability of the gasoline compression ignition under the small-load working condition overcome the defects of the prior art, and solve the problem of unstable combustion under the small-load working condition in the conventional gasoline compression ignition combustion mode.
The technical scheme adopted by the invention for solving the technical problems is as follows: the control method for improving the combustion stability of the gasoline compression ignition under the low-load working condition is characterized by comprising the following steps of: the method comprises the following steps:
a, reading an engine rotating speed signal and an accelerator pedal position signal by a vehicle-mounted computer;
b, judging whether the engine is in a small load working condition or not by the vehicle-mounted computer, if so, executing the step c, and if not, returning to the step a;
c, judging the combustion stability of the engine by the vehicle-mounted computer according to the combustion cycle variation coefficient, if the combustion of the engine is unstable, executing the step d, otherwise, returning to the step a;
d, controlling and executing an injection control strategy by the vehicle-mounted computer;
step e, the vehicle-mounted computer further judges whether the combustion of the engine is unstable, if the combustion of the engine is unstable, the step f is executed, otherwise, the step a is returned;
step f, the vehicle-mounted computer controls and executes a variable valve control strategy;
step g, the vehicle-mounted computer further judges whether the combustion of the engine is unstable, if the combustion of the engine is unstable, the step h is executed, otherwise, the step a is returned;
and h, controlling and executing a temperature and pressure control strategy by the vehicle-mounted computer, and returning to the step e.
Preferably, the injection control strategy in step d comprises the following steps:
d-1, controlling the in-cylinder direct injection oil injector by the vehicle-mounted computer, and performing two-time injection on the engine according to a preset injection proportion, a pre-main injection interval and main injection time;
d-2, judging whether the combustion of the engine is unstable by the vehicle-mounted computer, if so, executing the step d-3, otherwise, executing the step d-5;
d-3, increasing the fuel injection quantity each time by the vehicle-mounted computer according to the combustion cycle variation coefficient, reducing the pilot jet interval and postponing the main jet time;
d-4, judging whether control parameters such as the fuel injection quantity, the pilot jet interval, the main jet time and the like reach preset limit values by the vehicle-mounted computer, executing the step d-5 if the control parameters reach the preset limit values, and returning to the step d-2 if the control parameters do not reach the preset limit values;
step d-5, the injection control strategy ends.
Preferably, the variable valve control strategy in step f comprises the following steps:
f-1, judging whether the combustion of the engine is unstable by the vehicle-mounted computer, if so, executing a step f-2, otherwise, executing a step f-4;
f-2, adjusting the closing time of the exhaust valve in the variable valve by the vehicle-mounted computer according to the combustion cycle variation coefficient to advance the closing time of the exhaust valve in the variable valve;
f-3, judging whether the closing time of the exhaust valve reaches the limit value in the current adjustable valve control strategy by the vehicle-mounted computer, if so, executing the step f-4, and if not, returning to the step f-1;
and f-4, the vehicle-mounted computer controls the current adjustable valve control strategy to be finished.
Preferably, the temperature and pressure control strategy in step h comprises the following steps:
h-1, judging whether the combustion of the engine is unstable by the vehicle-mounted computer, if so, executing a step h-2, otherwise, executing a step h-8;
h-2, increasing the opening degree of the flow control valve of the air inlet heater and reducing the opening degree of the air inlet flow control valve by the vehicle-mounted computer;
h-3, judging whether the combustion of the engine is unstable by the vehicle-mounted computer, if so, executing a step h-4, otherwise, executing a step h-8;
h-4, judging whether the air inlet temperature is lower than the limit value or not by the vehicle-mounted computer through the air inlet temperature sensor, if so, executing a step h-5, and if not, executing a step h-6;
h-5, judging whether the flow control valve of the air inlet heater reaches the maximum opening degree by the vehicle-mounted computer, if so, executing the step h-6, and if not, returning to the step h-2;
h-6, controlling and changing the transmission ratio of the variable transmission ratio device by the vehicle-mounted computer, and separating the electromagnetic clutch to realize mechanical pressurization;
4008, judging whether the intake pressure reaches a limit value by the vehicle-mounted computer through the intake pressure sensor, executing the step h-8 if the intake pressure reaches the limit value, and returning to the step h-1 if the intake pressure does not reach the limit value;
and h-8, finishing the control strategy of controlling the temperature and the pressure by the vehicle-mounted computer.
The utility model provides an improve control system of little load operating mode combustion stability of gasoline compression ignition, includes engine and on-vehicle computer, installs variable valve in the engine, and intake manifold is all connected to every cylinder air inlet of variable valve, and all intake manifold all are connected with the inlet end of engine, its characterized in that: the main air inlet pipe is simultaneously connected with inlets of an air inlet heater and an air inlet flow control valve through a pipeline, an outlet of the air inlet heater is connected with an air inlet heater flow control valve in series, then is converged with an outlet of the air inlet flow control valve at one position and is connected with an air inlet end of the engine through a pipeline, and an in-cylinder pressure sensor and an in-cylinder direct injection injector are installed in each cylinder of the variable valves; the air inlet heater flow control valve, the air inlet heater, the air inlet flow control valve, the in-cylinder direct injection oil injector and the variable valve are simultaneously connected with a vehicle-mounted computer.
Preferably, the vehicle-mounted computer is provided with a gas compressor, the gas inlet end of the gas compressor is connected with the outlet of the gas inlet flow control valve after being connected with the flow control valve of the gas inlet heater, the gas outlet end of the gas compressor is connected with the gas inlet end of the engine through a pipeline, the gas inlet end and the gas outlet end of the gas compressor are also connected through an electric control valve, and the electric control valve is connected with the vehicle-mounted computer.
Preferably, an air inlet temperature sensor and an air inlet pressure sensor are further arranged in a connecting pipeline between the air outlet end of the air compressor and the air inlet pipe of the engine, and the air inlet temperature sensor and the air inlet pressure sensor are connected with a vehicle-mounted computer.
Preferably, the input shaft of the compressor is provided with a variable transmission ratio device, the other end of the variable transmission ratio device is connected with an electromagnetic clutch, and the electromagnetic clutch is connected with a crankshaft end belt wheel of the engine through a belt; the electromagnetic clutch and the variable transmission ratio device are simultaneously connected with the vehicle-mounted computer.
Preferably, a combustion analyzer is arranged, the in-cylinder pressure sensor is connected with the combustion analyzer, and the combustion analyzer is connected with a vehicle-mounted computer.
Preferably, a waste heat recovery device is arranged, the main air inlet pipe is connected into the waste heat recovery device, and the gas is output by the waste heat recovery device and then simultaneously passes through an inlet connected with an air inlet heater and an air inlet flow control valve; and a main exhaust pipe led out from the engine penetrates through the waste heat recovery device.
Compared with the prior art, the invention has the beneficial effects that:
1. by the control method and the control system for improving the combustion stability of the gasoline compression ignition under the small-load working condition, the combustion stability of the gasoline compression ignition combustion mode under the small-load working condition is improved, and the problem of unstable combustion under the small-load working condition of the conventional gasoline compression ignition combustion mode is solved.
2. In the control method and the injection control strategy of the system for improving the combustion stability of the gasoline compression ignition under the small-load working condition, the concentration layering degree of the mixed gas is improved through two-time injection, compared with single-time injection, the two-time injection can realize earlier flame combination and higher flame propagation speed, more stable combustion is favorably obtained, the problem of incomplete combustion caused by over-lean local mixed gas in a cylinder is solved, the low CO and HC emission is ensured, the circulation fluctuation is obviously reduced, and the lower limit of the load is effectively expanded.
3. In the control method and the control system for improving the combustion stability of the gasoline compression ignition under the low-load working condition, a Negative Valve Overlap (NVO) technology is adopted, so that more waste gas residues are realized, the temperature of mixed gas in a cylinder is effectively increased, the chemical reaction speed and the flame propagation speed are accelerated, and the combustion is favorably improved.
4. In the control method and the control system for improving the combustion stability of the gasoline compression ignition under the low-load working condition, the method of intake preheating and mechanical pressurization is adopted, the initial thermodynamic state is improved, and the problem of unstable combustion caused by over-low temperature and pressure in a GCI combustion mode is further improved.
Drawings
FIG. 1 is a schematic diagram of a control system for improving combustion stability under a low-load condition of gasoline compression ignition.
FIG. 2 is a flow chart of a control method for improving combustion stability under low-load conditions of gasoline compression ignition.
FIG. 3 is a flow chart of a control method injection control strategy for improving combustion stability under low load conditions of gasoline compression ignition.
FIG. 4 is a flow chart of a control method variable valve control strategy for improving combustion stability under a low-load condition of gasoline compression ignition.
FIG. 5 is a valve timing diagram of a variable valve control strategy of the control method for improving combustion stability under a low-load condition of gasoline compression ignition in FIG. 4.
FIG. 6 is a flow chart of a control method temperature pressure control strategy for improving combustion stability under low load conditions of gasoline compression ignition.
Wherein: 1. the device comprises an electric control valve 2, an air inlet heater flow control valve 3, an air inlet heater 4, an electromagnetic clutch 5, an air inlet flow control valve 6, a waste heat recovery device 7, a main exhaust pipe 8, a main air inlet pipe 9, a vehicle-mounted computer 10, a combustion analyzer 11, a belt 12, a crankshaft end belt wheel 13, an in-cylinder pressure sensor 14, an in-cylinder direct injection injector 15, a variable valve 16, an engine 17, an air inlet temperature sensor 18, an air inlet pressure sensor 19, an air compressor 20 and a variable transmission ratio device.
Detailed Description
Fig. 1 to 6 are preferred embodiments of the present invention, and the present invention will be further described with reference to fig. 1 to 6.
As shown in fig. 1, the control system for improving the combustion stability under the small load condition of gasoline compression ignition (hereinafter referred to as control system) comprises: an engine 16 is equipped with a variable valve 15 in the engine 16, and the closing of an exhaust valve of the engine 16 is controlled by the variable valve 15 to form a negative valve overlap angle. An in-cylinder pressure sensor 13 and an in-cylinder direct injection injector 14 are mounted in the cylinder of each variable valve 15. Each cylinder intake port of the variable valve 15 is connected to an intake manifold, and all the intake manifolds are connected to an intake pipe of the engine 16. The in-cylinder pressure sensor 13 is connected to the combustion analyzer 10 via a connecting line, and the combustion analyzer 10 is connected to an in-vehicle computer (ECU) 9 via a connecting line.
The main air inlet pipe 8 is firstly connected into the waste heat recovery device 6, the air is preheated in the waste heat recovery device 6 and then is output from an air outlet of the waste heat recovery device 6, and the main exhaust pipe 7 led out from the engine 16 passes through the waste heat recovery device 6. The gas is output by the waste heat recovery device 6 and then is simultaneously connected with the inlets of the air inlet heater 3 and the air inlet flow control valve 5 through pipelines, the outlet of the air inlet heater 3 is connected with the air inlet heater flow control valve 2 in series and then is converged at one position with the outlet of the air inlet flow control valve 5 and then is connected with the air inlet end of the air compressor 19. The air outlet end of the compressor 19 is connected into an air inlet pipe of the engine 16 through a pipeline, and the air inlet end and the air outlet end of the compressor 19 are also connected through an electric control valve 1. An intake air temperature sensor 17 and an intake air pressure sensor 18 are also arranged in a pipeline at the connection part of the air outlet end of the compressor 19 and the air inlet pipe of the engine 16.
An input shaft of the compressor 19 is provided with a variable transmission ratio device 20, the other end of the variable transmission ratio device 20 is connected with an electromagnetic clutch 4, and the electromagnetic clutch 4 is connected with a crankshaft end belt wheel 12 of the engine 16 through a belt 11.
The electronic control valve 1, the intake heater flow control valve 2, the intake heater 3, the electromagnetic clutch 4, the intake flow control valve 5, the in-cylinder direct injection injector 14, the variable valve 15, the intake temperature sensor 17, the intake pressure sensor 18, and the variable transmission ratio device 20 are connected to an in-vehicle computer 9 at the same time.
Various control parameter limit values and control strategies of the control system are stored in the vehicle-mounted computer 9, the control parameters comprise injection proportion and pilot and main injection time of two injections in a cylinder, exhaust valve closing time, intake air temperature and pressure, and the control strategies comprise an injection control strategy, a variable valve control strategy and a temperature and pressure control strategy.
As shown in FIG. 2, the control method for improving the combustion stability of the gasoline compression ignition under the small-load working condition comprises the following steps:
step 1001, start;
and starting to execute a control method for improving the combustion stability of the gasoline compression ignition under the low-load working condition.
Step 1002, reading signals of the engine 16 and the electronic control unit.
The vehicle-mounted computer 9 reads a rotating speed signal and an accelerator pedal position signal of the engine 16.
Step 1003, judging whether the engine 16 is in a small load working condition at present;
the vehicle-mounted computer 9 judges whether the engine 16 is in a small load working condition at present, if so, the step 1004 is executed, and if not, the step 1002 is returned.
1004, whether the engine 16 is in a combustion instability state;
the combustion analyzer 10 reads the in-cylinder pressure signal through the in-cylinder pressure sensor 13 to obtain a combustion cycle variation Coefficient (COV), the on-board computer 9 judges the combustion stability of the engine 16 according to the combustion cycle variation coefficient, when the combustion cycle variation coefficient is larger than 5%, the combustion of the engine 16 is unstable, if the combustion of the engine 16 is unstable, step 1005 is executed, otherwise, the step 1002 is returned to.
Step 1005, executing an injection control strategy;
the on-board computer 9 controls the execution of the injection control strategy.
In step 1006, whether the engine 16 is in a combustion instability state;
the vehicle-mounted computer 9 further judges whether the combustion of the engine 16 is unstable, if the combustion of the engine 16 is unstable, step 1007 is executed, and if not, the step is returned to step 1002.
Step 1007, executing an injection control strategy;
the vehicle-mounted computer 9 controls and executes a variable valve control strategy.
Step 1008, whether the engine 16 is in a combustion instability state;
the vehicle-mounted computer 9 further judges whether the combustion of the engine 16 is unstable, if the combustion of the engine 16 is unstable, step 1009 is executed, otherwise, the step 1002 is returned to.
Step 1009, execute the injection control strategy;
the onboard computer 9 controls the execution of the temperature and pressure control strategy and returns to step 1006.
As shown in fig. 3, the injection control strategy includes the following steps:
step 2001, start;
the on-board computer 9 initiates an injection control strategy for the engine 16.
Step 2002, performing two-side injection according to a preset injection proportion, a preset main injection interval and a preset main injection time;
the vehicle-mounted computer 9 controls the in-cylinder direct injection injector 14 to perform two injections on the engine 16 according to a preset injection ratio, a preset main injection interval and a preset main injection time.
Step 2003, whether the engine 16 is in a combustion unstable state;
the vehicle-mounted computer 9 judges whether the combustion of the engine 16 is unstable, if so, step 2004 is executed, otherwise, step 2006 is executed.
Step 2004, increasing the fuel injection quantity, reducing the pilot injection interval and postponing the main injection time;
the vehicle-mounted computer 9 increases the fuel injection quantity each time according to the combustion cycle variation coefficient, reduces the pre-main injection interval and delays the main injection time;
step 2005, each control parameter reaches a preset limit value:
the vehicle-mounted computer 9 judges whether control parameters such as the fuel injection amount, the pilot injection interval, the main injection time and the like reach preset limit values, if the control parameters reach the preset limit values, step 2006 is executed, and if the control parameters do not reach the preset limit values, step 2003 is returned.
Step 2006, end;
and ending the injection control strategy and returning to the main program.
As can be seen from the above, the injection control strategy is that the in-cylinder direct injection injector 14 performs two injections according to the preset injection proportion and the pilot and main injection timings, and continuously adjusts the injection proportion and the pilot and main injection timings of the two injections according to the combustion cycle variation coefficient, and increases the pilot injection amount, decreases the pilot injection interval, and delays the main injection timing each time until reaching the limit value of each control parameter.
Compared with single injection, the two-time injection can realize earlier flame combination and higher flame propagation speed, is favorable for obtaining more stable combustion, solves the problem of incomplete combustion caused by over-lean local mixed gas in the cylinder, ensures low CO and HC emission, obviously reduces cycle fluctuation and effectively expands the lower limit of load.
As shown in FIG. 4, the variable valve control strategy includes the following steps:
step 3001, begin;
the on-board computer 9 initiates a variable valve control strategy for the engine 16.
Step 3002, whether the engine 16 is in a combustion unstable state;
the vehicle-mounted computer 9 judges whether the combustion of the engine 16 is unstable, if the combustion of the engine 16 is unstable, step 3003 is executed, otherwise, step 3005 is executed.
Step 3003, advancing an exhaust valve closing time to form a negative valve overlap angle;
the onboard computer 9 adjusts the closing timing of the exhaust valve in the variable valve 15 according to the combustion cycle variation coefficient, and the advance adjustment advances the closing timing of the exhaust valve in the variable valve 15 by a certain angle, as shown in fig. 5.
Step 3004, whether the exhaust valve closing time reaches a limit value;
and the vehicle-mounted computer 9 judges whether the closing time of the exhaust valve reaches the limit value in the current adjustable valve control strategy, if so, executes step 3005, and if not, returns to step 3002.
And step 3005, ending.
And the vehicle-mounted computer 9 controls the current adjustable valve control strategy to end.
From the above, the variable valve control strategy refers to the adjustment of the internal Exhaust Gas Recirculation (EGR) ratio, the onboard computer 9 adjusts the closing angle of the exhaust valve according to the combustion cycle variation coefficient to form a negative valve overlap angle, and the closing time of the exhaust valve is advanced by a certain angle by continuous adjustment each time the variable valve control strategy is performed until the limit value of the closing time of the exhaust valve in the current variable valve control strategy is reached. By adopting a Negative Valve Overlap (NVO) technology, the increase of the internal exhaust gas recirculation proportion realizes more exhaust gas residues, the temperature of mixed gas in the cylinder is effectively increased, the chemical reaction speed and the flame propagation speed are accelerated, the control on the more internal thermodynamic state is realized, but the concentration interval of the mixed gas which is easy to ignite is formed in the 16 cylinders of the engine quickly, and the improvement of combustion is facilitated.
As shown in fig. 6, the temperature and pressure control strategy includes the following steps:
step 4001, begin;
the on-board computer 9 initiates a temperature and pressure control strategy for the engine 16.
Step 4002, determining whether the engine 16 is in a combustion instability state;
the vehicle-mounted computer 9 judges whether the combustion of the engine 16 is unstable, if so, step 4003 is executed, otherwise, step 4009 is executed.
Step 4003, increasing the opening of the intake heater flow control valve 2 and decreasing the opening of the intake flow control valve 5;
the in-vehicle computer 9 increases the opening degree of the intake heater flow control valve 2, decreases the opening degree of the intake flow control valve 5, and increases the intake air temperature by controlling the opening degrees of the two control valves.
Step 4004, determining whether the engine 16 is in a combustion instability state;
the vehicle-mounted computer 9 judges whether the combustion of the engine 16 is unstable, if so, step 4005 is executed, otherwise, step 4009 is executed.
Step 4005, whether the intake air temperature is less than the limit value:
the in-vehicle computer 9 judges whether the intake air temperature is less than the limit value by the intake air temperature sensor 17, and if so, executes step 4006, and if not, executes step 4007.
Step 4006, determine whether the intake air heater flow control valve 2 is fully open;
the in-vehicle computer 9 determines whether the intake heater flow rate control valve 2 has reached the maximum opening degree, and if so, executes step 4007, and if not, returns to step 4003.
Step 4007, performing mechanical pressurization;
the vehicle-mounted computer 9 controls to increase the transmission ratio of the variable transmission ratio device 20 and enables the electromagnetic clutch 4 to be separated, so that mechanical pressurization is realized;
4008, determining whether the intake pressure reaches a limit value;
the in-vehicle computer 9 judges whether the intake pressure reaches the limit value through the intake pressure sensor 18, and if the intake pressure reaches the limit value, step 4009 is executed, and if the intake pressure does not reach the limit value, the process returns to step 4002.
Step 4009, end;
and the vehicle-mounted computer 9 controls the temperature and pressure control strategy to end.
From the above, the temperature and pressure control strategy refers to intake air preheating and intake air supercharging. The on-board computer 9 judges the combustion stability of the engine 16 based on the combustion cycle variation coefficient, and if the judgment result shows that the combustion of the engine 16 is unstable, the opening degree of the intake heater flow control valve 2 is increased, the opening degree of the intake flow control valve 5 is decreased, and the intake heater 3 heats the gas, so that the increase of the intake temperature is realized by controlling the opening degrees of the two control valves. If the combustion state of the engine 16 becomes stable during the adjustment, the adjustment of the opening degrees of the intake heater flow control valve 2 and the intake flow control valve 5 is stopped.
If the combustion of the engine 16 is unstable when the intake air heater flow control valve 2 is fully opened, the intake air is mechanically supercharged until the combustion state of the engine 16 becomes stable or reaches a limit value of the intake air pressure. If the intake air temperature has reached the temperature limit value before the intake air heater flow control valve 2 is fully opened, the adjustment of the opening degrees of the intake air heater flow control valve 2 and the intake air flow control valve 5 is stopped, and the mechanical supercharging is performed until the combustion state of the engine 16 is stabilized or the pressure limit value is reached.
The mechanical supercharging means that the compressor 19 is started, the electromagnetic clutch 4 is separated from the initial work, the electric control valve 1 is fully closed, and the rotating speed of the compressor 19 is adjusted by increasing the transmission ratio of the variable transmission ratio device 20, so that the supercharging effect on the intake air is realized, the pressure at the compression end point in the cylinder is greatly improved, the combustion reaction is promoted to be carried out, and the combustion stability is gradually improved.
In conclusion, in the control method for improving the combustion stability of the gasoline compression ignition under the low-load working condition, the adopted fuel injection control strategy, the adopted variable valve control strategy and the temperature and pressure control strategies are sequentially applied in the system, each control strategy is taken as a post-compensation measure for the small-load stability improvement measure of the gasoline compression ignition combustion mode of the last step, and after the three measures are carried out, if the combustion of the engine 16 is still in an unstable state, a certain measure needs to be taken according to the system logic diagram of the invention, and the hierarchical control method can realize the simplification of the control system on the basis of effectively improving the small-load stability of the gasoline compression ignition combustion mode.
The foregoing is directed to preferred embodiments of the present invention, other and further embodiments of the invention may be devised without departing from the basic scope thereof, and the scope thereof is determined by the claims that follow. However, any simple modification, equivalent change and modification of the above embodiments according to the technical essence of the present invention are within the protection scope of the technical solution of the present invention.

Claims (9)

1. The control method for improving the combustion stability of the gasoline compression ignition under the low-load working condition is characterized by comprising the following steps of: the method comprises the following steps:
a, reading a rotating speed signal and an accelerator pedal position signal of an engine (16) by a vehicle-mounted computer (9);
b, judging whether the engine (16) is in a small load working condition or not by the vehicle-mounted computer (9), if so, executing the step c, and if not, returning to the step a;
c, judging the combustion stability of the engine (16) by the vehicle-mounted computer (9) according to the combustion cycle variation coefficient, if the combustion of the engine (16) is unstable, executing the step d, and if not, returning to the step a;
step d, the vehicle-mounted computer (9) controls and executes an injection control strategy;
step e, the vehicle-mounted computer (9) further judges whether the combustion of the engine (16) is unstable, if the combustion of the engine (16) is unstable, step f is executed, otherwise, the step a is returned;
step f, the vehicle-mounted computer (9) controls and executes a variable valve control strategy;
step g, the vehicle-mounted computer (9) further judges whether the combustion of the engine (16) is unstable, if the combustion of the engine (16) is unstable, step h is executed, otherwise, the step a is returned;
step h, the vehicle-mounted computer (9) controls and executes a temperature and pressure control strategy, and the step e is returned;
the injection control strategy described in step d, comprising the steps of:
d-1, controlling the in-cylinder direct injection injector (14) by the vehicle-mounted computer (9), and injecting the engine (16) twice according to a preset injection proportion, a pre-main injection interval and main injection time;
d-2, judging whether the combustion of the engine (16) is unstable or not by the vehicle-mounted computer (9), if so, executing a step d-3, otherwise, executing a step d-5;
d-3, increasing the fuel injection quantity each time by the vehicle-mounted computer (9) according to the combustion cycle variation coefficient, reducing the pilot jet interval and postponing the main jet time;
d-4, judging whether the fuel injection quantity, the pre-main injection interval and the main injection time reach preset limit values or not by the vehicle-mounted computer (9), if so, executing a step d-5, and if not, returning to the step d-2;
step d-5, the injection control strategy ends.
2. The control method for improving the combustion stability under the gasoline compression ignition light-load condition as claimed in claim 1, wherein the variable valve control strategy in the step f comprises the steps of:
f-1, judging whether the combustion of the engine (16) is unstable or not by the vehicle-mounted computer (9), if so, executing a step f-2, otherwise, executing a step f-4;
f-2, adjusting the closing time of the exhaust valve in the variable valve (15) by the vehicle-mounted computer (9) according to the combustion cycle variation coefficient to advance the closing time of the exhaust valve in the variable valve (15);
f-3, judging whether the closing moment of the exhaust valve reaches the limit value in the current adjustable valve control strategy by the vehicle-mounted computer (9), if so, executing the step f-4, and if not, returning to the step f-1;
and f-4, the vehicle-mounted computer (9) controls the current adjustable valve control strategy to end.
3. The control method for improving the combustion stability of gasoline compression ignition under light load conditions as claimed in claim 1, wherein the temperature and pressure control strategy in step f comprises the steps of:
h-1, judging whether the combustion of the engine (16) is unstable or not by the vehicle-mounted computer (9), if so, executing a step h-2, otherwise, executing a step h-8;
h-2, increasing the opening degree of the flow control valve (2) of the air inlet heater by the vehicle-mounted computer (9), and reducing the opening degree of the flow control valve (5) of the air inlet;
h-3, judging whether the combustion of the engine (16) is unstable or not by the vehicle-mounted computer (9), if so, executing a step h-4, otherwise, executing a step h-8;
h-4, judging whether the air inlet temperature is lower than the limit value by the vehicle-mounted computer (9) through the air inlet temperature sensor (17), if so, executing a step h-5, and if not, executing a step h-6;
h-5, judging whether the flow control valve (2) of the air inlet heater reaches the maximum opening degree by the vehicle-mounted computer (9), if so, executing a step h-6, and if not, returning to the step h-2;
h-6, controlling and changing the transmission ratio of the variable transmission ratio device (20) by the vehicle-mounted computer (9), and separating the electromagnetic clutch (4) to realize mechanical pressurization;
4008, judging whether the intake pressure reaches a limit value by the vehicle-mounted computer (9) through the intake pressure sensor (18), if so, executing a step h-8, and if not, returning to the step h-1;
and h-8, finishing the temperature and pressure control strategy controlled by the vehicle-mounted computer (9).
4. A control system for implementing the control method for improving the combustion stability of the gasoline compression ignition under the light load working condition as claimed in claims 1-3, comprising an engine (16) and an on-board computer (9), wherein a variable valve (15) is installed in the engine (16), each cylinder air inlet of the variable valve (15) is connected with an air inlet manifold, and all the air inlet manifolds are connected with the air inlet end of the engine (16), and the control system is characterized in that: the main air inlet pipe (8) is simultaneously connected with inlets of an air inlet heater (3) and an air inlet flow control valve (5) through pipelines, an outlet of the air inlet heater (3) is connected with an air inlet heater flow control valve (2) in series and then converged with an outlet of the air inlet flow control valve (5) at one position and is connected with an air inlet end of the engine (16) through a pipeline, and an in-cylinder pressure sensor (13) and an in-cylinder direct injection injector (14) are installed in a cylinder of each variable valve (15); the air inlet heater flow control valve (2), the air inlet heater (3), the air inlet flow control valve (5), the direct injection injector (14) and the variable valve (15) are simultaneously connected with an on-board computer (9).
5. The control system of claim 4, wherein: the automobile air conditioner is provided with an air compressor (19), the air inlet end of the air compressor (19) is connected with the outlet of the air inlet flow control valve (5) after being connected with the air inlet heater flow control valve (2), the air outlet end of the air compressor (19) is connected with the air inlet end of the engine (16) through a pipeline, the air inlet end and the air outlet end of the air compressor (19) are further connected through an electric control valve (1), and the electric control valve (1) is connected with the vehicle-mounted computer (9).
6. The control system of claim 5, wherein: an air inlet temperature sensor (17) and an air inlet pressure sensor (18) are further arranged in a connecting pipeline between the air outlet end of the air compressor (19) and an air inlet pipe of the engine (16), and the air inlet temperature sensor (17) and the air inlet pressure sensor (18) are connected with a vehicle-mounted computer (9).
7. The control system of claim 5, wherein: the input shaft of the compressor (19) is provided with a variable transmission ratio device (20), the other end of the variable transmission ratio device (20) is connected with an electromagnetic clutch (4), and the electromagnetic clutch (4) is connected with a crankshaft end belt wheel (12) of the engine (16) through a belt (11); the electromagnetic clutch (4) and the variable transmission ratio device (20) are simultaneously connected with the vehicle-mounted computer (9).
8. The control system of claim 4, wherein: the device is provided with a combustion analyzer (10), the in-cylinder pressure sensor (13) is connected with the combustion analyzer (10), and the combustion analyzer (10) is connected with a vehicle-mounted computer (9).
9. The control system of claim 4, wherein: the waste heat recovery device (6) is arranged, the main air inlet pipe (8) is connected into the waste heat recovery device (6), and the gas is output by the waste heat recovery device (6) and then simultaneously passes through an inlet connected with the air inlet heater (3) and the air inlet flow control valve (5); the main exhaust pipe (7) leading from the engine (16) passes through the waste heat recovery device (6).
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