CN111852680B - Oil injection method - Google Patents
Oil injection method Download PDFInfo
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- CN111852680B CN111852680B CN202010757809.4A CN202010757809A CN111852680B CN 111852680 B CN111852680 B CN 111852680B CN 202010757809 A CN202010757809 A CN 202010757809A CN 111852680 B CN111852680 B CN 111852680B
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- injection
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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
- F02D41/38—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
- F02D41/405—Multiple injections with post injections
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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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/047—Taking into account fuel evaporation or wall wetting
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
The invention relates to an oil injection method, when the engine is in the underload, each work cycle carries on the single injection, and finish the oil injection before the exhaust top dead center; when the engine is in a medium load, two times of injection are carried out in each working cycle, and the first time of injection is completed before an exhaust top dead center; when the engine is in high load, three injections are performed in each working cycle, and the first injection completes the injection before the exhaust top dead center. The invention utilizes the advantage that the temperature in the cylinder of the exhaust stroke of the engine is higher than the temperature in the intake stroke of the engine to control part of the oil injection process at the later stage of the exhaust stroke; on one hand, the temperature of residual gas in the cylinder is utilized to the maximum extent to accelerate fuel evaporation, and the spray penetration distance is reduced, so that the wet wall of the cylinder sleeve is reduced; on the other hand, the evaporation of the oil film on the wall surface of the cylinder is accelerated by utilizing the favorable condition of high temperature of the cylinder sleeve at the later stage of the exhaust stroke. Therefore, the invention can greatly improve the problems of the dilution of the direct injection engine oil and the rising of the oil liquid level in the extremely cold environment.
Description
Technical Field
The invention relates to an automobile engine, in particular to an oil injection method.
Background
In-cylinder direct injection (GDI) is an important means for improving the fuel economy and the power performance of a gasoline engine, but the in-cylinder direct injection engine has the problem that liquid fuel directly collides with a cylinder sleeve to form a liquid oil film on the cylinder sleeve, and the liquid oil film is scraped into an oil pan by a piston ring in the piston movement process to cause the liquid level of engine oil to rise, the movement viscosity of the engine oil to fall, the service performance of the engine oil to be damaged, and the establishment of a lubricating oil film of a high-speed moving part of the engine to be influenced, so that the overall reliability of the engine to be reduced. The reasons for the rise of the oil level of the direct injection engine in the cylinder mainly include: the shape of the combustion chamber is unreasonable, the oil injection control method (including oil injection pressure/oil injection time/oil injection proportion) is unreasonable, so that the oil beam is poorly atomized, the penetration distance is too large, the piston gas ring and the cylinder are unreasonable in matching, the wall surface of the cylinder and the liquid fuel oil are low in temperature and are not easy to evaporate, and the oil-gas separator and the crankcase ventilation system are unreasonable in design. For a supercharged direct injection engine (the fuel injection quantity is large), the oil film quantity of a cylinder sleeve is higher, and the risk of the rise of the oil liquid level is higher.
Research shows that the problem of oil level rise is more prominent under the condition of extremely low ambient temperature, because the evaporation speed of the wall surface oil film is closely related to the metal temperature and the fuel temperature of the cylinder wall, generally, the wall surface temperature of the combustion chamber is controlled within a proper range by optimizing an engine thermal management system, so that the evaporation of the wall surface oil film is facilitated. However, under the condition of extremely low ambient temperature (-30 ℃), the temperature of the wall surface of the combustion chamber cannot be controlled by the engine thermal management system within the range beneficial to fuel evaporation, so that an oil film formed on a cylinder sleeve cannot be evaporated quickly, and the problem of the rise of the liquid level of engine oil is difficult to control.
Most of the prior art controls the oil injection process in the air intake and compression strokes of an engine, and the oil injection strategy has large risk of rising the liquid level of engine oil under extremely cold conditions, mainly because: firstly, the temperature of a fuel tank under an extremely cold condition (-30 ℃) is basically consistent with the ambient temperature, the fuel supply system has a slight heating effect on fuel, so that the temperature of an oil bundle entering a combustion chamber is close to the ambient temperature, the penetration distance of the oil bundle is increased due to the difficulty in evaporation, crushing and atomization of fuel droplets at a low temperature, and the risk that the oil bundle impacts the wall surface of a cylinder to form an oil film is increased; secondly, the engine is difficult to start in a cold condition, and an ECU (electronic Control unit) adopts a rich mixed gas strategy to realize the quick start of the engine, so that the increase of the fuel injection quantity further aggravates the formation of a cylinder sleeve oil film; moreover, when the engine is in an extremely cold working condition, the temperature of the cooling system is slowly increased, and the water temperature of the engine is always kept in a lower range, so that the wall surface temperature is low, and evaporation of an oil film on a cylinder sleeve is not facilitated. Therefore, the problem of the rising of the oil level of the engine in the extremely cold environment cannot be effectively controlled based on the prior art.
Disclosure of Invention
The invention aims to provide an oil injection method to solve the problem that the liquid level of engine oil of a supercharged direct injection engine rises under an extremely cold condition.
According to the oil injection method, when the engine is in a low load state, single injection is carried out in each working cycle, and oil injection is finished before an exhaust top dead center; when the engine is in a medium load, two times of injection are carried out in each working cycle, and the first time of injection is completed before an exhaust top dead center; when the engine is in high load, three injections are performed in each working cycle, and the first injection completes the injection before the exhaust top dead center.
Further, when the engine is at medium load, the second injection is started later in the compression stroke.
Further, when the engine is in a medium load, the fuel injection quantity of the second injection is not more than 40% of the total fuel injection quantity, and the sum of the fuel injection quantity of the first injection and the fuel injection quantity of the second injection is the total fuel injection quantity.
Further, the second injection start point is 30-50 degrees crankshaft rotation after intake top dead center when the engine is at high load.
Further, when the engine is at a high load, the third injection is started in the latter stage of the compression stroke.
Further, when the engine is under high load, the fuel injection quantity of the third injection is not more than 40% of the total fuel injection quantity, and the sum of the fuel injection quantity of the first injection, the fuel injection quantity of the second injection and the fuel injection quantity of the third injection is the total fuel injection quantity.
Further, when the engine is in a high load state, the fuel injection quantity of the second injection accounts for 40% -50% of the residual fuel injection quantity, and the residual fuel injection quantity is the total fuel injection quantity minus the fuel injection quantity of the first injection.
Further, when the engine is at a low load, a single injection is started in the later period of the exhaust stroke; the first injection is started in the latter part of the exhaust stroke when the engine is at a medium load, and the first injection is started in the latter part of the exhaust stroke when the engine is at a high load.
Further, when the engine is in a low load state, the rotating speed interval of the engine is 800r/min-3000r/min, and the load interval of the engine is 0bar-4 bar; when the engine is in a medium load, the rotating speed interval of the engine is 800r/min-3000r/min, and the load interval of the engine is 3bar-10 bar; when the engine is in a high load, the rotating speed interval of the engine is 800r/min-3000r/min, and the load interval of the engine is more than or equal to 9 bar.
The invention utilizes the advantage that the temperature in the cylinder of the exhaust stroke of the engine is higher than the temperature in the intake stroke of the engine to control part of the oil injection process at the later stage of the exhaust stroke; on one hand, the temperature of residual gas in the cylinder is utilized to the maximum extent to accelerate fuel evaporation, and the spray penetration distance is reduced, so that the wet wall of the cylinder sleeve is reduced; on the other hand, the evaporation of the oil film on the wall surface of the cylinder is accelerated by utilizing the favorable condition of high temperature of the cylinder sleeve at the later stage of the exhaust stroke. Therefore, the invention can greatly improve the problems of the dilution of the direct injection engine oil and the rising of the oil liquid level in the extremely cold environment. And the test result of the low-temperature environment chamber shows that the oil injection method has obvious effect on controlling the oil level when the engine is in an extremely cold working condition (after 7-cycle test, the oil level only rises by 1 mm).
Drawings
FIG. 1 is a diagram of the operating regime of the present invention;
FIG. 2 is a schematic illustration of the injection method of the present invention.
Detailed Description
The invention will be further explained with reference to the drawings.
As shown in fig. 1 and fig. 2, the present invention provides an oil injection method for alleviating the problem of the oil level rise of the supercharged direct injection engine under the extremely cold condition, which comprises the following steps:
as shown in fig. 1, when the engine is in a region a, the engine is operated in a low-load region, the temperature of the fuel tank in an extremely cold condition (-30 ℃) is basically consistent with the ambient temperature, the fuel supply system has little effect on heating the fuel, so that the temperature of a fuel bundle entering a combustion chamber is close to the ambient temperature, and when the engine is in the region, the fuel temperature is lower, so that the fuel injection is performed once in each working cycle when the engine is operated in the region a, and the fuel injection is completed before the exhaust top dead center (CA 360 deg.); the liquid fuel is greatly atomized by utilizing the temperature of the working medium in the cylinder after the combustion of the engine to the maximum extent, and the purpose of strictly controlling the penetration distance of the oil beam as far as possible is achieved, so that most of the atomization of the liquid fuel is completed before the liquid fuel collides with the wall surface of the cylinder sleeve, the probability that the oil beam moves to the wall surface of the cylinder sleeve to form a cylinder sleeve oil film is reduced, and the evaporation of the cylinder sleeve oil film can be accelerated by the temperature of the residual working medium in the cylinder.
When the engine works in the range of the area A, the oil injection quantity of the engine is small, the oil injection end angle is controlled to be in front of an exhaust top dead center, the cylinder sleeve wet wall rate is 0.04% in a simulation result, the cylinder sleeve wet wall rate under the original oil injection strategy is 2.2%, the residual exhaust temperature in the cylinder can reduce the cylinder sleeve wet wall by 98% in the simulation result, and the low-temperature environment chamber test result also shows that (after 7-cycle tests are finished, the engine oil liquid level is only increased by 1mm), so that the engine oil liquid level in the area can be in a low level.
As shown in fig. 1, when the operating condition of the engine is in the region B, the engine is operated in the medium load region, where the fuel injection amount of the engine increases with the increase of the load, and under the extremely cold condition (-30 ℃), in order to atomize the fuel by making maximum use of the residual temperature in the cylinder, it is desirable to complete all the injections before the exhaust top dead center, but when the engine is in the region B, the fuel injection amount is larger than the region a, and the complete injections cannot be completed before the exhaust top dead center, so that two injections are required per one operating cycle.
When the working condition of the engine is in the region B, the fuel injection quantity of the first injection can be calculated according to the fuel injection pulse width of the injection completed before the exhaust top dead center, the optimal method is (fuel injection initial angle-360 deg) × fuel injection rate, namely, the fuel injection is performed as much as possible on the premise that the first injection end angle is before the exhaust top dead center, so that the atomization and evaporation of the fuel can be facilitated, the risk of the rising of the liquid level of the engine oil is greatly reduced, but the fuel injection initial angle can be determined through simulation scanning of the fuel injection initial angle, and the appropriate fuel injection initial angle can be determined through the simulation result hydrocarbon overflow rate and the wall wetting rate of a spark plug, so that the risk of the overhigh temperature of the three-way catalyst caused by the fact that a large amount of fuel enters an exhaust system along with exhaust gas is prevented.
When the working condition of the engine is in the region B, the fuel injected for the second time is fuel which cannot be injected before the exhaust top dead center, the fuel cannot be atomized and evaporated through the residual temperature in the cylinder, as mentioned above, the temperature of the fuel entering the cylinder under the extremely cold condition is basically consistent with the ambient temperature, the temperature in the cylinder during the intake stroke is also lower, the fuel cannot be completely atomized if being injected into the cylinder during the intake stroke, a wall oil film formed by collision of liquid fuel and a cylinder sleeve cannot be completely evaporated, the risk of oil liquid level rising is extremely high, therefore, the second injection is preferably started at the later stage of the compression stroke, as shown in fig. 2, the temperature in the cylinder is increased at the later stage of the compression stroke compared with that of the intake stroke, the fuel can be atomized, and in order to ensure that the temperature at the later stage of the compression stroke can completely atomize the fuel, the injection proportion of the second injection does not exceed 40% of the total injection quantity as much as possible, therefore, the risk of the rising of the oil level is reduced, and the sum of the oil injection quantity of the first injection and the oil injection quantity of the second injection is the total oil injection quantity.
As shown in fig. 1, when the operating condition of the engine is in the region C, the engine operates in a high-load region, the fuel injection amount is greatly increased with further increase of the load, and if the two-injection strategy in the region B is used, part of fuel enters the exhaust system after the exhaust valve is opened due to the fact that the last injection performed in the later stage of the compression stroke is too long in fuel injection duration. Therefore, when the engine is operated in the region C, three injections are required in each working cycle, the fuel injection quantity of the first injection can be calculated according to the fuel injection pulse width of the injection completed before the exhaust top dead center, and the preferable method is (initial fuel injection angle-360 deg) fuel injection rate, namely, the fuel injection quantity is increased as much as possible on the premise that the final angle of the first injection is before the exhaust top dead center, the third injection is started in the later period of the compression stroke, the fuel injection proportion of the third injection is not more than 40% as much as possible, and the sum of the fuel injection quantity of the first injection, the fuel injection quantity of the second injection and the fuel injection quantity of the third injection is the total fuel injection quantity.
When the working condition of the engine is in the region C, the fuel cannot be completely atomized due to the low in-cylinder temperature of the air inlet stroke in an extremely cold environment (-30 ℃), and the oil beam penetration distance is large, so that the risk of engine oil liquid level rising caused by cylinder sleeve wet wall is easily formed, the secondary oil injection starting point needs to be arranged at a crank shaft corner 30-50 degrees behind the air inlet top dead center, and the position of the piston in the cylinder is closer to the top dead center at the moment, so that the oil beam can be effectively blocked, and the penetration distance of the oil beam is shortened.
When the working condition of the engine is in the region C, the fuel injection quantity of the first injection can be calculated according to the fuel injection pulse width which finishes the injection before the exhaust top dead center, the optimal method is (the initial injection angle is-360 deg) × the fuel injection rate, namely, the first injection end angle injects fuel as much as possible under the premise of being before the exhaust top dead center, so that the atomization and evaporation of the fuel can be facilitated, the risk of the rising of the liquid level of the engine oil is greatly reduced, but the initial injection angle is also scanned through simulation, and the appropriate initial injection angle can be determined through the simulation result hydrocarbon overflow rate and the wet wall rate of a spark plug, so that the other risks such as overhigh temperature of the three-way catalyst caused by that a large amount of fuel enters an exhaust system along with exhaust gas are prevented. Preferably, after the injection quantity of the first injection (i.e., the injection quantity of the first injection is equal to the initial injection angle-360 deg) and the injection quantity of the third injection is determined, the injection quantity of the second injection accounts for 40% -50% of the remaining injection quantity, the injection quantity of the third injection accounts for 50% -60% of the remaining injection quantity, and the remaining injection quantity is the total injection quantity minus the injection quantity of the first injection.
Preferably, when the engine is at low load, the single injection is started in the later period of the exhaust stroke; the first injection is started in the latter part of the exhaust stroke when the engine is at a medium load, and the first injection is started in the latter part of the exhaust stroke when the engine is at a high load. On one hand, the temperature of residual gas in the cylinder is utilized to the maximum extent to accelerate fuel evaporation, and the spray penetration distance is reduced, so that the wet wall of the cylinder sleeve is reduced; on the other hand, the evaporation of the oil film on the wall surface of the cylinder is accelerated by utilizing the favorable condition of high temperature of the cylinder sleeve at the later stage of the exhaust stroke.
As shown in FIG. 1, in the present embodiment, when the engine is in low load, the engine speed interval is 800r/min-3000r/min, the engine load interval is 0bar-4bar, and the engine works in the range of the area A; when the engine is in a medium load, the rotating speed interval of the engine is 800r/min-3000r/min, the load interval of the engine is 3bar-10bar, and the engine works in the range of the area B; when the engine is in a high load, the rotating speed interval of the engine is 800r/min-3000r/min, the load interval of the engine is not less than 9bar, and the engine works in the range of the region C. In a specific implementation, the part where the area A and the area B overlap can be set as an injection strategy for preferentially selecting the area B, and the part where the area C and the area B overlap can be set as an injection strategy for preferentially selecting the area C.
The invention injects the circulating fuel injection quantity into the cylinder according to different proportions according to the operating condition of the engine, ensures that part or all of fuel enters the cylinder at the later stage of the exhaust stroke, and ensures that the part of the fuel injection process is finished before the opening of the intake valve. According to the invention, the circulating fuel injection quantity is reasonably distributed according to the operating condition of the engine, and part or all of fuel oil is injected into the cylinder at the later stage of the exhaust stroke, so that the residual waste gas heat in the cylinder at the later stage of the exhaust stroke is utilized to the maximum extent, the fuel oil atomization and evaporation are accelerated, the fuel oil penetration and the cylinder sleeve wet wall are reduced, and the formation of an oil film on the cylinder sleeve is restrained from the source.
Claims (5)
1. A method of injecting oil, characterized by:
when the engine is in low load, performing single injection in each working cycle, and finishing oil injection before an exhaust top dead center;
when the engine is in a medium load, performing two times of injection in each working cycle, finishing oil injection before an exhaust top dead center in the first time of injection, and starting the second time of injection in the later period of a compression stroke, wherein the oil injection quantity of the second time of injection is not more than 40% of the total oil injection quantity, and the sum of the oil injection quantity of the first time of injection and the oil injection quantity of the second time of injection is the total oil injection quantity;
when the engine is in high load, three times of injection are carried out in each working cycle, the first time of injection finishes oil injection before an exhaust top dead center, the oil injection quantity of the third time of injection is not more than 40% of the total oil injection quantity, the sum of the oil injection quantity of the first time of injection, the oil injection quantity of the second time of injection and the oil injection quantity of the third time of injection is the total oil injection quantity, when the engine is in high load, the oil injection quantity of the second time of injection accounts for 40% -50% of the residual oil injection quantity, and the residual oil injection quantity is the sum of the total oil injection quantity minus the oil injection quantity of the first time of injection.
2. The method of oil injection of claim 1, wherein: the second injection start point is 30-50 degrees crankshaft angle after intake top dead center when the engine is at high load.
3. The method of oil injection of claim 1, wherein: when the engine is at a high load, the third injection is started later in the compression stroke.
4. The method of oil injection of claim 1, wherein:
starting a single injection in the later period of an exhaust stroke when the engine is in low load;
starting a first injection at a later stage of an exhaust stroke when the engine is at a medium load;
when the engine is at a high load, the first injection is started in the latter part of the exhaust stroke.
5. The method of oil injection of claim 1, wherein:
when the engine is in a low load state, the rotating speed interval of the engine is 800r/min-3000r/min, and the load interval of the engine is 0bar-4 bar; when the engine is in a medium load, the rotating speed interval of the engine is 800r/min-3000r/min, and the load interval of the engine is 3bar-10 bar;
when the engine is in a high load, the rotating speed interval of the engine is 800r/min-3000r/min, and the load interval of the engine is more than or equal to 9 bar;
when the engine speed interval is 800r/min-3000r/min and the engine load interval is 3bar-4bar, setting the oil injection strategy to preferentially select the oil injection strategy when the engine is under the medium load;
when the engine speed interval is 800r/min-3000r/min and the engine load interval is 9 bar-10bar, the fuel injection strategy is set to be the one that is preferentially selected when the engine is under high load.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010757809.4A CN111852680B (en) | 2020-07-31 | 2020-07-31 | Oil injection method |
| PCT/CN2020/133609 WO2022021717A1 (en) | 2020-07-31 | 2020-12-03 | Fuel injection method |
| RU2021100672A RU2756704C1 (en) | 2020-07-31 | 2020-12-03 | Fuel injection method |
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| CN202010757809.4A CN111852680B (en) | 2020-07-31 | 2020-07-31 | Oil injection method |
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| CN111852680A CN111852680A (en) | 2020-10-30 |
| CN111852680B true CN111852680B (en) | 2022-03-11 |
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Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111852680B (en) * | 2020-07-31 | 2022-03-11 | 重庆长安汽车股份有限公司 | Oil injection method |
| CN112922761B (en) * | 2021-01-29 | 2022-07-08 | 重庆长安汽车股份有限公司 | Optimization method of fuel injection strategy of direct injection engine in cylinder |
| CN113343450B (en) * | 2021-05-26 | 2022-08-09 | 重庆长安汽车股份有限公司 | Method for determining evaporation rate of single fuel oil liquid drops in internal combustion engine cylinder |
| CN113700569A (en) * | 2021-07-27 | 2021-11-26 | 东风汽车集团股份有限公司 | Fuel injection control method and device for direct injection engine, electronic equipment and storage medium |
| CN115263590A (en) * | 2022-07-29 | 2022-11-01 | 东风汽车集团股份有限公司 | Control method for fuel injection of engine |
| CN118148788B (en) * | 2024-05-11 | 2024-08-16 | 潍柴动力股份有限公司 | Method and device for reducing cylinder sleeve temperature, electronic equipment and storage medium |
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| JP2002161790A (en) * | 2000-11-27 | 2002-06-07 | Nissan Motor Co Ltd | Combustion control device for direct injection/spark ignition type internal combustion engine |
| CN1611758A (en) * | 2003-10-28 | 2005-05-04 | 三菱自动车工业株式会社 | Diesel oil engine |
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| JP2002013428A (en) * | 2000-06-30 | 2002-01-18 | Mitsubishi Motors Corp | Cylinder injection internal combustion engine |
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| JP3797278B2 (en) * | 2002-04-26 | 2006-07-12 | トヨタ自動車株式会社 | Fuel injection control device for in-cylinder internal combustion engine |
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| US7720593B2 (en) * | 2007-10-02 | 2010-05-18 | Ford Global Technologies, Llc | Fuel injection strategy for gasoline direct injection engine during high speed/load operation |
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| CN108894902A (en) * | 2018-07-16 | 2018-11-27 | 清华大学 | A kind of on-off control method of Special hybrid power engine |
| CN111852680B (en) * | 2020-07-31 | 2022-03-11 | 重庆长安汽车股份有限公司 | Oil injection method |
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- 2020-07-31 CN CN202010757809.4A patent/CN111852680B/en active Active
- 2020-12-03 WO PCT/CN2020/133609 patent/WO2022021717A1/en active Application Filing
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| JP2002161790A (en) * | 2000-11-27 | 2002-06-07 | Nissan Motor Co Ltd | Combustion control device for direct injection/spark ignition type internal combustion engine |
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| WO2022021717A1 (en) | 2022-02-03 |
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