CN113323782A - Gasoline engine calibration-based basic range extender special optimization method - Google Patents
Gasoline engine calibration-based basic range extender special optimization method Download PDFInfo
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- CN113323782A CN113323782A CN202110691412.4A CN202110691412A CN113323782A CN 113323782 A CN113323782 A CN 113323782A CN 202110691412 A CN202110691412 A CN 202110691412A CN 113323782 A CN113323782 A CN 113323782A
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- 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
- F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
- F02P17/02—Checking or adjusting ignition timing
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M15/00—Testing of engines
- G01M15/04—Testing internal-combustion engines
- G01M15/05—Testing internal-combustion engines by combined monitoring of two or more different engine parameters
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- 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
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
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- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
A gasoline engine calibration-based basic range extender special optimization method belongs to the technical field of range-extending automobiles. The method of the invention comprises the following steps: based on the original calibration data of the engine, the flow calibration of the fuel injector, the ignition advance angle loss experiment, the fuel injection cut-off time calibration, the calibration of the gas charging model, the calibration of the torque model, the EGR calibration and the detonation calibration are carried out again. In a common working area of the range extender, points are swept for oil consumption, a working point with lower oil consumption is selected again, and then each model of the engine is calibrated, so that the aim of reducing the oil consumption is fulfilled. The invention has the advantages that on the basis of not influencing the original performance of the engine, the oil consumption of the range extender under the condition of using gasoline as fuel for electric energy supply can be obviously reduced, and the purposes of energy conservation and environmental protection are achieved.
Description
Technical Field
The invention belongs to the technical field of range-extended automobiles, and particularly relates to a special optimization method for a basic range extender based on gasoline engine calibration.
Background
With the widespread application of electronic technology, people have higher and higher requirements on the functional diversity of automobiles, and as an important part of automobiles, engines are gradually diversified. Conventional engines have been unable to meet the diversified demands of people, and extended range engines have emerged. A range extender engine is an engine that uses other energy sources (e.g., gasoline) for electrical energy replenishment in the event of a battery power deficiency. However, the gasoline consumption of the range-extended automobile in the market is high, so that the optimization of the gasoline consumption of the range-extended automobile becomes very important.
Disclosure of Invention
The invention aims to provide a special optimization method for a basic range extender based on gasoline engine calibration, which aims to reduce oil consumption as much as possible and realize the purposes of energy conservation, environmental protection, oil conservation and economy on the premise of not influencing the performance of an engine when the range extender uses gasoline as fuel for electric energy supply.
According to the invention, on the basis of original calibration data of the engine, points are swept in a common working area of the range extender according to oil consumption, a working condition point with lower oil consumption is selected again, and then an engine inflation model and a torque model are calibrated, so that the aim of reducing the oil consumption is fulfilled.
In order to achieve the purpose, the technical scheme adopted by the invention is as follows:
a gasoline engine calibration-based basic range extender special optimization method comprises the following steps:
the method comprises the following steps: calibrating the flow of the fuel injector before the calibration is started; closing an intake and exhaust phase and EGR (exhaust gas recirculation) and selecting different rotating speeds, starting from 20kpa and taking 10kpa as a step length to sweep to full load, and focusing on the difference value between the oil consumption estimated value in the INCA basic data and the actual value of an engine rack, wherein the difference value is within 5 percent and meets the requirement, otherwise, modifying the oil consumption estimated value to be within a normal range;
step two: carrying out an ignition advance angle loss experiment; starting from 800rpm, taking 400rpm as a step size to 4400rpm, closing an intake and exhaust phase and EGR, after an engine is pulled to 2bar, 4bar and 6bar, taking a main ignition angle of basic data as a center, taking 2-degree CA as a step size, adding and subtracting ignition angles from the main ignition angle to two sides, after the condition of the engine is stable, acquiring data for each ignition advance angle, selecting a CA50 value of each working point according to an oil consumption priority principle, and averaging to obtain a CA50 value of the engine;
step three: calibrating the oil injection cut-off time; starting from 1600rpm, taking 400rpm as a step to 4400rpm, closing the intake and exhaust phases and EGR, starting from 200hPa and taking 100 as a step to full load by adjusting imep _ MBT, and collecting the engine emission data of the working conditions; the step is to select the best oil injection cut-off time with the minimum CO for improving the emission;
step four: calibrating the inflation model; after 1000rpm and 1200rpm are selected, every 400rpm is one step length to 4800rpm and 5000rpm, every rotating speed is from 1bar to full load, different VVT opening degrees are modified for sweeping, and oil consumption and emission data are recorded; selecting a point with the lowest oil consumption in a non-full load area, selecting a VVT combination with small HC under the working condition when the oil consumption is within the error of 1%, and selecting a VVT combination with large torque in a full load area;
step five: calibrating the torque model; firstly, closing VVT and EGR, and acquiring data after adjusting a main ignition angle under all working conditions; secondly, opening of the VVT is released, data are collected after the main ignition angle is adjusted under all working conditions, the ignition advance angle is obtained by experimental data for closing the VVT, the MBT is obtained by experimental data for releasing the VVT, the main ignition angle is directly equal to the ignition advance angle when the VVT is opened at a non-detonation point, and the detonation point is obtained by combining with the minimum value which can be reached by AI 50;
step six: EGR calibration is carried out; after 1000rpm and 1200rpm are selected, every 400rpm is one step to 4800rpm and 5000rpm, the operation is started from 200hPa by adjusting imep _ MBT, 100hPa is one step to full load, all the working conditions are started from 0CA, 10 DEG CA is one step, EGR is started until the EGR temperature upper limit value is reached or the COV exceeds 3%, data collection is stopped, and the EGR opening degree at the point with the lowest oil consumption is selected;
step seven: calibrating the detonation; adjusting a detonation ignition advance angle to be 0 degree CA, increasing the detonation ignition advance angle under all working conditions until a combustion analyzer displays that detonation occurs, checking the initial time and duration of signal detonation of a detonation sensor through an oscilloscope, then starting the detonation ignition advance angle to be 12 degrees CA, and adjusting a threshold value to prevent the detonation ignition advance angle from being removed when the detonation does not occur; when knocking occurs, the knocking threshold is adjusted to enable the ECU to de-ignite the advance angle so as to eliminate the knocking phenomenon.
Compared with the prior art, the invention has the beneficial effects that: the invention has the advantages that on the basis of not influencing the original performance of the engine, the oil consumption of the range extender under the condition of using gasoline as fuel for electric energy supply can be obviously reduced, and the purposes of energy conservation and environmental protection are achieved.
Detailed Description
The first embodiment is as follows: the embodiment discloses a special optimization method for a basic range extender based on gasoline engine calibration, which comprises the following steps:
the method comprises the following steps: calibrating the flow of the fuel injector before the calibration is started; closing an intake and exhaust phase and an EGR (exhaust gas recirculation system), selecting different rotating speeds (1000 plus 4800rpm is selected due to the limitation of the operation condition of a range extender, and every 100rpm is a step length), starting from 20kpa according to the intake pressure, sweeping to full load by taking 10kpa as the step length, and focusing on the difference value between the oil consumption estimated value in the INCA (calibration software) basic data and the actual value of an engine rack, wherein the difference value is within 5 percent and meets the requirement, otherwise, modifying the oil consumption estimated value to be within a normal range;
step two: carrying out an ignition advance angle loss experiment; starting from 800rpm, taking 400rpm as a step size to 4400rpm, closing an intake phase and an exhaust phase and EGR (exhaust gas recirculation), after an engine is pulled to 2bar (controlled by a throttle valve), 4bar and 6bar (no throttle valve is changed any more), taking a main ignition angle of basic data as a center, taking 2-degree CA as a step size, adding and subtracting ignition angles from the main ignition angle to two sides, after the condition of the engine is stable, collecting data for each ignition advance angle (actual ignition angle), selecting a value of each working condition point CA50(Inca estimated combustion stability) according to an oil consumption priority principle, and averaging to obtain an engine CA50 value;
step three: calibrating the oil injection cut-off time; starting at 1600rpm, taking 400rpm as a step to 4400rpm, closing the intake and exhaust phases and EGR, starting at 200hPa and taking 100 steps to full load by adjusting imep _ MBT (mean indicated effective pressure), and collecting the engine emission data of the working conditions; the step is to select the best fuel injection cut-off time with the minimum CO (carbon monoxide) for improving the emission;
step four: calibrating the inflation model; after 1000rpm and 1200rpm are selected, every 400rpm is one step to 4800rpm and 5000rpm, every rotating speed is from 1bar to full load, different VVT opening degrees (divided into 0 degree CA, 12 degree CA, 24 degree CA, 36 degree CA and 48 degree CA) are modified to carry out point sweeping, and oil consumption and emission data are recorded; selecting a point with the lowest oil consumption in a non-full load area, selecting a VVT (intake and exhaust phase) combination with a small HC (emission) and a working condition when the oil consumption is within a 1% error, and selecting a VVT combination with a large torque in a full load area;
step five: calibrating the torque model; firstly, closing VVT and EGR, and acquiring data after adjusting a main ignition angle under all working conditions; secondly, opening degree of the VVT is released, data is acquired after a main ignition angle is adjusted under all working conditions, the ignition advance angle is acquired by experimental data for closing the VVT, MBT (main ignition angle) is acquired by selecting experimental data for releasing the VVT, the main ignition angle is directly equal to the ignition advance angle when the VVT is opened at a non-detonation point, and the detonation point is acquired by combining with the minimum value which can be reached by AI50 (a combustion analyzer acquires a value of actual combustion sufficiency);
step six: EGR calibration is carried out; after 1000rpm and 1200rpm are selected, every 400rpm is one step to 4800rpm and 5000rpm, the operation is started from 200hPa by adjusting imep _ MBT, 100hPa is one step to full load, all the operating conditions are started from 0CA, 10 DEG CA is one step, EGR is started until the EGR temperature upper limit value is reached or the COV (combustion stability) exceeds 3%, data collection is stopped, and the EGR opening at the point of lowest oil consumption is selected;
step seven: calibrating the detonation; adjusting a detonation ignition advance angle to be 0 degree CA, increasing the detonation ignition advance angle under all working conditions until a combustion analyzer displays that detonation occurs, checking the initial time and duration of signal detonation of a detonation sensor through an oscilloscope, then starting the detonation ignition advance angle to be 12 degrees CA, and adjusting a threshold value to prevent the detonation ignition advance angle from being removed when the detonation does not occur; when knocking occurs, the knocking threshold is adjusted to enable an ECU (traveling computer) to remove the ignition advance angle so as to eliminate the knocking phenomenon.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention, and the present invention is not limited thereto, and any person skilled in the art can substitute or change the technical solution of the present invention and its inventive concept within the technical scope of the present invention.
Claims (1)
1. A gasoline engine calibration-based basic range extender special optimization method is characterized by comprising the following steps: the method comprises the following steps:
the method comprises the following steps: calibrating the flow of the fuel injector before the calibration is started; closing an intake and exhaust phase and EGR (exhaust gas recirculation) and selecting different rotating speeds, starting from 20kpa and taking 10kpa as a step length to sweep to full load, and focusing on the difference value between the oil consumption estimated value in the INCA basic data and the actual value of an engine rack, wherein the difference value is within 5 percent and meets the requirement, otherwise, modifying the oil consumption estimated value to be within a normal range;
step two: carrying out an ignition advance angle loss experiment; starting from 800rpm, taking 400rpm as a step size to 4400rpm, closing an intake and exhaust phase and EGR, after an engine is pulled to 2bar, 4bar and 6bar, taking a main ignition angle of basic data as a center, taking 2-degree CA as a step size, adding and subtracting ignition angles from the main ignition angle to two sides, after the condition of the engine is stable, acquiring data for each ignition advance angle, selecting a CA50 value of each working point according to an oil consumption priority principle, and averaging to obtain a CA50 value of the engine;
step three: calibrating the oil injection cut-off time; starting from 1600rpm, taking 400rpm as a step to 4400rpm, closing the intake and exhaust phases and EGR, starting from 200hPa and taking 100 as a step to full load by adjusting imep _ MBT, and collecting the engine emission data of the working conditions; the step is to select the best oil injection cut-off time with the minimum CO for improving the emission;
step four: calibrating the inflation model; after 1000rpm and 1200rpm are selected, every 400rpm is one step length to 4800rpm and 5000rpm, every rotating speed is from 1bar to full load, different VVT opening degrees are modified for sweeping, and oil consumption and emission data are recorded; selecting a point with the lowest oil consumption in a non-full load area, selecting a VVT combination with small HC under the working condition when the oil consumption is within the error of 1%, and selecting a VVT combination with large torque in a full load area;
step five: calibrating the torque model; firstly, closing VVT and EGR, and acquiring data after adjusting a main ignition angle under all working conditions; secondly, opening of the VVT is released, data are collected after the main ignition angle is adjusted under all working conditions, the ignition advance angle is obtained by experimental data for closing the VVT, the MBT is obtained by experimental data for releasing the VVT, the main ignition angle is directly equal to the ignition advance angle when the VVT is opened at a non-detonation point, and the detonation point is obtained by combining with the minimum value which can be reached by AI 50;
step six: EGR calibration is carried out; after 1000rpm and 1200rpm are selected, every 400rpm is one step to 4800rpm and 5000rpm, the operation is started from 200hPa by adjusting imep _ MBT, 100hPa is one step to full load, all the working conditions are started from 0CA, 10 DEG CA is one step, EGR is started until the EGR temperature upper limit value is reached or the COV exceeds 3%, data collection is stopped, and the EGR opening degree at the point with the lowest oil consumption is selected;
step seven: calibrating the detonation; adjusting a detonation ignition advance angle to be 0 degree CA, increasing the detonation ignition advance angle under all working conditions until a combustion analyzer displays that detonation occurs, checking the initial time and duration of signal detonation of a detonation sensor through an oscilloscope, then starting the detonation ignition advance angle to be 12 degrees CA, and adjusting a threshold value to prevent the detonation ignition advance angle from being removed when the detonation does not occur; when knocking occurs, the knocking threshold is adjusted to enable the ECU to de-ignite the advance angle so as to eliminate the knocking phenomenon.
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Cited By (2)
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