CN113898487A - Cold start method of high-power Miller cycle diesel engine - Google Patents
Cold start method of high-power Miller cycle diesel engine Download PDFInfo
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- CN113898487A CN113898487A CN202111234171.7A CN202111234171A CN113898487A CN 113898487 A CN113898487 A CN 113898487A CN 202111234171 A CN202111234171 A CN 202111234171A CN 113898487 A CN113898487 A CN 113898487A
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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
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
- F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
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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
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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
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Abstract
A cold start method of a high-power Miller cycle diesel engine comprises the following steps: and performing secondary fuel injection in the single piston cycle, wherein the secondary fuel injection comprises primary pilot injection fuel and secondary main injection fuel, and the pilot injection fuel supply advance angle of the primary pilot injection fuel is equal to the sum of the main injection fuel supply advance angle and the fuel supply interval angle of the secondary main injection fuel. The cold starting method of the high-power Miller cycle diesel engine shortens the cold starting time of the locomotive diesel engine adopting the Miller cycle technology, ensures the success rate of cold starting, and achieves the starting times as many as possible under the capacity of the existing starting air cylinder.
Description
Technical Field
The invention relates to the field of diesel engines, in particular to a cold start method of a high-power Miller cycle diesel engine.
Background
When the diesel locomotive is applied, the diesel engine configured on the diesel locomotive is required to be started quickly, in a short time and easily, so that the locomotive can reach a working state as soon as possible. However, the starting time is too long or the starting failure of a certain time often occurs in the starting process of the diesel engine, and particularly in the environment with relatively low temperature, the starting time is too long or the starting failure of a certain time still belongs to the normal use condition of the diesel engine due to the influence of factors such as the environment and the like, but the great disadvantage exists. The diesel engine of the domestic locomotive is generally started by a wind motor and needs to use compressed air. The space of the locomotive is limited, and the volume and arrangement of the air storage tank for storing the compressed air are also greatly limited. Therefore, the required time for starting the diesel engine every time is required to be as short as possible, the required air volume is as small as possible, and meanwhile, if the starting time of the diesel engine is too long or the starting fails, the diesel engine is damaged to a certain extent, especially the diesel engine is started in a low-temperature environment (at the moment, the temperature of air inlet, fuel oil, engine oil, water and the like of the diesel engine is between 0 and 20 ℃), and the cold start is called as short.
Internationally, as environmental protection becomes the mainstream direction, the emission of diesel engines is also becoming the focus of people. The miller cycle technique is increasingly being used as one of the effective measures to reduce NOx emissions from diesel engines. The miller cycle is mainly characterized in that an intake valve is closed before the bottom dead center in the intake process, and the intake undergoes an expansion cooling process before the bottom dead center so as to reduce the combustion temperature in a cylinder and further reduce the emission of NOx. However, early closing of its intake valve may cause a decrease in the intake air amount. Generally, for diesel engines using the miller cycle technology, a high-pressure boost system is used to ensure sufficient intake air to effectively reduce NOx emissions while ensuring constant dynamics and economy.
At present, the secondary fuel injection technology is applied to the normal operation process of the diesel engine and is beneficial to reducing the emission. However, the application research of the fuel secondary injection technology to the starting process of the high-power diesel engine is less, and the fuel secondary injection technology is almost not applied to the high-power diesel engine adopting the miller cycle. This technique, however, has a strong dependency on the relevant injection parameter settings, which may lead to start-up difficulties and even start-up failures if the relevant injection parameter settings are not appropriate.
The existing cold start technology for locomotive diesel engines is realized by continuously increasing the circulating oil supply amount, and is suitable for diesel engines which do not adopt the Miller circulating technology because the diesel engines have enough air input to meet the requirement of fuel oil combustion. However, for a diesel engine adopting the miller cycle technology, due to the limitation of air intake, the smooth start of the diesel engine cannot be realized even if the diesel engine fails to start due to too large amount of circulating oil supply, fuel consumption is increased, and emission pollution is serious. The long cold start time caused by the difficult starting process also has the defects of large consumed start air quantity, low oil-water temperature, serious abrasion to moving parts of the diesel engine and more consumed fuel oil.
However, for the start-up process of the diesel engine, the amount of intake air brought about by the miller cycle is reduced because the high supercharging system is not active, further aggravating the difficulty of the "cold start". Therefore, how to shorten the time of the "cold start" and improve the efficiency of the "cold start" is a problem to be solved urgently for the diesel engine adopting the miller cycle technology.
Disclosure of Invention
Aiming at the defects in the prior art, the invention aims to provide a cold starting method of a high-power Miller cycle diesel engine, which shortens the cold starting time of the locomotive diesel engine adopting the Miller cycle technology, ensures the success rate of cold starting and achieves the starting times as many as possible under the capacity of the existing starting air cylinder.
In order to achieve the purpose, the invention provides the technical scheme that:
a cold start method of a high-power Miller cycle diesel engine comprises the following steps: and carrying out secondary fuel injection in the single piston cycle, wherein the secondary fuel injection comprises primary pilot injection fuel and secondary main injection fuel, the pilot injection fuel supply advance angle of the primary pilot injection fuel is equal to the sum of the main injection fuel supply advance angle and the fuel supply interval angle of the secondary main injection fuel, and the following relational expression is satisfied:
0°<θ1<6°，14°<Δθ<17°
P＝(450+5×T)×B
dP≥200
wherein: theta1Main injection fuel supply advance angle; delta theta-oil supply interval angle; alpha-the advance angle of closing of the intake valve; d, diesel engine cylinder diameter (mm); s-diesel piston stroke (mm); CR-compression ratio of the piston of the diesel engine; t-diesel engine inlet air temperature; a, a value range control coefficient of total injected fuel quantity; q1-first pre-injected fuel quantity (mg/str); q2-a second main injection of fuel (mg/str); p-fuel injection pressure (bar); b, fuel injection pressure value range control coefficient; dP is the rate of rise of fuel injection pressure (bar/s).
Further, the first pilot injection of fuel mixes the fuel sufficiently with the air in the cylinder for ignition warm-up.
Further, the fuel oil is combusted to work through the second main injection of the fuel oil.
Further, the value range of the total injected fuel quantity control coefficient is 0.975-1.025.
Further, the control coefficient of the total fuel injection quantity value range takes 1.
Further, the fuel injection pressure range control coefficient range is 0.95-1.40.
Further, the fuel injection pressure value range control coefficient takes a value of 1.
Further, the main injection oil advance angle takes 3 °.
Further, the oil supply interval angle takes 17 °.
The invention also provides a high-power Miller cycle diesel engine, which adopts the cold start method of the high-power Miller cycle diesel engine.
The invention has the beneficial effects that:
the cold starting method of the high-power Miller cycle diesel engine shortens the cold starting time, improves the starting success rate, reduces the consumption of the air reservoir and improves the economic benefit and the social benefit of the diesel engine. The cold start time of the locomotive diesel engine adopting the Miller cycle technology is shortened, the success rate of cold start is ensured, and the starting times are as many as possible under the capacity of the existing starting air cylinder.
Drawings
FIG. 1 shows a simplified flow diagram of a cold start method for a high power Miller cycle diesel engine of the present invention;
fig. 2 shows a graph of diesel engine speed versus time for an example of the cold start method of a high power miller cycle diesel engine of the invention and a comparative example.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to embodiments and accompanying drawings. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
For a mobile diesel engine, the existing cold start technology: the fuel injection system is electronically controlled, and the fuel injection system is realized by adjusting the injection pressure and the fuel supply advance angle of single injection. An increase in injection pressure and an increase in the advance angle of fuel supply (early injection) increase atomization of fuel, but the atomization of fuel requires heat absorption, and for cold start, the compression end temperature is lowered, which is detrimental to fuel combustion. Therefore, during cold start, a lower injection pressure and a smaller advance angle of oil supply should be selected. The existing cold start technical scheme aiming at the diesel engine adopting the Miller cycle technology has the following diesel engine start parameters: when the temperature of the diesel engine oil is 10 ℃ and the temperature of the air inlet is more than or equal to 0 ℃, single injection is adopted by the diesel engine, the fuel injection pressure P is 600bar, and the fuel supply advance angle theta is 9 degrees. Starting is extremely difficult, and after a start button is pressed, the diesel engine can be ignited within about 5 seconds (or more). After ignition, in the process that the rotating speed (n) rises to the idling, sometimes the rotating speed fluctuates for a period of time (the fluctuation time exceeds 60s at most) at a certain rotating speed and then continues to rise, even the idling rotating speed cannot be reached, and the starting failure is caused. Meanwhile, false combustion can occur in some cylinders, namely the oil-gas mixture in the cylinder is burnt but not enough, and the starting state of the cylinder cannot be reached, so that a great amount of black smoke is discharged by the cylinder. The defects of the prior art are as follows: the consumption starting air quantity is large, the oil-water temperature is low, and the abrasion to moving parts of the diesel engine is serious; the fuel consumption is high; the phenomenon of 'false combustion' exists, and exhaust pollution is serious; the economic benefit and the social benefit of the diesel engine are seriously influenced, especially under the working condition that the diesel engine is required to be quickly started.
The cold start method of the high-power Miller cycle diesel engine provided by the invention, as shown in figure 1, comprises the following steps: performing secondary fuel injection in the single piston cycle, wherein the secondary fuel injection comprises primary pilot injection fuel and secondary main injection fuel, and the pilot injection fuel supply advance angle theta of the primary pilot injection fuel2Main injection fuel supply advance angle theta equal to second main injection fuel1And the sum of the fueling interval angle Δ θ, and satisfies the following relationship:
0°<θ1<6°，14°<Δθ<17°
P＝(450+5×T)×B
dP≥200
wherein: theta1Main injection fuel supply advance angle; delta theta-oil supply interval angle; α — intake valve closing advance angle (relative to piston travel to bottom dead center); d, diesel engine cylinder diameter (mm); s-diesel piston stroke (mm); CR-compression ratio of the piston of the diesel engine; t-diesel engine inlet air temperature; a, a value range control coefficient of total injected fuel quantity; q1-first pre-injected fuel quantity (mg/str); q2-a second main injection of fuel (mg/str); p-fuel injection pressure (bar); b, fuel injection pressure value range control coefficient; dP is the rate of rise of fuel injection pressure (bar/s).
A cold start high power miller cycle diesel engine.
The intake valve closing advance angle α, the diesel cylinder diameter D, the diesel piston stroke S, and the diesel piston compression ratio CR are fixed values relating to the diesel engine. The value range of the total injected fuel quantity control coefficient A ranges from 0.975 to 1.025, and the value of 1 is preferred. The range of the fuel injection pressure control coefficient B is 0.95-1.40, and the value is preferably 1. Main injection fuel supply advance angle theta1Preferably 3 deg., and the oil supply interval angle delta theta preferably 17 deg.. The air inlet temperature T of the diesel engine needs to be actually monitored, and the air inlet temperature T of the diesel engine is preferably more than or equal to 0 ℃; first pilot injection fuel quantity Q1Second main injection fuel quantity Q2And the fuel injection pressure P is obtained by calculation according to the air inlet temperature T of the diesel engine and belongs to a set value of the diesel engine.
The injection pressure of fuel requires a process of building up the fuel pressure (fuel pressure rise) at the beginning of the start of the diesel engine. The greater the rate of rise dP of the fuel injection pressure, the shorter the time to build up the fuel pressure, and the faster the fuel injection pressure P reaches the cold start requirement, which would otherwise affect the cold start time. In accordance with the starting characteristics of the diesel engine (the fuel injection pressure P starts to rise, that is, the engine speed starts to rise, with a time interval until the fuel starts to be injected), the above demand formula is given for the fuel injection pressure increase rate dP in order to ensure that the fuel injection pressure P can reach (or approach) the set target fuel injection pressure at the time of the first fuel injection.
According to a large amount of experimental data, the cold starting method of the high-power Miller cycle diesel engine adopts a method of secondary injection of the internal combustion oil in the single cycle of the piston and continuously fits various relevant parameters of cold starting, so that parameters such as the oil supply advance angle, the fuel injection pressure, the injected fuel quantity and the like are fitted with each other to achieve an optimal starting state, and the oil supply advance angle, the fuel injection pressure and the injected fuel quantity meet the requirements of cold starting. The single-cycle internal combustion oil secondary injection method is characterized by that in the piston single cycle, firstly the fuel oil is pre-injected to make the fuel oil and air in the cylinder fully mix, and then the second main injection of fuel oil is made to make the fuel oil burn and produce work. Fuel supply advance angle of diesel engine (main injection fuel supply advance angle theta)1Pre-injection fuel supply advance angle theta2) The fuel supply interval angle delta theta refers to the difference value of the crank angle when the fuel injection pump starts to supply fuel into the cylinder and the crank angle when the fuel is injected for the first time in advance and the crank angle when the fuel is injected for the second time in main injection. Wherein the total injected fuel quantity Q is the first preliminary injected fuel quantity Q of the first preliminary injected fuel1And a second main injection fuel quantity Q of the second main injection fuel2And (4) summing. Pre-injection fuel supply advance angle theta of first pre-injection fuel2Main injection fuel supply advance angle theta equal to second main injection fuel1And the sum of the oil supply interval angle delta theta, so as to achieve the purpose of completely starting the cylinder.
According to the parameters, the settings of the diesel engine in the cold start state are determined, and the good effects of short cold start time and high start success rate of the diesel engine can be achieved.
The invention discloses a cold starting method of a high-power Miller cycle diesel engine, which is implemented for the high-power diesel engine adopting the Miller cycle technology, and comprises the following steps: the method comprises the following steps of performing secondary fuel injection in a single cycle of a piston, continuously fitting various parameters related to cold start of the high-power diesel engine adopting the Miller cycle technology, revising the parameters of cold start of the high-power diesel engine adopting the Miller cycle technology, and performing cold start, wherein the parameters of the cold start are determined according to the following relational expression:
0°<θ1<6°，14°<Δθ<17°
P＝(450+5×T)×B
dP≥200
wherein: theta1Main injection fuel supply advance angle; delta theta-oil supply interval angle; α — intake valve closing advance angle (relative to piston travel to bottom dead center); d, diesel engine cylinder diameter (mm); s-diesel piston stroke (mm); CR-compression ratio of the piston of the diesel engine; t-diesel engine inlet air temperature; a, a value range control coefficient of total injected fuel quantity; q1-first pre-injected fuel quantity (mg/str); q2-a second main injection of fuel (mg/str); p-fuel injection pressure (bar); b, fuel injection pressure value range control coefficient; dP is the rate of rise of fuel injection pressure (bar/s). The value range control coefficient A of total injected fuel quantity takes 1, the value range control coefficient B of fuel injection pressure takes 1, and the main injection fuel supply advance angle theta1The value is 3 degrees, the oil supply interval angle delta theta is 17 degrees, and the air inlet temperature T of the diesel engine is more than or equal to 0 degree.
The cold start adopts the high-power diesel engine of the Miller cycle technology.
In the embodiment 1 and the embodiment 2 of the invention, in which the cold start method of the high-power miller cycle diesel engine is implemented by the high-power diesel engine adopting the miller cycle technology, the oil-water temperature of the high-power diesel engine adopting the miller cycle technology is detected to be about 10 ℃, the high-power diesel engine adopting the miller cycle technology is in the cold start low-temperature environment, and other detected temperatures and set parameters are shown in table 1. In a comparative example in which a high-power diesel engine using the miller cycle technique was not used in the cold start method of the high-power miller cycle diesel engine of the present invention, the inlet air temperature was 4 ℃.
TABLE 1 temperature detection and setting parameters
The cold start of the high-power diesel engine adopting the miller cycle technology is smooth, and the relationship curve of the rotating speed of the high-power diesel engine adopting the miller cycle technology and the time in the embodiment 1, the embodiment 2 and the comparative example is shown in fig. 2. Also shown in fig. 2 is the reservoir pressure versus time curve, wherein example 1, example 2, and the comparative example all use the same reservoir pressure curve. The reservoir pressure curve is an inherent characteristic curve of the wind motor starting system adopted in the examples and the comparative examples installed on the high-power diesel engine adopting the miller cycle technology of the examples and the comparative examples.
As can be seen from fig. 2, after the cold start method of the high-power miller cycle diesel engine is adopted by the high-power diesel engine adopting the miller cycle technology, the start time is shortened from 3.7s to 2.3 s. Accordingly, the reservoir pressure drop required for starting also drops from 2.83bar to 1.9bar, i.e. the amount of compressed air consumed by the wind motor at cold start is greatly reduced. By finding a second rising point of the rotating speed of the high-power diesel engine (the ignition point of the oil injection of the diesel engine) by adopting the miller cycle technology, and as shown by an arrow 1 and an arrow 2 in fig. 2, a corresponding time point (x axis) and an air reservoir pressure value (air reservoir pressure curve) are found, the time corresponding to the second rising point of the rotating speed is the starting time, and the difference between the initial value of the air reservoir pressure (the value when the x axis is 0) and the air reservoir pressure value corresponding to the second rising point of the rotating speed is the air reservoir pressure drop. In addition, in the cold starting process, after the cold starting method of the high-power Miller cycle diesel engine is adopted, the time of the high-power diesel engine adopting the Miller cycle technology for rising to idle is also greatly reduced from 16s to about 9s, and certain rotating speed does not generate fluctuation for a certain time in the process. The idling speed of a high-power diesel engine using the Miller cycle technique was 600rpm, 16s corresponded to the time for the comparative example to rise from 0rpm to 600rpm, and 9s corresponded to the time for the examples (including examples 1 and 2) to rise from 0rpm to 600 rpm.
The cold starting method of the high-power Miller cycle diesel engine shortens the cold starting time, improves the starting success rate, reduces the consumption of the air reservoir and improves the economic benefit and the social benefit of the diesel engine. The cold start time of the locomotive diesel engine adopting the Miller cycle technology is shortened, the success rate of cold start is ensured, and the starting times are as many as possible under the capacity of the existing starting air cylinder.
The invention also provides a high-power Miller cycle diesel engine which can adopt the cold starting method of the high-power Miller cycle diesel engine.
The above-mentioned embodiments only express the embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the present invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention.
Claims (10)
1. A cold start method of a high power Miller cycle diesel engine, comprising: performing secondary fuel injection within a piston single cycle, the secondary fuel injection including a first pilot injection of fuel and a second main injection of fuel, the pilot injection of the first pilot injection of fuel having a fuel supply advance angle equal to the sum of the main injection of fuel supply advance angle and the fuel supply interval angle of the second main injection of fuel, and satisfying the following relational expression:
0°<θ1<6°，14°<Δθ<17°
P＝(450+5×T)×B
dP≥200
wherein: theta1Main injection fuel supply advance angle; delta theta-oil supply interval angle; alpha-the advance angle of closing of the intake valve; d, diesel engine cylinder diameter (mm); s-diesel piston stroke (mm); CR-compression ratio of the piston of the diesel engine; t-diesel engine inlet air temperature; a, a value range control coefficient of total injected fuel quantity; q1-first pre-injected fuel quantity (mg/str); q2-a second main injection of fuel (mg/str); p-fuel injection pressure (bar); b, fuel injection pressure value range control coefficient; dP is the rate of rise of fuel injection pressure (bar/s).
2. A cold start method for a high power miller cycle diesel engine as set forth in claim 1, wherein the first pre-injection of fuel causes the fuel to be thoroughly mixed with air in the cylinder for pilot preheating.
3. A cold start method of a high power miller cycle diesel engine according to claim 2, characterized in that the second main injection of fuel causes the fuel to burn to produce work.
4. The cold start method of a high-power Miller cycle diesel engine as claimed in claim 3, wherein the control coefficient of the range of total injected fuel amount ranges from 0.975 to 1.025.
5. The cold start method of a high power miller cycle diesel engine as claimed in claim 4, wherein the total injected fuel quantity value range control coefficient takes the value 1.
6. The cold start method of the high-power Miller cycle diesel engine as claimed in claim 4, wherein the range of the fuel injection pressure control coefficient is 0.95-1.40.
7. The cold start method of a high power miller cycle diesel engine as claimed in claim 6, wherein the range control coefficient of the fuel injection pressure is 1.
8. A cold start method of a high power Miller cycle diesel engine as claimed in claim 7, characterized in that said main injection oil supply advance angle takes 3 °.
9. The cold start method of a high power miller cycle diesel engine as claimed in claim 6, wherein the oil supply interval angle is 17 °.
10. A high power miller cycle diesel engine, characterized in that a cold start method of a high power miller cycle diesel engine as claimed in any of claims 1-9 is employed.
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| 杨坤;孙凯;鲁祯;王天友;王怀印;: "多喷油器分段喷射对大缸径低速柴油机燃烧及排放的影响" * |
| 谭博文;姜昭禹;冯学鹏;芦宁;: "大功率高速机车柴油机排放控制策略" * |
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