CN113982805B - Start-up system and control method - Google Patents
Start-up system and control method Download PDFInfo
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- CN113982805B CN113982805B CN202111345381.3A CN202111345381A CN113982805B CN 113982805 B CN113982805 B CN 113982805B CN 202111345381 A CN202111345381 A CN 202111345381A CN 113982805 B CN113982805 B CN 113982805B
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- 238000000034 method Methods 0.000 title claims abstract description 44
- 239000000446 fuel Substances 0.000 claims description 20
- 238000002347 injection Methods 0.000 claims description 17
- 239000007924 injection Substances 0.000 claims description 17
- 238000006073 displacement reaction Methods 0.000 claims description 6
- 230000006835 compression Effects 0.000 abstract description 18
- 238000007906 compression Methods 0.000 abstract description 18
- 239000000284 extract Substances 0.000 abstract description 4
- 238000006243 chemical reaction Methods 0.000 description 9
- 238000000605 extraction Methods 0.000 description 6
- 238000007789 sealing Methods 0.000 description 5
- 239000003054 catalyst Substances 0.000 description 3
- 230000007423 decrease Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000007613 environmental effect Effects 0.000 description 2
- 238000012423 maintenance Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
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- 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
- F02B21/00—Engines characterised by air-storage chambers
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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
- F02D41/0002—Controlling intake air
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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
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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
- F02D41/0002—Controlling intake air
- F02D2041/0022—Controlling intake air for diesel engines by throttle control
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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
- Y02T10/62—Hybrid vehicles
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- Engineering & Computer Science (AREA)
- 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)
- Combined Controls Of Internal Combustion Engines (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
The invention relates to the technical field of automobiles, and discloses a starting system and a control method. The starting system comprises an engine, a generator, a control unit, an air storage tank, a suction pipeline and an electromagnetic valve. The generator can drive the engine to rotate. An engine includes a cylinder having an intake manifold, a piston, and a throttle valve disposed on the intake manifold. The two ends of the suction pipeline can be respectively communicated with the air storage tank and the air inlet manifold, and the throttle valve and the suction pipeline are sequentially arranged along the flow direction of air in the air inlet manifold. The electromagnetic valve is arranged on the suction pipeline. During the shutdown process, the throttle valve is closed, the solenoid valve is opened, the piston draws air from the air reservoir through the intake manifold, and the reservoir pressure is reduced. In the starting process, the pressure of the air storage tank is smaller than the maximum allowable pressure, the throttle valve is closed, the electromagnetic valve is opened, the air storage tank extracts air of the air inlet manifold, the compression counter force of the piston is reduced, the starting efficiency is improved, and the NVH performance of the engine is improved.
Description
Technical Field
The invention belongs to the technical field of automobiles, and particularly relates to a starting system and a control method.
Background
Hybrid vehicles have a series configuration of hybrid, with the engine and generator directly connected together through a torsional damper. In the starting process, the engine is ignited after the engine is dragged to a certain rotating speed by the output torque of the generator, then the torque of the generator is converted into negative torque from positive torque to generate power, and the power output by the generator is transmitted to the driving motor to finish the driving of the whole vehicle.
In the starting and dragging process, the dragging resistance moment comes from the rotational inertia of a crankshaft, a torsional damper, a reduction gear and a generator rotor on one hand, and from the compression counterforce of a piston in the engine on the other hand. At present, through the cooperation control of the variable valve timing of the air inlet and the air outlet and the throttle valve, the actual air inflow in the cylinder in the dragging process can be reduced to a certain extent, and then the compression counterforce of the piston is reduced. Since the intake and exhaust variable valve timing of the current engine is mostly in a hydraulic driving form, the variable valve timing can hardly be controlled in the starting process, and therefore, the actual air intake amount in a cylinder in the dragging process is difficult to be effectively reduced only by throttle control.
Accordingly, there is a need for a starting system and control method that reduces the compression reaction of the pistons, thereby improving the starting speed and NVH performance of the engine.
Disclosure of Invention
It is an object of the present invention to provide a starting system to reduce compression reaction of pistons of an engine and drag torque of a generator, and to improve starting speed and NVH performance of the engine.
The technical scheme adopted by the invention is as follows:
a starting system comprising an engine, a generator and a control unit, wherein the generator can drive the engine to rotate; the engine comprises a cylinder, a throttle valve and a piston, wherein the piston is arranged in the cylinder in a sliding way, the cylinder is provided with an intake manifold, and the throttle valve is arranged on the intake manifold; the starting system further comprises:
a gas storage tank;
the two ends of the suction pipeline can be respectively communicated with the air storage tank and the air inlet manifold, and the throttle valve and the suction pipeline are sequentially arranged along the flow direction of the air in the air inlet manifold; and
the electromagnetic valve is arranged on the suction pipe path; the electromagnetic valve is configured to be capable of being opened when the engine is stopped and the throttle valve is closed, and to be closed when the opening time of the electromagnetic valve reaches a preset opening time or the rotational speed of the engine is zero; or,
the engine can be started, the pressure in the air storage tank is smaller than the maximum allowable pressure of the air storage tank, the throttle valve is closed, the engine is opened when the rotating speed reaches a first preset rotating speed, and the control unit sends out an oil injection instruction or the engine is closed when the rotating speed reaches a second preset rotating speed; or,
the engine can be started, and the pressure in the air storage tank is always kept closed when the pressure in the air storage tank is larger than the maximum allowable pressure of the air storage tank.
Further, the starting system further comprises:
and the rotating speed sensor is arranged on the cylinder and is used for measuring the rotating speed of the engine.
Further, the starting system further comprises:
the first pressure sensor is arranged on the air inlet manifold, and the throttle valve and the first pressure sensor are sequentially arranged along the flow direction of the air in the air inlet manifold;
the second pressure sensor is arranged on the air storage tank and is used for measuring the pressure in the air storage tank; and
and a third pressure sensor for measuring the atmospheric pressure outside the starting system.
Further, the intake manifold has a volume twice the sum of the throttle valve and the cylinder and the displacement of the engine as the volume of the air tank.
Further, when the pressure of the air tank is 1000hPa, the pressure of the end of the electromagnetic valve away from the air tank is always 300hPa, and the suction pipeline is configured so that when the electromagnetic valve is opened, the pressure of the air tank can be reduced from 1000hPa to 500hPa within 0.4 s.
Further, the first preset rotating speed of the engine is 20 r/min-50 r/min, and the second preset rotating speed is 900 r/min-1100 r/min.
Another object of the present invention is to provide a control method of a starting system, so as to reduce compression reaction force of a piston of an engine and drag torque of a generator, and improve starting speed and NVH performance of the engine.
The technical scheme adopted by the invention is as follows:
the control method of the starting system is applied to the starting system and comprises the following steps:
when the engine starts, the generator starts and drives the engine to rotate, and meanwhile, the control unit sends out a fuel cut-off instruction, and the throttle valve is closed;
judging whether the pressure in the air storage tank is smaller than the maximum allowable pressure of the air storage tank or not;
if yes, continuing to judge whether the rotating speed of the engine reaches the first preset rotating speed;
if the electromagnetic valve is opened, the air inlet manifold is communicated with the air storage tank, so that the air storage tank and the piston jointly suck air in the air inlet manifold;
judging whether the control unit sends out an oil injection command or not; or judging whether the rotating speed of the engine reaches the second preset rotating speed;
and if the control unit sends out an oil injection command and/or the engine speed reaches the second preset speed, the electromagnetic valve is closed.
Further, the control method of the starting system further comprises the following steps:
when the engine is stopped, the control unit sends out a fuel cut command, and the throttle valve is closed so as to reduce the pressure of the intake manifold;
the electromagnetic valve is opened, and the air inlet manifold is communicated with the air storage tank so that the air inlet manifold sucks air in the air storage tank;
judging whether the pressure in the air storage tank is smaller than the maximum allowable pressure of the air storage tank or not;
if yes, the electromagnetic valve is closed;
if not, continuously judging whether the pressure in the air inlet manifold is greater than the pressure in the air storage tank;
if yes, driving the engine to rotate at a real-time rotating speed for a preset time through the generator, so that the pressure in the air inlet manifold is smaller than the pressure in the air storage tank;
if not, the electromagnetic valve is closed.
Further, when the engine is stopped, after the control unit issues a fuel cut instruction and the throttle valve is closed, before the solenoid valve is opened,
judging whether the minimum pressure value in the air inlet manifold is smaller than the pressure threshold value of the air inlet manifold or not;
if yes, the air inlet manifold is airtight;
if not, the air intake manifold leaks air.
Further, after the engine is stopped, a first pressure value in the air storage tank is obtained; before the engine starts, acquiring a second pressure value in the air storage tank; calculating whether the difference of the second pressure value minus the first pressure value is greater than 50hPa;
if yes, the air storage tank leaks air;
if not, the air storage tank is airtight.
The beneficial effects of the invention are as follows:
the starting system provided by the invention comprises an engine, a generator, a control unit, an air storage tank, a suction pipeline and an electromagnetic valve. During an engine shutdown, the throttle is closed and the piston draws air from the intake manifold such that the pressure in the intake manifold is reduced. The electromagnetic valve is opened to enable the air storage tank to be communicated with the air inlet manifold, the piston sucks air of the air storage tank through the air inlet manifold, the pressure of the air storage tank is reduced, and the air storage tank has a certain vacuum degree. In the starting process of the engine, the pressure of the air storage tank is smaller than the maximum allowable pressure of the air storage tank, the throttle valve is closed, when the rotating speed of the engine reaches the first preset rotating speed, the electromagnetic valve is opened, so that the air storage tank is communicated with the air inlet manifold, the air storage tank and the piston jointly extract air of the air inlet manifold, the air extraction amount of the piston is reduced, the compression counter force of the piston is reduced, the dragging torque of the generator is reduced, and the starting efficiency of the engine is improved. Meanwhile, by reducing the compression counterforce of the piston, the starting vibration of the engine can be reduced, and the NVH performance of the engine is improved.
In the stopping process, the pressure of the air storage tank is larger than the maximum allowable pressure of the air storage tank, the electromagnetic valve is kept closed, and the starting of the engine is realized by increasing the output power of the generator.
According to the control method of the starting system, in the starting process of the engine, because the pressure of the air storage tank is smaller than the maximum allowable pressure of the air storage tank, after the electromagnetic valve is opened, the air storage tank and the piston jointly extract air of the air inlet manifold, so that the air extraction amount of the piston is reduced, the compression counter force of the piston is reduced, the dragging torque of the generator is reduced, and the starting efficiency of the engine is improved. Meanwhile, by reducing the compression counterforce of the piston, the starting vibration of the engine can be reduced, and the NVH performance of the engine is improved.
Drawings
FIG. 1 is a schematic diagram of a starting system according to an embodiment of the present invention;
FIG. 2 is a main flow chart of a control method of a starting system in a shutdown process according to an embodiment of the present invention;
fig. 3 is a main flowchart of a control method of a startup system in a startup process according to an embodiment of the present invention.
The parts in the figures are named and numbered as follows:
1. an engine; 11. a cylinder; 111. an intake manifold; 112. an outlet manifold; 12. a throttle valve; 13. a piston; 14. a crankshaft; 15. a flywheel; 16. a rotation speed sensor; 171. a first pressure sensor; 172. a second pressure sensor; 173. a third pressure sensor; 18. a turbocharger; 19. a three-way catalyst;
2. a gas storage tank; 3. a suction line; 4. an electromagnetic valve; 5. a control unit; 51. an engine controller; 52. and the whole vehicle controller.
Detailed Description
In order to make the technical problems solved, the technical scheme adopted and the technical effects achieved by the invention more clear, the technical scheme of the invention is further described below by a specific embodiment in combination with the attached drawings. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the drawings related to the present invention are shown.
In the description of the present invention, unless explicitly stated and limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "right", etc. orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are merely for convenience of description and simplicity of operation, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the invention. Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for distinguishing between them.
The technical scheme of the invention is further described below by the specific embodiments with reference to the accompanying drawings.
As shown in fig. 1, the present embodiment discloses a starting system including an engine 1, a generator, and a control unit 5. The starting system is a starting system of a hybrid vehicle, and may be, for example, a starting system of a hybrid vehicle, or may be a starting system of a hybrid passenger car, or the like.
Specifically, the engine 1 includes a cylinder 11, a throttle valve 12, a piston 13, a crankshaft 14, and a flywheel 15, the cylinder 11 having an intake manifold 111 and an exhaust manifold 112 communicating with the inner cavity of the cylinder 11, the throttle valve 12 being mounted on the intake manifold 111 for controlling the amount of air entering the intake manifold 111. The turbocharger 18 and the three-way catalyst 19 are mounted on the outlet manifold 112 in this order along the flow direction of the air in the outlet manifold 112. The piston 13 is slidably disposed in the cylinder 11, and the piston 13 performs work by compressed air, thereby driving the crankshaft 14 and the flywheel 15 to rotate.
The control unit 5 of the present embodiment includes an engine controller 51 and a whole vehicle controller 52, and the whole vehicle controller 52 is connected with the engine controller 51 through a CAN bus. The engine controller 51 CAN transmit a rotation speed signal of the engine 1, a pressure signal of the intake manifold 111, an opening degree signal of the throttle valve 12, and the like to the vehicle controller 52 via the CAN bus. The whole vehicle controller 52 CAN transmit an injection enable signal of the engine 1, a generator output torque signal, and the like to the engine controller 51 through the CAN bus.
As shown in fig. 1, the starting system further includes a rotation speed sensor 16 and a pressure sensor, and the rotation speed sensor 16 is disposed on the cylinder 11. The rotation speed sensor 16 is used to measure the rotation speed of the engine 1. The rotational speed of the crankshaft 14 of the engine 1 is the rotational speed of the engine 1.
The pressure sensor of the present embodiment includes a first pressure sensor 171, a second pressure sensor 172, and a third pressure sensor 173, the first pressure sensor 171 being provided on the intake manifold 111 to measure the pressure value in the intake manifold 111 after the throttle valve 12 is closed. The throttle valve 12 and the first pressure sensor 171 are arranged in this order in the flow direction of the gas in the intake manifold 111. The second pressure sensor 172 is disposed on the air tank 2, and is used for measuring the pressure in the air tank 2. A third pressure sensor 173 is mounted on the engine controller 51 for measuring the atmospheric pressure outside the starting system.
Specifically, the rotation speed sensor 16, the first pressure sensor 171, and the third pressure sensor 173 are all communicatively connected to the engine controller 51 to transmit the rotation speed of the engine 1, the pressure value in the intake manifold 111, and the engine start system external atmospheric pressure to the engine controller 51. The second pressure sensor 172 is communicatively connected to the vehicle controller 52 to transmit the pressure value in the air tank 2 to the vehicle controller 52.
In the present embodiment, the opening and closing of the throttle valve 12 is controlled by the control unit 5. Specifically, the engine controller 51 controls the opening degree of the throttle valve 12, and is capable of transmitting an opening degree signal of the throttle valve 12 to the whole vehicle controller 52.
Further, the whole vehicle controller 52 can send an injection enable signal to the engine controller 51. And when the fuel injection enabling signal is 0, a fuel cut command is indicated. When the fuel injection enable signal is 1, a fuel injection command is indicated.
At present, the conventional starting process of the engine is as follows: the whole vehicle controller 52 controls the generator to output positive torque so as to drag the crankshaft 14 of the engine 1 to rotate, and when the engine 1 reaches a certain rotating speed, the torque of the generator is converted into negative torque from the positive torque to generate electricity, and the electric power output by the generator is transmitted to the driving motor to complete the driving of the whole vehicle. The throttle valve 12 in the engine 1 is opened, and the piston 13 sucks air in the intake manifold 111 and compresses the work in the cylinder 11 to drive the crankshaft 14 and the flywheel 15 to rotate. The exhaust gas is then discharged into the exhaust manifold 112, passed through the turbocharger 18, and finally purified by the three-way catalyst 19, and then discharged to the outside of the engine 1.
The drag torque of the engine 1 is derived from the moment of inertia of the related structure such as the crankshaft 14, and from the compression reaction force of the piston 13. Although, by the cooperative control of the intake and exhaust variable valve timing and the throttle valve 12, the actual intake air amount of the cylinder 11 during dragging can be reduced to some extent, thereby reducing the compression reaction force of the piston 13. However, the intake and exhaust variable valve timing of the engine 1 is mostly hydraulically driven, and effective control cannot be achieved during starting. Therefore, it is difficult to effectively reduce the actual intake air amount in the cylinder 11 during the dragging simply by controlling the throttle valve 12.
In addition, the compression reaction force of the piston 13 is a main cause of vibration and noise of the engine 1, and an excessive compression reaction force also affects NVH performance of the engine 1.
To solve the above problem, as shown in fig. 1, the starting system of the present embodiment further includes an air tank 2, a suction line 3, and a solenoid valve 4. Both ends of the suction pipe 3 can communicate with the air tank 2 and the intake manifold 111, respectively, and the throttle valve 12 and the suction pipe 3 are arranged in order along the flow direction of the gas in the intake manifold 111. The electromagnetic valve 4 is arranged on the suction pipeline 3 to control the on-off of the suction pipeline 3. Specifically, the whole vehicle controller 52 controls the opening and closing of the solenoid valve 4. When the solenoid valve 4 is opened, the intake manifold 111 communicates with the air tank 2 through the suction line 3. When the solenoid valve 4 is closed, the intake manifold 111 is disconnected from the air tank 2.
The embodiment also discloses a control method of the engine starting system, which can enable the air storage tank 2 to draw air of the air inlet manifold 111 during the engine starting process of the engine 1 so as to reduce the air extraction amount of the piston 13, thereby reducing the compression counter force of the piston 13 and improving the NVH performance of the engine 1.
Specifically, as shown in fig. 2, the control method of the starting system comprises the following steps in the shutdown process:
when the engine 1 is stopped, the control unit 5 issues a fuel cut instruction, and the throttle valve 12 is closed to decrease the pressure of the intake manifold 111. The solenoid valve 4 is opened and the intake manifold 111 communicates with the air tank 2 so that the intake manifold 111 sucks the air in the air tank 2.
It is determined whether the pressure in the air tank 2 is less than the maximum allowable pressure of the air tank 2.
If the pressure in the air reservoir 2 is less than the maximum allowable pressure of the air reservoir 2, the solenoid valve 4 is closed.
If the pressure in the air tank 2 is greater than the maximum allowable pressure of the air tank 2, it is continued to determine whether the pressure in the intake manifold 111 is greater than the pressure in the air tank 2.
If the pressure in the intake manifold 111 is greater than the pressure in the air tank 2, the engine 1 is driven by the generator to rotate at a real-time rotational speed for a preset time so that the pressure in the intake manifold 111 is less than the pressure in the air tank 2.
If the pressure in the intake manifold 111 is smaller than the pressure in the air tank 2, the solenoid valve 4 is closed.
As shown in fig. 3, the control method of the starting system comprises the following steps in the starting process:
when the engine 1 starts, the generator starts and drives the engine 1 to rotate, and simultaneously the control unit 5 sends out a fuel cut-off command, and the throttle valve 12 is closed.
It is determined whether the pressure in the air tank 2 is less than the maximum allowable pressure of the air tank 2.
If the pressure in the air storage tank 2 is larger than the maximum allowable pressure of the air storage tank 2, the electromagnetic valve 4 is always kept closed, and the starting of the engine 1 is realized by increasing the output power of the generator.
If the pressure in the air storage tank 2 is smaller than the maximum allowable pressure of the air storage tank 2, continuously judging whether the rotating speed of the engine 1 reaches the first preset rotating speed.
If the rotational speed of the engine 1 reaches the first preset rotational speed, the solenoid valve 4 is opened and the intake manifold 111 communicates with the air tank 2 so that the air tank 2 and the piston 13 suck the air in the intake manifold 111 together.
It is determined whether the control unit 5 issues an oil injection command. Alternatively, it is determined whether the rotational speed of the engine 1 reaches a second preset rotational speed.
If the control unit 5 issues a fuel injection command and/or the rotational speed of the engine 1 reaches a second preset rotational speed, the solenoid valve 4 is closed.
The method for calculating the maximum allowable pressure (threshold value) of the air tank 2 is as follows: at the current atmospheric pressure, the maximum pressure value of the air tank 2 is set to the current atmospheric pressure value, and the pressure of the air tank 2 is sequentially reduced from large to small in steps of 50hPa. For example, the current atmospheric pressure is 1000hPa, the maximum pressure value of the air tank 2 is set to 1000hPa, then the pressure value of the air tank 2 is sequentially reduced from 1000hPa to 950hPa, 900hPa, 850hPa … …, and the start-up test is performed, and the maximum pressure value of the air tank 2 satisfying the NVH performance of the engine 1 during start-up is set as the maximum allowable pressure of the air tank 2 at the current atmospheric pressure.
It should be noted that, a person skilled in the art may adaptively set the NVH performance of the engine 1 in a quantitative manner according to the design requirements, and the present invention is not limited thereto.
Thus, the maximum allowable pressure of the air tank 2 in a plurality of different atmospheric pressure environments can be obtained by performing the above-described test at different atmospheric pressures. And the maximum allowable pressure of the corresponding air storage tank 2 under different atmospheric pressure environments is output and stored as a table. When the crane system is used, the table is directly consulted according to the current atmospheric pressure value to obtain the system, so that the system is convenient and quick.
For easy understanding, the specific steps of the control method of the starting system in this embodiment are as follows:
during the stop of the engine 1, the fuel injection enable signal sent by the vehicle controller 52 to the engine controller 51 is set to 0, namely a fuel cut command. The engine controller 51 controls the throttle valve 12 to close, so that the piston 13 draws air from the intake manifold 111 and the pressure in the intake manifold 111 drops rapidly since the engine 1 is still rotating. After the closing signal of the throttle valve 12 is sent from the engine controller 51 to the vehicle controller 52, the vehicle controller 52 controls the electromagnetic valve 4 to open, the air storage tank 2 is communicated with the air inlet manifold 111, and the piston 13 draws air in the air storage tank 2 through the air inlet manifold 111, so that the pressure of the air storage tank 2 is quickly reduced, and the air storage tank has a certain vacuum degree.
In the process of exhausting the air storage tank 2, whether the pressure in the air storage tank 2 is smaller than the maximum allowable pressure of the air storage tank 2 is judged. When the pressure in the air tank 2 is less than the maximum allowable pressure of the air tank 2, the whole vehicle controller 52 controls the solenoid valve 4 to close. When the pressure in the air tank 2 is greater than the maximum allowable pressure of the air tank 2, it is determined whether the pressure in the intake manifold 111 is greater than the pressure in the air tank 2. When the pressure in the intake manifold 111 is smaller than the pressure in the air tank 2, the whole vehicle controller 52 controls the solenoid valve 4 to close. When the pressure in the intake manifold 111 is smaller than the pressure in the air tank 2, it is determined that the air-extracting time of the air tank 2 is insufficient, and it is necessary to lengthen the air-extracting time of the air tank 2.
Specifically, when the rotational speed of the engine 1 is lower than 700r/min, the pressure in the air tank 2 is greater than the maximum allowable pressure of the air tank 2, and the pressure difference between the two is calculated, and the rotational speed maintaining time is obtained by the pressure difference. It can be understood that the pressure difference value corresponds to the rotation speed maintaining time one by one and is in a linear relation, and the larger the pressure difference value is, the longer the corresponding rotation speed maintaining time is. It should be noted that, a person skilled in the art may obtain the rotation speed maintenance time required under different pressure differences through multiple shutdown tests, which will not be described herein.
In this embodiment, when it is determined that the air extraction time of the air storage tank 2 is insufficient, the positive torque output by the generator drives the engine 1 to rotate at the current real-time rotation speed for a preset time, which is the rotation speed maintenance time. Since the throttle valve 12 is fully closed, the longer the rotation speed maintaining time of the engine 1 is, the longer the time for the piston 13 to pump air in the air storage tank 2 through the air inlet manifold 111 is, so that the pressure in the air storage tank 2 is continuously reduced until the pressure in the air inlet manifold 111 is larger than the pressure in the air storage tank 2, the whole vehicle controller 52 controls the electromagnetic valve 4 to be closed, and the air storage tank 2 maintains a low-pressure state to prepare for the next starting of the engine 1.
It should be noted that, during the shutdown of the engine 1, the control unit 5 issues a fuel cut instruction, and after the engine 1 receives the fuel cut instruction, if the throttle valve 12 is not completely closed or if there is a certain air leakage in the intake manifold 111 at this time, the sealing effect of the air valve is degraded, so that the minimum pressure value of the intake manifold 111 during the fuel cut will be increased, and when the electromagnetic valve 4 is opened, the intake manifold 111 will not draw or reduce to draw air in the air tank 2, so that it is difficult for the air tank 2 to establish a pressure environment lower than that of the intake manifold 111. Therefore, it is also necessary to detect whether the sealability of the intake manifold 111 is good during the stop of the engine 1.
Specifically, after the control unit 5 issues the fuel cut instruction and the throttle valve 12 is closed, before the solenoid valve 4 is opened, it is determined whether or not the minimum pressure value in the intake manifold 111 is less than the pressure threshold value of the intake manifold 111. If the minimum pressure value in the intake manifold 111 is smaller than the pressure threshold value of the intake manifold 111, it indicates that the intake manifold 111 is airtight and has good sealing. If the minimum pressure value in the intake manifold 111 is greater than the pressure threshold value of the intake manifold 111, it indicates that the intake manifold 111 leaks air, and the sealing performance is poor.
The pressure threshold value of the intake manifold 111 is related to the ambient atmospheric pressure to which the engine 1 is exposed. The pressure threshold value of the intake manifold 111 may be obtained experimentally by those skilled in the art.
Specifically, the method for obtaining the pressure threshold value of the intake manifold 111 is: the qualified throttle valve 12 and the qualified intake manifold 111 are selected, so that the throttle valve 12 can be completely closed, the intake manifold 111 is well sealed, and a shutdown test is performed under different environmental atmospheric pressures, so that the minimum pressure value of the intake manifold 111 in the shutdown process under different environmental atmospheric pressures is obtained, and the minimum pressure value is added with 50hPa as the pressure threshold value of the intake manifold 111.
In order to ensure that the engine 1 can be started smoothly, it is necessary to detect whether the tightness of the air tank 2 is good before starting by using the crane system.
Specifically, as shown in fig. 2, after the engine 1 is stopped, a first pressure value in the air tank 2 is acquired. Before the engine 1 starts, a second pressure value in the air tank 2 is acquired. It is calculated whether the difference of the second pressure value minus the first pressure value is greater than 50hPa. If the difference between the two is more than 50hPa, the air leakage of the air storage tank 2 is indicated, and the sealing performance is poor. The overall vehicle controller 52 records and stores this fault. If the difference between the two is less than 50hPa, the air storage tank 2 is airtight, and has good sealing performance.
Because the air leakage degree of the air storage tank 2 is different, when the generator drives the engine 1 to rotate, the pressure in the air storage tank 2 is larger than the maximum allowable pressure of the air storage tank 2, the electromagnetic valve 4 is kept closed, and the engine 1 is started by improving the output power of the generator. When the generator drives the engine 1 to rotate, the pressure in the air storage tank 2 is still smaller than the maximum allowable pressure of the air storage tank 2, the electromagnetic valve 4 is opened, the engine 1 is assisted to finish starting through the air storage tank 2, and the NVH performance of the engine 1 is improved.
During the starting process of the engine 1, the whole vehicle controller 52 controls the generator to start and drags the engine 1 to rotate. Meanwhile, the vehicle controller 52 sends an oil injection enabling signal 0, i.e., an oil cut command, to the engine controller 51. The engine controller 51 closes the throttle valve 12 upon receiving the fuel cut instruction. It is determined whether the pressure in the air tank 2 is less than the maximum allowable pressure of the air tank 2, and if the pressure in the air tank 2 is less than the maximum allowable pressure of the air tank 2, the piston 13 starts to draw air from the intake manifold 111 when the rotational speed of the engine 1 reaches the first preset rotational speed. The solenoid valve 4 is opened, and at this time, the pressure in the air tank 2 is low, so that the air tank 2 and the piston 13 together draw air from the intake manifold 111, and the air extraction amount of the piston 13 is reduced. When the vehicle controller 52 sends an oil injection enabling signal 1 (oil injection command) to the engine controller 51 or the rotation speed of the engine 1 reaches a second preset rotation speed, the engine 1 is started, and the electromagnetic valve 4 is closed. If the pressure in the air tank 2 is greater than the maximum allowable pressure of the air tank 2, the electromagnetic valve 4 is kept closed, and the engine 1 is started by increasing the output power of the generator.
The first preset rotational speed of the engine 1 is 20r/min to 50r/m/in, and the second preset rotational speed is 900r/min to 1100r/min. For example, the first preset rotational speed may be 20r/min, 30r/min, 40r/min, 50r/min, or the like. The second preset rotation speed can be 900r/min, 1000r/min or 1100r/min, etc. The first preset rotating speed of the embodiment is 20r/min, and the second preset rotating speed is 1000r/min.
During a stop of the engine 1, the throttle valve 12 is closed, and the piston 13 draws air from the intake manifold 111, so that the pressure of the intake manifold 111 is reduced. The solenoid valve 4 is opened to communicate the air tank 2 with the intake manifold 111, and the piston 13 sucks air of the air tank 2 through the intake manifold 111, and the pressure of the air tank 2 is reduced so that the air tank 2 has a certain degree of vacuum. When the throttle valve 12 is closed and the rotation speed of the engine 1 reaches the first preset rotation speed in the starting process of the engine 1, the electromagnetic valve 4 is opened, so that the air storage tank 2 is communicated with the air inlet manifold 111, the air storage tank 2 and the piston 13 jointly extract the air of the air inlet manifold 111, the air extraction amount of the piston 13 is reduced, the compression counter force of the piston 13 is reduced, the dragging torque of the generator is reduced, and the starting efficiency of the engine 1 is improved.
At the same time, by reducing the compression reaction force of the piston 13, the starting vibration of the engine 1 can be reduced, and the NVH performance of the engine 1 can be improved.
It should be noted that, during each start-up, the pressure in the air tank 2 increases, and during the stop, the pressure in the air tank 2 decreases to suck the air in the intake manifold 111 during the next start-up, thereby achieving the purpose of reducing the compression reaction force of the piston 13. Therefore, each time the starting machine must be started successfully, the stopping control is not allowed in the starting process before the starting machine is successful.
During start-up of the engine 1, the air tank 2 is able to draw in air in the intake manifold 111. Meanwhile, since the intake valve of the engine 1 is opened, the air tank 2 may also draw out a part of the air in the cylinder 11. Therefore, the volume of the air tank 2 is related to the volume of the intake manifold 111 and the displacement of the engine 1.
Specifically, the intake manifold 111 has twice the volume of the air tank 2 as the sum of the volume between the throttle valve 12 and the cylinder 11 and the displacement of the engine 1. The displacement of the engine 1 refers to the sum of the volumes of all cylinders 11. For example, the volume of the portion of the intake manifold 111 between the throttle valve 12 and the intake valve of the cylinder 11 in the present embodiment is 3L, the engine 1 has four cylinders 11, the volume of each cylinder 11 is 0.5L, the displacement of the engine 1 is 2L, and the volume of the air tank 2 is 10L.
In order to improve the start-up efficiency, it is necessary to suck the air in the intake manifold 111 into the air tank 2 as soon as possible after the electromagnetic valve 4 is opened during the start-up of the engine 1. Therefore, the electromagnetic valve 4 and the suction pipeline 3 with specific specifications need to be selected so that the flow cross-sectional areas of the electromagnetic valve and the suction pipeline can meet the use requirements.
The specific selection principle is as follows: after the volume of the air tank 2 is determined, the pressure of the air tank 2 is set to 1000hPa, and the pressure of the end of the solenoid valve 4 away from the air tank 2 is always maintained at 300hPa. When the solenoid valve 4 is opened, air in the air tank 2 can flow out through the solenoid valve 4 and the suction line 3, so that the pressure of the air tank 2 can be reduced from 1000hPa to 500hPa within 0.4 s. The minimum line cross-sectional area satisfying this pumping speed is taken as the flow cross-sectional area of the suction line 3 and the solenoid valve 4.
The above embodiments merely illustrate the basic principle and features of the present invention, and the present invention is not limited to the above embodiments, but may be varied and altered without departing from the spirit and scope of the present invention. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (8)
1. A starting system comprising an engine (1), a generator and a control unit (5), the generator being capable of driving the engine (1) in rotation; the engine (1) comprises a cylinder (11), a throttle valve (12) and a piston (13), wherein the piston (13) is arranged in the cylinder (11) in a sliding manner, the cylinder (11) is provided with an air inlet manifold (111), and the throttle valve (12) is arranged on the air inlet manifold (111); the system is characterized in that the starting system further comprises:
a gas storage tank (2);
a suction pipe (3), wherein two ends of the suction pipe (3) can be respectively communicated with the air storage tank (2) and the air inlet manifold (111), and the throttle valve (12) and the suction pipe (3) are sequentially arranged along the flow direction of the air in the air inlet manifold (111); and
a solenoid valve (4) provided on the suction line (3); the electromagnetic valve (4) is configured to be able to open when the throttle valve (12) is closed during a stop of the engine (1), and to close when the opening time of the electromagnetic valve (4) reaches a preset opening time or when the rotational speed of the engine (1) is zero; or, the engine (1) can be started, the pressure in the air storage tank (2) is smaller than the maximum allowable pressure of the air storage tank (2), the throttle valve (12) is closed and is opened when the rotating speed of the engine (1) reaches a first preset rotating speed, and the control unit (5) sends out an oil injection command or is closed when the rotating speed of the engine (1) reaches a second preset rotating speed; or can be kept closed all the time when the engine (1) starts up and the pressure in the air storage tank (2) is greater than the maximum allowable pressure of the air storage tank (2);
-the intake manifold (111) has twice the volume of the air reservoir (2) as the sum of the volume between the throttle (12) and the cylinder (11) and the displacement of the engine (1); when the pressure of the air storage tank (2) is 1000hPa, the pressure of the end of the electromagnetic valve (4) far away from the air storage tank (2) is always kept 300hPa, and the suction pipeline (3) is configured so that when the electromagnetic valve (4) is opened, the pressure of the air storage tank (2) can be reduced from 1000hPa to 500hPa within 0.4 s.
2. The lift system of claim 1, wherein the lift system further comprises:
a rotation speed sensor (16) disposed on the cylinder (11), the rotation speed sensor (16) being configured to measure the rotation speed of the engine (1).
3. The lift system of claim 1, wherein the lift system further comprises:
a first pressure sensor (171) provided on the intake manifold (111), the throttle valve (12) and the first pressure sensor (171) being arranged in this order along the flow direction of the gas in the intake manifold (111);
a second pressure sensor (172) arranged on the air storage tank (2) and used for measuring the pressure in the air storage tank (2); and
and a third pressure sensor (173) for measuring the atmospheric pressure outside the starting system.
4. The starting system according to claim 1, characterized in that the first preset rotational speed of the engine (1) is 20-50 r/min and the second preset rotational speed is 900-1100 r/min.
5. A control method of a starting system, applied to the starting system according to any one of claims 1 to 4, characterized in that the control method of the starting system comprises the following steps:
when the engine (1) starts, the generator starts and drives the engine (1) to rotate, meanwhile, the control unit (5) sends out a fuel cut-off instruction, and the throttle valve (12) is closed;
judging whether the pressure in the air storage tank (2) is smaller than the maximum allowable pressure of the air storage tank (2);
if yes, continuing to judge whether the rotating speed of the engine (1) reaches the first preset rotating speed;
if so, the electromagnetic valve (4) is opened, and the air inlet manifold (111) is communicated with the air storage tank (2) so that the air storage tank (2) and the piston (13) jointly suck air in the air inlet manifold (111);
judging whether the control unit (5) sends out an oil injection command or not; or judging whether the rotation speed of the engine (1) reaches the second preset rotation speed;
and if the control unit (5) sends out an oil injection command and/or the rotating speed of the engine (1) reaches the second preset rotating speed, the electromagnetic valve (4) is closed.
6. The control method of a starting system according to claim 5, characterized in that the control method of a starting system further comprises the steps of:
when the engine (1) is stopped, the control unit (5) issues a fuel cut instruction, and the throttle valve (12) is closed to reduce the pressure of the intake manifold (111);
the electromagnetic valve (4) is opened, and the air inlet manifold (111) is communicated with the air storage tank (2) so that the air inlet manifold (111) sucks air in the air storage tank (2);
judging whether the pressure in the air storage tank (2) is smaller than the maximum allowable pressure of the air storage tank (2);
if yes, the electromagnetic valve (4) is closed;
if not, continuing to judge whether the pressure in the air inlet manifold (111) is greater than the pressure in the air storage tank (2);
if yes, driving the engine (1) to rotate at a real-time rotating speed for a preset time through the generator so that the pressure in the air inlet manifold (111) is smaller than the pressure in the air storage tank (2);
if not, the electromagnetic valve (4) is closed.
7. The control method of a starting system according to claim 6, characterized in that, when the engine (1) is stopped, before the electromagnetic valve (4) is opened after the control unit (5) gives a fuel cut instruction and the throttle valve (12) is closed,
determining whether a minimum pressure value within the intake manifold (111) is less than a pressure threshold value of the intake manifold (111);
if so, the intake manifold (111) is air-tight;
if not, the intake manifold (111) leaks air.
8. The method for controlling a starting system according to claim 6, wherein,
after the engine (1) is stopped, a first pressure value in the air storage tank (2) is obtained; before the engine (1) starts, acquiring a second pressure value in the air storage tank (2); calculating whether the difference of the second pressure value minus the first pressure value is greater than 50hPa;
if yes, the air storage tank (2) leaks air;
if not, the air storage tank (2) is airtight.
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| CN202111345381.3A CN113982805B (en) | 2021-11-15 | 2021-11-15 | Start-up system and control method |
| PCT/CN2022/120271 WO2023082845A1 (en) | 2021-11-15 | 2022-09-21 | Starting system and control method |
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| CN202111345381.3A CN113982805B (en) | 2021-11-15 | 2021-11-15 | Start-up system and control method |
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| CN113982805B (en) * | 2021-11-15 | 2023-04-25 | 中国第一汽车股份有限公司 | Start-up system and control method |
| CN115217656B (en) * | 2022-07-26 | 2024-05-03 | 中国第一汽车股份有限公司 | Control method and device for NVH of lifting machine of hybrid vehicle, VCU and medium |
| CN115306616A (en) * | 2022-08-12 | 2022-11-08 | 上海新动力汽车科技股份有限公司 | Control method for improving cold starting performance and engine abrasion of engine |
| CN115324754B (en) * | 2022-08-17 | 2024-05-14 | 义乌吉利动力总成有限公司 | Control method and device for engine throttle valve |
| CN115506905B (en) * | 2022-09-22 | 2024-06-14 | 中国第一汽车股份有限公司 | Hybrid vehicle and engine starting auxiliary method, system, device and medium |
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