CN115506904A - Engine thermal management calibration method based on multi-condition triggering - Google Patents
Engine thermal management calibration method based on multi-condition triggering Download PDFInfo
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Classifications
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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
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
- F02D41/0245—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by increasing temperature of the exhaust gas leaving the engine
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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
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
- F02D41/0255—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus to accelerate the warming-up of the exhaust gas treating apparatus at engine 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
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0414—Air temperature
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/08—Exhaust gas treatment apparatus parameters
- F02D2200/0802—Temperature of the exhaust gas treatment apparatus
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
- F02D2200/703—Atmospheric pressure
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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
The invention discloses an engine thermal management control method based on multi-condition triggering, which comprises the following steps: determining normal operation of the engine; obtaining working condition parameters of the engine, controlling the operation mode switching of the engine according to the working condition parameters of the engine, and adjusting combustion parameters and a throttle valve for heat management; the engine working condition parameters comprise engine rotating speed, water temperature, SCR inlet temperature, ambient pressure and ambient temperature; and determining a heat management mode according to the parameter changes of the ambient pressure, the ambient temperature, the rotating speed, the water temperature and the SCR inlet temperature. The invention has the advantages of simple control, good economy and the like.
Description
Technical Field
The invention relates to the technical field of thermal management calibration, in particular to an engine thermal management calibration method based on multi-condition triggering.
Background
With the development of technology, low oil consumption and low emission are the key targets of modern diesel engines for vehicles. With the enactment of the national six-emission regulation, the emission limit of the diesel engine is controlled more and more strictly. The national six diesel engines generally adopt SCR technology for controlling NOx emission, however, the conversion of NOx by SCR depends on the SCR carrier temperature to a great extent, and in a certain temperature range, the higher the SCR inlet temperature is, the higher the conversion efficiency of NOx is, and the lower the emission level is. In order to raise the aftertreatment temperature, the throttle valve is mainly and directly adopted to control the air intake flow entering the engine, the combustion equivalence ratio is changed, and the fuel consumption performance of the engine is sacrificed to raise the SCR inlet temperature. Although the SCR inlet temperature can be increased by the method, the SCR inlet temperature is already high under the medium-high load condition of the engine, and heating is not needed. During the engine starting process and under extreme conditions of plateau or severe cold and the like, the engine is unstable due to the action of the throttle valve.
Like the method and the device for rapidly increasing the SCR inlet temperature in the high and cold plateau in the prior art, the application number is as follows: 202110239459.7 discloses a method of thermal management in alpine plateau environments, but this patent does not solve the problem of high fuel consumption in starting engines in alpine plateau environments.
The above background disclosure is only provided to assist understanding of the concept and technical solution of the present invention, which does not necessarily belong to the prior art of the present patent application, and should not be used to evaluate the novelty and inventive step of the present application in the case that there is no clear evidence that the above content is disclosed at the filing date of the present patent application.
Disclosure of Invention
The invention aims to provide an engine thermal management control method and a calibration method based on the engine speed, the engine water temperature, the SCR inlet temperature, the environmental pressure and the environmental temperature, so that the SCR inlet temperature of an engine is increased according to the requirement in the process of starting the engine and under the plateau or high and cold conditions, the SCR conversion efficiency is improved, the NOx emission is further reduced, and the tail gas emission purifying capacity of an aftertreatment system is improved. Meanwhile, the technical problem that the SCR inlet temperature is increased by sacrificing the oil consumption performance of the engine can be solved, and the oil consumption performance is improved.
Therefore, the invention provides an engine thermal management calibration method based on multi-condition triggering.
Preferably, the invention can also have the following technical features:
an engine thermal management control method based on multi-condition triggering comprises the following steps:
s10, determining normal operation of the engine;
s20, obtaining engine working condition parameters, wherein the engine working condition parameters comprise engine rotating speed, water temperature, SCR inlet temperature, environment pressure and environment temperature;
s30, setting threshold values for the engine speed, the water temperature, the ambient pressure, the ambient temperature and the SCR inlet temperature respectively; the threshold value of the SCR inlet temperature comprises a first preset temperature and a second preset temperature;
s40, selecting to enter or exit a thermal management mode according to the obtained working conditions of the engine speed, the water temperature, the ambient pressure, the ambient temperature and the SCR inlet temperature,
when the engine speed, the water temperature, the ambient pressure and the ambient temperature are greater than corresponding threshold values, and the SCR inlet temperature is lower than a first preset temperature, entering a thermal management mode; when the SCR inlet temperature continues to rise from the first preset temperature to be higher than the second preset temperature, the heat management mode is not entered.
Further, when the water temperature at the cold start of the engine is lower than a preset threshold, the step S40 performed is: and if one of the conditions that the SCR inlet temperature is higher than a second preset temperature, the ambient pressure is lower than a threshold value and the ambient temperature is lower than the threshold value is reached, the thermal management mode is exited.
Further, the threshold value of the engine speed is 450r/min, the threshold value of the water temperature is 20 ℃, the threshold value of the environment pressure is 745hpa, and the threshold value of the environment temperature is-7 ℃; the first preset temperature of the SCR inlet temperature is 220 ℃, and the second preset temperature is 250-270 ℃.
Further, the water temperature is water temperature coming out of the engine body.
A multi-condition trigger-based engine thermal management calibration method comprises the following steps,
step1: configuring a heat management mode entering condition;
step2: preparing an engine pedestal test, calibrating equipment and a sensor, and preparing an engine working condition debugging by using a test DOE;
step3: calibrating the rail pressure, the timing, the throttle valve and the EGR rate multivariable coupling, and recording test data;
step4: modeling multivariate test data, fitting the test data to obtain a function model or a data set which takes independent variables as main injection timing, rail pressure, throttle valve and EGR rate calibration quantities and takes SCR inlet temperature, oil consumption and NOx emission as dependent variables;
step5: obtaining the optimal timing, rail pressure, throttle valve and EGR opening degree, and making MAP;
step6: carrying out bench discharge cycle verification; checking whether the average temperature of the SCR in the whole process of the cold-state WHTC, the spraying starting time of the cold-state WHTC and the temperature of the hot-state discharge cycle are qualified or not; verifying the performance in a stable state and a transient state, and verifying the crystallization working condition and the intake negative pressure regulation;
step7: and (4) vehicle emission verification, namely performing curing data after vehicle emission verification in a standard environment and a non-standard environment is qualified.
Further, in Step2, selecting a plurality of working condition points, carrying out DOE design and multivariate coupling point sweeping test on each working condition point, recording parameter information including rotating speed, torque, SCR inlet temperature, emission and oil consumption, and compiling test DOE.
Further, in Step3, the independent variable main injection timing, the rail pressure, the throttle valve and the EGR rate are expanded and calibrated, the calibration is expanded in a certain Step length according to the test design in the boundary range of the engine, and corresponding test data are recorded.
Further, in Step4, the SCR inlet temperature, emission, fuel consumption, manifold pressure, and detonation pressure are used as modeling constraints.
Further, in Step5, the points where the actual detonation pressure and the SCR inlet temperature exceed the design development values are removed, or DOE calibration is reset, so that data that the target SCR inlet temperature exceeds a second preset temperature value and the performance emission of the engine is excellent is obtained.
Further, the points of actual detonation pressure and SCR inlet temperature exceeding the design development value are removed, or DOE calibration is reset, and data with better engine emission are obtained.
Compared with the prior art, the invention has the advantages that: the engine closed-loop thermal management method based on the engine fault information (judging whether the engine normally runs), the engine rotating speed, the engine water temperature, the SCR inlet temperature, the environment pressure and the environment temperature carries out the engine closed-loop thermal management, the economy is good, and the oil consumption is reduced. By the heat management control method, when the engine runs in extreme environments such as plateau or high cold, the engine exits heat management, and stable combustion of the engine is ensured.
Drawings
FIG. 1 is a schematic view of the control method conditions of the present invention.
Fig. 2 is a control flow chart of the control method of the present invention.
Fig. 3 is a further control flow diagram for step S40 in fig. 2.
Fig. 4 is a control flowchart of the control method of the present invention at the time of cold start.
FIG. 5 is a control flow diagram of the calibration method of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the following detailed description and accompanying drawings. It should be emphasized that the following description is merely exemplary in nature and is not intended to limit the scope of the invention or its application.
Non-limiting and non-exclusive embodiments will be described with reference to the following figures, wherein like reference numerals refer to like parts, unless otherwise specified.
As shown in fig. 1 to 4, the engine thermal management control method based on multi-condition triggering is mainly applied to the situation that the engine is just started and is in a plateau or high-cold condition, and comprises the following steps:
s10, determining normal operation of the engine;
s20, obtaining engine working condition parameters, wherein the engine working condition parameters comprise engine rotating speed, water temperature, SCR inlet temperature, environment pressure and environment temperature; and controlling the operation mode switching of the engine (entering or exiting a thermal management mode) according to the working condition parameters of the engine, and adjusting the combustion parameters and the throttle valve for thermal management. The water temperature is engine water temperature, namely water temperature coming out of the engine body.
S30, setting threshold values for the engine speed, the water temperature, the ambient pressure, the ambient temperature and the SCR inlet temperature respectively; the threshold value of the SCR inlet temperature comprises a first preset temperature and a second preset temperature; in the embodiment, the threshold value of the engine rotating speed is calibrated to be 450r/min, the threshold value of the engine water temperature is 20 ℃, the threshold value of the environment pressure is 745hpa, and the threshold value of the environment temperature is-7 ℃; the first preset temperature of the SCR inlet temperature is 220 ℃, and the second preset temperature is 250 ℃.
S40, selecting to enter or exit a thermal management mode according to the acquired working condition parameters of the engine speed, the water temperature, the ambient pressure, the ambient temperature and the SCR inlet temperature,
when the engine speed, the water temperature, the ambient pressure and the ambient temperature are greater than corresponding threshold values, the SCR inlet temperature is monitored, and when the SCR inlet temperature is lower than a first preset temperature (such as 220 ℃), a thermal management mode is entered. And after the thermal management mode is activated, closing part of the throttle valve, reducing air inflow, and improving the inlet temperature of the SCR, wherein the lower the temperature is, the larger the closing degree of the throttle valve is, and the faster the temperature is increased. When the SCR inlet temperature is monitored to rise above a second predetermined temperature (e.g., 250 ℃), the thermal management mode is exited. Therefore, heat management can be set according to the operating condition parameters of the engine, SCR inlet temperature closed-loop control is realized, and the conversion efficiency of SCR is ensured.
In another calibration for exiting the thermal management mode, the calibration in step S40 is: when the water temperature of the engine cold start is lower than a preset threshold, the heat management mode is not entered as long as one of the conditions that the SCR inlet temperature is higher than a second preset temperature (such as 250 ℃), the ambient pressure is lower than the threshold, and the ambient temperature is lower than the threshold is met.
Based on the scheme, before the engine is started to normally run, the engine does not enter thermal management when the set rotating speed is less than 450r/min, or does not enter thermal management in a plateau alpine environment (such as a set altitude of 2800m, and an environment temperature of below 15 ℃ below zero); or the engine does not enter the thermal management before the engine is started cold to warm up (the water temperature is more than 20 ℃). Whether the engine warming is finished or not is determined by monitoring the temperature of cooling water coming out of the engine body, and if the temperature of the cooling water is more than 20 ℃, the engine warming is finished. Therefore, the engine does not enter the thermal management from cold start to warm finish, which is beneficial to improving the starting performance and reducing the oil consumption.
Referring to fig. 5, a method for calibrating engine thermal management based on multi-condition triggering comprises the following steps,
step1: the thermal management mode entry condition is configured. Entering or exiting the thermal management mode is configured according to the engine thermal management control method triggered based on multiple conditions as described above. The foregoing has been described and will not be described in detail herein.
Step2: preparing an engine pedestal test, calibrating equipment and a sensor, and preparing an engine working condition debugging by using a test DOE; specifically, the exhaust pipeline is wrapped in a heat preservation mode, and the temperature drop from the outlet of the exhaust pipe supercharger to the position of the SCR inlet sensor is guaranteed not to exceed the deviation of 5 ℃. And (3) carrying out DOE test to prepare engine working condition debugging and calibrating equipment and a sensor, wherein the selection principle of working condition points is that the SCR inlet temperature is lower than 350 ℃ in a normal mode, and points are taken every 100Nm when the load is loaded, and the rotating speed range is from idling to the calibrated rotating speed every 100 r/min. And performing DOE design and multivariable coupling point sweeping test at each working condition point, and recording key parameter information such as rotating speed, torque, SCR inlet temperature, emission and oil consumption.
Step3: calibrating the multivariable coupling of the rail pressure, the timing, the throttle valve and the EGR rate, and recording test data; and developing independent variable main injection timing, rail pressure, a throttle valve and EGR rate calibration, developing the calibration in a certain step length according to test design within the boundary range of the engine, and recording corresponding test data as much as possible.
Step4: modeling multivariate test data, fitting the test data to obtain a function model or a data set which takes independent variables as main injection timing, rail pressure, throttle valve and EGR rate calibration quantities and takes SCR inlet temperature, oil consumption and NOx emission as dependent variables; and the SCR inlet temperature, emission, oil consumption, main pipe pressure, detonation pressure and the like are used as modeling constraint conditions.
Step5: obtaining the optimal timing, rail pressure, throttle valve and EGR opening degree, and making MAP; and removing the actual detonation pressure and the point at which the SCR inlet temperature exceeds the design development value, or resetting DOE calibration to obtain data that the target SCR inlet temperature exceeds 250 ℃ and the performance emission of the engine is better. Further, the points of actual detonation pressure and SCR inlet temperature exceeding the design development value are removed, or DOE calibration is reset, and data with better engine emission are obtained.
Step6: carrying out bench discharge cycle verification; checking whether the average temperature of the SCR in the whole process of the cold-state WHTC, the spraying starting time of the cold-state WHTC and the temperature of the hot-state discharge cycle are qualified or not; verifying the performance in a stable state and a transient state, and verifying the crystallization working condition and the intake negative pressure regulation;
step7: the finished automobile emission verification comprises finished automobile emission verification in a standard environment and a non-standard environment, and if the finished automobile emission verification is not qualified, the finished automobile emission verification returns to Step5 to optimize combination performance and dynamic verification again; if the test result is qualified, curing data is carried out, and the test is finished.
Those skilled in the art will recognize that numerous variations are possible in light of the above description, and therefore the examples and figures are only intended to illustrate one or more specific embodiments.
While there has been described and illustrated what are considered to be example embodiments of the present invention, it will be understood by those skilled in the art that various changes and substitutions may be made therein without departing from the spirit of the invention. In addition, many modifications may be made to adapt a particular situation to the teachings of the present invention without departing from the central concept described herein. Therefore, it is intended that the invention not be limited to the particular embodiments disclosed, but that the invention will include all embodiments and equivalents falling within the scope of the present invention.
Claims (10)
1. An engine thermal management control method based on multi-condition triggering is characterized in that: the method comprises the following steps:
s10, determining normal operation of the engine;
s20, obtaining engine working condition parameters, wherein the engine working condition parameters comprise engine rotating speed, water temperature, SCR inlet temperature, environment pressure and environment temperature;
s30, setting threshold values for the engine speed, the water temperature, the ambient pressure, the ambient temperature and the SCR inlet temperature respectively; the SCR inlet temperature threshold value comprises a first preset temperature and a second preset temperature;
s40, selecting to enter or exit a thermal management mode according to the obtained working conditions of the engine speed, the water temperature, the ambient pressure, the ambient temperature and the SCR inlet temperature,
when the engine speed, the water temperature, the ambient pressure and the ambient temperature are greater than corresponding threshold values, and the SCR inlet temperature is lower than a first preset temperature, entering a thermal management mode; and exiting the thermal management mode when the SCR inlet temperature continuously rises from the first preset temperature to be higher than the second preset temperature.
2. The multi-condition trigger-based engine thermal management control method of claim 1, wherein: when the water temperature at the cold start of the engine is lower than a preset threshold, the step S40 is performed: and if one of the conditions that the SCR inlet temperature is higher than a second preset temperature, the ambient pressure is lower than a threshold value and the ambient temperature is lower than the threshold value is met, the heat management mode is not entered.
3. The multi-condition trigger-based engine thermal management control method of claim 1, wherein: the threshold value of the engine rotating speed is 450r/min, the threshold value of the water temperature is 20 ℃, the threshold value of the environment pressure is 745hpa, and the threshold value of the environment temperature is-7 ℃; the first preset temperature of the SCR inlet temperature is 220 ℃, and the second preset temperature is 250-270 ℃.
4. The multi-condition trigger-based engine thermal management control method of claim 1, wherein: the water temperature is water temperature coming out of the engine body.
5. An engine thermal management calibration method based on multi-condition triggering is characterized in that: comprises the following steps of (a) carrying out,
step1: configuring a heat management mode entering condition;
step2: preparing an engine pedestal test, calibrating equipment and a sensor, and preparing an engine working condition debugging by using a test DOE;
step3: calibrating the multivariable coupling of the rail pressure, the timing, the throttle valve and the EGR rate, and recording test data;
step4: modeling multivariate test data, and fitting the test data to obtain a function model or a data set which takes independent variables as main injection timing, rail pressure, throttle valve and EGR rate calibration quantities and takes SCR inlet temperature, oil consumption and NOx emission as dependent variables;
step5: obtaining the optimal timing, rail pressure, throttle valve and EGR opening degree, and making MAP;
step6: carrying out bench discharge cycle verification;
step7: and carrying out vehicle emission verification.
6. The multi-condition trigger-based engine thermal management calibration method as claimed in claim 5, wherein: in Step2, selecting a plurality of working condition points, performing DOE design on each working condition point, performing multivariate coupling point sweeping test, recording parameter information including rotating speed, torque, SCR inlet temperature, emission and oil consumption, and compiling test DOE.
7. The calibration method for engine thermal management based on multi-condition triggering as claimed in claim 5, wherein: and Step3, developing calibration of the independent variable main injection timing, the rail pressure, the throttle valve and the EGR rate, developing calibration in a certain Step length according to the test design in the boundary range of the engine, and recording corresponding test data.
8. The calibration method for engine thermal management based on multi-condition triggering as claimed in claim 5, wherein: in Step4, the SCR inlet temperature, emission, oil consumption, manifold pressure and detonation pressure are used as modeling constraint conditions.
9. The multi-condition trigger-based engine thermal management calibration method as claimed in claim 5, wherein: in Step5, removing the points of actual detonation pressure and SCR inlet temperature exceeding the design development value, or resetting DOE calibration to obtain data that the target SCR inlet temperature exceeds a second preset temperature value and the performance emission of the engine is better.
10. The calibration method for engine thermal management based on multi-condition triggering as claimed in claim 9, wherein: and removing the points of actual detonation pressure and SCR inlet temperature exceeding the designed development value, or resetting DOE calibration to obtain data with better engine emission.
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| CN106593672A (en) * | 2016-12-30 | 2017-04-26 | 广西玉柴机器股份有限公司 | Diesel engine calibration method based on LCCE optimization |
| CN110500169A (en) * | 2019-09-20 | 2019-11-26 | 潍柴动力股份有限公司 | A kind of vehicle heat management control method and device improving discharge |
| CN113047970A (en) * | 2021-03-04 | 2021-06-29 | 广西玉柴机器股份有限公司 | Method and device for rapidly increasing exhaust temperature in alpine plateau |
| CN114183223A (en) * | 2021-10-29 | 2022-03-15 | 东风商用车有限公司 | Engine control method for improving aftertreatment temperature |
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