CN117329006A - Engine charging efficiency calculation method for continuous variable valve timing phaser - Google Patents

Engine charging efficiency calculation method for continuous variable valve timing phaser Download PDF

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Publication number
CN117329006A
CN117329006A CN202311164854.9A CN202311164854A CN117329006A CN 117329006 A CN117329006 A CN 117329006A CN 202311164854 A CN202311164854 A CN 202311164854A CN 117329006 A CN117329006 A CN 117329006A
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China
Prior art keywords
engine
vvt
phase angle
vvt phase
charging efficiency
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CN202311164854.9A
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Chinese (zh)
Inventor
张健
刘鑫
魏少华
程金瑞
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Bog Warner Shanghai Automotive Fuel System Co ltd
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Bog Warner Shanghai Automotive Fuel System Co ltd
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Priority to CN202311164854.9A priority Critical patent/CN117329006A/en
Publication of CN117329006A publication Critical patent/CN117329006A/en
Pending legal-status Critical Current

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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
    • 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
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

The invention relates to an engine charging efficiency calculating method for a continuous variable valve timing phaser, which comprises the following steps: acquiring a VVT phase angle detection value during air intake and matching a VVT phase angle discrete value during air intake which is divided in advance; acquiring engine load information, and matching a fitting coefficient for calculating the engine charging efficiency by utilizing a pre-constructed load-coefficient mapping relation based on the engine load information and a VVT phase angle discrete value during air intake, wherein the engine load information comprises at least one engine load index; and acquiring a VVT phase angle detection value during exhaust, and calculating the engine charging efficiency based on the fitting coefficient and the VVT phase angle detection value during exhaust. Compared with the prior art, the invention realizes the accurate calculation of the actual air inflow under different VVT phase angles, thereby achieving the aims of accurate actual fuel injection quantity, reduced fuel consumption and reduced original emission of the engine.

Description

Engine charging efficiency calculation method for continuous variable valve timing phaser
Technical Field
The invention relates to the technical field of engines, in particular to an engine charging efficiency calculating method for a continuous variable valve timing phaser.
Background
A continuously variable valve timing phaser mechanism (hereinafter referred to as VVT) is a widely used engine control technique that is capable of changing the intake air amount of an engine by controlling the magnitude of the valve timing angle, the fresh air amount entering the engine varies significantly with the action of the VVT, and for the control system, if the actual fresh air amount in the cylinder cannot be accurately calculated, the engine operation is caused to deviate from the optimum state, on the one hand, if the calculated fresh air amount is larger than the actual fresh air amount, the fuel in the cylinder of the engine is caused to be richer, the fuel consumption increases, and the original CO emission and THC emission of the engine deteriorate. On the other hand, if the calculated fresh air amount is smaller than the actual fresh air amount, the fuel in the engine cylinder is lean, the NOx emission is increased, and the engine misfire fault is most likely caused, the unburned fuel is secondarily combusted in the catalyst due to the misfire, and the irreversible damage is caused by the rapid temperature increase of the catalyst. For an engine with a VVT phaser, it is therefore necessary to accurately calculate the amount of fresh air that enters the engine cylinder at different VVT phase opening conditions.
In practical application, the air flow is calculated by using the charging efficiency so as to obtain the actual fuel quantity, and the accuracy of the actual fuel quantity can realize the optimal fuel economy of the engine so as to reduce the fuel consumption. The development of the engine charging efficiency calculation strategy under different VVT phases is always a difficult problem which puzzles the engine development.
Therefore, in order to reduce fuel consumption and reduce engine raw emissions, it is necessary to provide an engine charge efficiency calculation method for a continuously variable valve timing phaser.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide an engine charging efficiency calculating method for a continuous variable valve timing phaser, so as to improve the accuracy of calculating the engine charging efficiency.
The aim of the invention can be achieved by the following technical scheme:
in one aspect of the present invention, there is provided a method of calculating engine charging efficiency for a continuously variable valve timing phaser, comprising:
acquiring a VVT phase angle detection value during air intake and matching a VVT phase angle discrete value during air intake which is divided in advance;
acquiring engine load information, and matching a fitting coefficient for calculating the engine charging efficiency by utilizing a pre-constructed load-coefficient mapping relation based on the engine load information and a VVT phase angle discrete value during air intake, wherein the engine load information comprises at least one engine load index;
and acquiring a VVT phase angle detection value during exhaust, and calculating the engine charging efficiency based on the fitting coefficient and the VVT phase angle detection value during exhaust.
As a preferable technical solution, the dividing process of the VVT phase angle discrete value during air intake includes the following steps:
the maximum opening of the VVT phaser is obtained and divided into a plurality of intake VVT phase angle discrete values in an equal division or non-equal division manner.
As a preferable technical scheme, the load index comprises an engine speed and/or a pressure ratio, wherein the pressure ratio is a ratio of exhaust pressure to upper intake manifold pressure.
As a preferable technical scheme, in the process of matching the pre-divided intake VVT phase angle discrete values, at least two intake VVT phase angle discrete values adjacent to the intake VVT phase angle detection value are matched, corresponding engine charging efficiency is calculated for each intake VVT phase angle discrete value, and final engine charging efficiency is obtained through linear interpolation.
As a preferred technical solution, the construction process of the load-coefficient mapping relationship includes:
measuring different VVT phase angle discrete values and corresponding actual engine charging efficiencies under different engine loads, and constructing a data set;
and constructing the load-coefficient mapping relation by fitting based on the data set.
As a preferable technical solution, before the step of obtaining the VVT phase angle detection value during intake, the method further includes:
and judging whether the VVT meets the VVT actuating condition and has no fault, if not, locking the VVT, and if so, collecting a VVT phase angle detection value during air intake.
As a preferable technical scheme, the fitting coefficient includes a constant term coefficient and an order term coefficient.
As a preferable technical scheme, the engine charging efficiency is calculated by adopting the following formula:
VE i ＝A 0,i +A 1,i *Φ ext +A 2,i *Φ ext 2
wherein VE i Represents engine charging efficiency when a VVT phase angle variation value is i, A 0,i 、A 1,i 、A 2,i To calculate the fitting coefficient for the engine charge efficiency Φ ext The VVT phase angle detection value at the time of exhaust.
In another aspect of the present invention, there is provided a VVT phase control system, including:
a controller having stored therein instructions for executing the above-described engine charge efficiency calculation method for a continuously variable valve timing phaser;
the OCV control valve is connected with the oil pump and the controller and used for controlling the output oil quantity;
the VVT phaser is connected with the OCV control valve;
the cam shaft is connected with the VVT phaser, and one end of the cam shaft is provided with a cam signal wheel;
and the position sensor is connected with the controller and used for measuring the VVT phase angle.
In another aspect of the invention, a computer readable storage medium is provided that includes one or more programs for execution by one or more processors of an electronic device, the one or more programs including instructions for performing the engine charging efficiency calculation method for a continuously variable valve timing phaser described above.
Compared with the prior art, the invention has the following advantages:
(1) The calculation accuracy of the engine charging efficiency is high: the scheme of directly calculating the engine charging efficiency according to the engine speed and load in part of the technology omits the problem that the actual air intake of the engine changes due to the fluctuation of control precision of the VVT phaser, and the calculation precision is not ideal. Different from the scheme, the method comprises the steps of firstly matching a pre-divided discrete value according to the VVT phase angle detection value during air intake, matching a fitting coefficient according to the discrete value and an engine load index, and finally calculating final engine inflation efficiency based on the VVT phase angle detection value during air exhaust.
(2) The calculation rate is fast: different from the complex modeling calculation of multiple factors aiming at the inflation efficiency by partial technology, the method and the device for calculating the inflation efficiency based on the VVT phase measurement value, disclosed by the application, have the advantages that the pre-built load-coefficient mapping relation is used for matching the fitting coefficient, the inflation efficiency is calculated based on the VVT phase measurement value, and the calculation speed is high.
(3) The calculation accuracy is adjustable: in practical application, the number of VVT phase angle discrete values during air intake can be adjusted according to the requirement, the larger the number is, the more the occupied storage is, and the higher the precision is, so that the calculation precision can be flexibly adjusted. And fitting is carried out by adopting a linear interpolation method aiming at the precision loss caused by dispersion, so that the calculation accuracy is ensured.
Drawings
FIG. 1 is a flow chart of VVT phase signal calculation in an embodiment;
FIG. 2 is a schematic diagram of a physical model of a cylinder in an air state in an embodiment;
fig. 3 is a schematic diagram of a VVT phase control system according to an embodiment,
the throttle valve comprises a throttle valve body 1, a throttle valve body 2, an intake manifold 3, an intake valve 4, an exhaust valve 5, a piston 6, a controller 7, an OCV control valve 8, an oil pump 9, an oil pan 10, a VVT phaser 11, a camshaft 12, a cam signal wheel 13, a position sensor 14 and a valve.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.
Example 1
In order to solve the above-mentioned shortcomings of the prior art, the present embodiment provides an engine charging efficiency calculating method for a continuously variable valve timing phaser, so as to reduce fuel consumption and original emission of an engine by accurately calculating charging efficiency.
Referring to FIG. 2, a physical model of the in-cylinder charge efficiency of an engine is derived as follows:
taking a cylinder in an air inlet state of an engine as a physical model, fresh air flows through an air inlet manifold 2 through a throttle body 1, enters the engine cylinder after passing through an air valve, participates in combustion, and the opening time and the lift of the air valve in the air inlet state are controlled by a VVT phaser, and taking the air inlet state as an example, an air inlet valve 3 is opened and an air outlet valve 4 is closed.
In the intake state, the intake valve is opened, the pressure in the cylinder can be seen to be equivalent to the intake manifold pressure, the ideal gas equation of state in the engine cylinder,
wherein P is int Represents intake manifold pressure in kPa; v (V) cyl Expressed as cylinder volume in ml; t (T) port The temperature in the cylinder is represented, and the temperature of an air inlet is also represented as a unit K in an air inlet state;-representing the mass of air entering the cylinder in g/s; r represents the gas constant, unit kPa/(g k);
deriving air flow into cylinder from (1)Measuring amountThe method comprises the following steps:
because of the influence of the valve opening time and residual gas in the cylinder, fresh air flowing through the intake manifold 2 cannot completely enter the cylinder to participate in combustion, in order to accurately calculate the fresh air quantity entering the cylinder of the engine, the charging efficiency VE is introduced, and the ratio of the fresh air actually entering the cylinder to the theoretical cylinder volume is represented in percent.
Final calculation of air flow into engine cylindersThe calculation formula is as follows:
where VE represents the charge efficiency of the cylinder; t is t cyl The time in ms/cyl is indicated for each cycle of the engine.
In the study, the following formula was used according to the air flow rateCalculating the fuel quantity:
wherein,since the air fuel ratio is the target air fuel ratio, the accuracy of the charge efficiency has a large influence on the accuracy of calculation of the fuel amount.
As shown in fig. 1, a flowchart of a computing method of the present embodiment includes the following steps:
s0: before formal measurement, the relative maximum opening phi of the intake VVT is firstly determined according to the specification of the VVT phaser max_int The number of the points may take other values, may be equally divided or may be unevenly divided according to the intake VVT relative maximum opening value, each point represents a corresponding intake VVT opening, for example, the intake VVT maximum opening is 60 ° CA, and the 6 points may be divided into: 0 DEG CA (phi) int1 )，12°CA(Φ int2 )，24°CA(Φ int3 )，36°CA(Φ int4 )，48°CA(Φ int5 )，60°CA(Φ int6 ). Setting coefficient A 0,i ，A 1,i ，A 2,i The constant term coefficient, the first term coefficient and the second term coefficient of the quadratic function, wherein i=1 to 6, respectively correspond to the 1 st point to the 6 th point of the relative opening of the divided intake VVT, that is, each coefficient has 6 tables (that is, load-coefficient mapping relation), the input of each table is the engine speed and the pressure ratio Pr, and the pressure ratio Pr is expressed as the exhaust pressure ratio and the upper intake manifold pressure.
The coefficients in the table are obtained through combined scanning points and fitting calculation, a data set is constructed through measuring different VVT phase angle discrete values and corresponding actual engine charging efficiency under different engine loads (including engine speed and pressure ratio), and the coefficient values in the table are obtained through fitting. Specifically, different VVT combined scanning points are performed on different load points, corresponding mapping relations of actual VE, intake VVT and exhaust VVT are obtained through measurement, then A0, A1 and A2 coefficient fitting is performed, the scanning point case is performed, the intake VVT is advanced by 60 degrees maximally, the exhaust VVT is retreated by-60 degrees maximally, all the scanning point step length is 12 degrees from 0 degrees, if at 1500-rotation speed, the torque is 20NM, and 6*6 =36 points are required to be scanned.
The exhaust pressure is estimated according to the air flow of the engine, a curve is fitted in advance according to the air flow in the full MAP and the ratio of the measured exhaust pressure of the bench to the atmospheric pressure, and the exhaust back pressure (i.e., the exhaust pressure) can be calculated according to the curve by measuring the atmospheric pressure.
S1: the controller issues an instruction to prohibit actuation of the VVT phaser after the engine is started, recognizes the current VVT phase position by the signal position sensor, and recognizes the initial relative position as 0 °, i.e., Φint=0°, Φext=0°.
S2: the controller judges whether the VVT actuating condition is satisfied, if not, the controller judges that the VVT actuating condition is in a non-operation mode, and the controller sends out a command for prohibiting the operation of the VVT phaser.
S3: whether the intake VVT has a fault or not is judged, if so, the fault mode of the intake VVT phaser is judged, and the controller sends out an instruction for prohibiting the actuation of the intake VVT.
S4: if the intake VVT has no fault, the controller identifies a relative position signal phiint of the intake VVT (namely a VVT phase angle detection value during intake) through a position sensor, then matches discrete values divided in S0, obtains the external engine speed and pressure ratio, and finds a constant term coefficient, a primary term coefficient and a secondary term coefficient in a corresponding table by combining the discrete values.
S5: whether the exhaust VVT has a fault or not is judged, if the fault exists, the fault mode of the exhaust VVT phaser is judged, and the controller sends out an instruction for prohibiting the operation of the exhaust VVT.
S6: if the exhaust VVT has no fault, the controller identifies the relative position signal phi ext of the exhaust VVT through the position sensor, and calculates VEi of different points according to the set coefficients A0, i, A1, i, A2 and i, wherein the calculation formula is as follows: VE (VE) i ＝A 0,i +A 1,i *Φ ext +A 2,i *Φ ext 2 Where Φext is the VVT phase angle at the time of exhaust.
If the actual relative opening value of the intake VVT is not set at 6 points, two adjacent nearest points are selected to calculate the corresponding inflation efficiency, and finally interpolation calculation is performed. For example, the intake VVT relative opening is 30 ° CA, linear interpolation is performed according to VE3 and VE 4.
The opening of the VVT under the operation working condition is generally one VVT combination under one working condition, and the VVT combination comprises air inlet and air exhaust, and the two are overlapped under a plurality of working conditions.
Example 2
On the basis of embodiment 1, the present embodiment uses 10 points divided according to the relative maximum opening value of the intake VVT, and the set coefficient includes three times of terms in addition to the constant term, the primary term and the secondary term, so that the fitting accuracy is further improved.
Example 3
On the basis of embodiment 1 or embodiment 2, referring to fig. 3, this embodiment provides a VVT phase control system, including:
a controller 6 having stored therein instructions for executing the above-described engine charge efficiency calculation method for a continuously variable valve timing phaser;
the OCV control valve 7 is connected with the oil pump 8 and the controller 6 and is used for controlling the output oil quantity;
a VVT phaser 10 connected to the OCV control valve 7;
a cam shaft 11 connected with the VVT phaser 10, and one end of the cam shaft 11 is provided with a cam signal wheel 12;
the position sensor 13 is connected to the controller 6 and is used for measuring the VVT phase angle.
The oil pump 8 is used for providing stable oil pressure, the controller 6 outputs a duty ratio signal to drive a three-way oil pressure control valve (OCV valve), the three-way control valve stretches and contracts to increase and decrease the oil quantity of an oil cavity of the VVT phaser, so that the rotation offset of the phaser is realized, and the camshaft 11 is connected with the VVT phaser 10, so that the rotation offset of the phaser drives the rotation offset of the camshaft 11, the lift of the valve 14 is driven to change, and the continuous variable of the timing of the valve 14 is realized. The relative rotation shift information of the VVT phaser 10 is characterized by the shift position of the cam signal wheel 12, the shift position information of the signal wheel is captured by the signal position sensor 13 and transmitted to the controller 6, the VVT phase measurement value is calculated by the controller, and finally the inflation efficiency calculation is performed by the inflation efficiency calculation method described above.
The invention can realize the accurate calculation of the actual air inflow under different VVT phase angles, thereby achieving the aims of accurate actual fuel injection quantity, reduced fuel consumption and reduced original emission of the engine.
While the invention has been described with reference to certain preferred embodiments, it will be understood by those skilled in the art that various changes and substitutions of equivalents may be made and equivalents will be apparent to those skilled in the art without departing from the scope of the invention. Therefore, the protection scope of the invention is subject to the protection scope of the claims.

Claims (10)

1. An engine charge efficiency calculation method for a continuously variable valve timing phaser, comprising:
acquiring a VVT phase angle detection value during air intake and matching a VVT phase angle discrete value during air intake which is divided in advance;
acquiring engine load information, and matching a fitting coefficient for calculating the engine charging efficiency by utilizing a pre-constructed load-coefficient mapping relation based on the engine load information and a VVT phase angle discrete value during air intake, wherein the engine load information comprises at least one engine load index;
and acquiring a VVT phase angle detection value during exhaust, and calculating the engine charging efficiency based on the fitting coefficient and the VVT phase angle detection value during exhaust.
2. The method for calculating the engine charging efficiency for the continuously variable valve timing phaser as claimed in claim 1, wherein said dividing of the VVT phase angle discrete value during intake includes the steps of:
the maximum opening of the VVT phaser is obtained and divided into a plurality of intake VVT phase angle discrete values in an equal division or non-equal division manner.
3. The method of claim 1, wherein the load indicator comprises an engine speed and/or a pressure ratio, wherein the pressure ratio is a ratio of an exhaust pressure to an upper intake manifold pressure.
4. The method for calculating the engine charging efficiency for the continuously variable valve timing phaser as set forth in claim 1, wherein in said matching of the intake VVT phase angle discrete values divided in advance, at least two intake VVT phase angle discrete values adjacent to the intake VVT phase angle detection value are matched, and the corresponding engine charging efficiency is calculated for each intake VVT phase angle discrete value, and the final engine charging efficiency is obtained by linear interpolation.
5. The method for calculating the engine charging efficiency for the continuously variable valve timing phaser as set forth in claim 1, wherein said load-coefficient mapping process comprises:
measuring different VVT phase angle discrete values and corresponding actual engine charging efficiencies under different engine loads, and constructing a data set;
and constructing the load-coefficient mapping relation by fitting based on the data set.
6. The method for calculating the engine charging efficiency for a continuously variable valve timing phaser according to claim 1, further comprising, before obtaining said VVT phase angle detection value at intake:
and judging whether the VVT meets the VVT actuating condition and has no fault, if not, locking the VVT, and if so, collecting a VVT phase angle detection value during air intake.
7. The method for calculating the engine charging efficiency for the continuously variable valve timing phaser of claim 1, wherein said fitting coefficients include constant term coefficients and order term coefficients.
8. The method for calculating the engine charging efficiency for the continuously variable valve timing phaser as claimed in claim 1, wherein said engine charging efficiency is calculated using the formula:
VE i ＝A 0,i +A 1,i *Φ ext +A 2,i *Φ ext 2
wherein VE i Represents engine charging efficiency when a VVT phase angle variation value is i, A 0,i 、A 1,i 、A 2,i To calculate the fitting coefficient for the engine charge efficiency Φ ext The VVT phase angle detection value at the time of exhaust.
9. A VVT phase control system, characterized by comprising:
a controller having stored therein instructions for executing the engine charge efficiency calculation method for a continuously variable valve timing phaser of any one of claims 1-8;
the OCV control valve is connected with the oil pump and the controller and used for controlling the output oil quantity;
the VVT phaser is connected with the OCV control valve;
the cam shaft is connected with the VVT phaser, and one end of the cam shaft is provided with a cam signal wheel;
and the position sensor is connected with the controller and used for measuring the VVT phase angle.
10. A computer-readable storage medium comprising one or more programs for execution by one or more processors of an electronic device, the one or more programs including instructions for performing the engine charge efficiency calculation method for a continuously variable valve timing phaser of any of claims 1-8.
CN202311164854.9A 2023-09-11 2023-09-11 Engine charging efficiency calculation method for continuous variable valve timing phaser Pending CN117329006A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202311164854.9A CN117329006A (en) 2023-09-11 2023-09-11 Engine charging efficiency calculation method for continuous variable valve timing phaser

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202311164854.9A CN117329006A (en) 2023-09-11 2023-09-11 Engine charging efficiency calculation method for continuous variable valve timing phaser

Publications (1)

Publication Number Publication Date
CN117329006A true CN117329006A (en) 2024-01-02

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CN202311164854.9A Pending CN117329006A (en) 2023-09-11 2023-09-11 Engine charging efficiency calculation method for continuous variable valve timing phaser

Country Status (1)

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