CN117669098A - Spark plug design method, device, equipment and spark plug - Google Patents

Spark plug design method, device, equipment and spark plug Download PDF

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Publication number
CN117669098A
CN117669098A CN202410132460.3A CN202410132460A CN117669098A CN 117669098 A CN117669098 A CN 117669098A CN 202410132460 A CN202410132460 A CN 202410132460A CN 117669098 A CN117669098 A CN 117669098A
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spark plug
working condition
flow rate
simulation model
simulation
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CN117669098B (en
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李卫
宿兴东
谷允成
唐志刚
朱涛
张海瑞
刘洪哲
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Weichai Power Co Ltd
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Weichai Power Co Ltd
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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01T—SPARK GAPS; OVERVOLTAGE ARRESTERS USING SPARK GAPS; SPARKING PLUGS; CORONA DEVICES; GENERATING IONS TO BE INTRODUCED INTO NON-ENCLOSED GASES
    • H01T21/00—Apparatus or processes specially adapted for the manufacture or maintenance of spark gaps or sparking plugs
    • H01T21/02—Apparatus or processes specially adapted for the manufacture or maintenance of spark gaps or sparking plugs of sparking plugs
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/17—Mechanical parametric or variational design
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01T—SPARK GAPS; OVERVOLTAGE ARRESTERS USING SPARK GAPS; SPARKING PLUGS; CORONA DEVICES; GENERATING IONS TO BE INTRODUCED INTO NON-ENCLOSED GASES
    • H01T13/00—Sparking plugs
    • H01T13/02—Details
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2113/00—Details relating to the application field
    • G06F2113/08—Fluids

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  • Physics & Mathematics (AREA)
  • Theoretical Computer Science (AREA)
  • Geometry (AREA)
  • General Physics & Mathematics (AREA)
  • Evolutionary Computation (AREA)
  • General Engineering & Computer Science (AREA)
  • Computer Hardware Design (AREA)
  • Computational Mathematics (AREA)
  • Mathematical Analysis (AREA)
  • Mathematical Optimization (AREA)
  • Pure & Applied Mathematics (AREA)
  • Manufacturing & Machinery (AREA)
  • Spark Plugs (AREA)

Abstract

The application provides a spark plug design method, device, equipment and a spark plug, which are used for designing parameters of the spark plug, wherein an air inlet hole arranged on an air inlet side of the spark plug is of a gradually-expanding structure, the air inlet hole is concentric with an air outlet hole and is inconsistent in height, the bottom height of an anode of the spark plug is positioned between the bottom height of a windshield and the height of a target air hole, then a simulation test is carried out on a simulation model of the spark plug, when a simulation result shows that the air flow rate at a spark gap of the spark plug is not less than a first preset flow rate, the value of a parameter L1/L2 in the simulation model of the spark plug is reduced, and then the simulation test is repeated on the corrected simulation model until the air flow rate at the spark gap of the spark plug is less than the first preset flow rate. The design scheme can effectively reduce the direct blowing of high-speed fluid from the ventilation and main combustion chamber, reduce the flow velocity at the spark gap and reduce the fire probability of the engine under the working condition of high rotation speed.

Description

Spark plug design method, device, equipment and spark plug
Technical Field
The invention relates to the technical field of engines, in particular to a spark plug design method, a device, equipment and a spark plug.
Background
Natural gas is commonly used as a substitute fuel for an internal combustion engine, has the remarkable advantages of good economy, no carbon smoke emission, low CO2 emission and the like, but has low cetane number, poor ignition performance, high spontaneous combustion temperature and low combustion speed, so that the combination of a tumble air passage and a roof cylinder cover is adopted to improve the tumble ratio, and fresh mixed gas is utilized to fully sweep residual waste gas around a spark plug, so that the mixed gas is easy to ignite, the low-speed working stability is ensured, and the combustion variation among all cycles is small.
Under the working condition of high rotating speed, due to the existence of the roof structure, strong rolling flow can still be maintained near the compression top dead center, the spark plug is positioned near the outer edge of the rolling flow, the flow speed near the spark plug is high, the turbulence energy is low, the rolling flow is broken poorly, the large-scale rolling flow cannot be broken into small-scale vortex, and the turbulence intensity and the turbulence kinetic energy cannot be increased. Engines often require the cooperation of EGR to reduce knock and increase thermal efficiency, but the addition of residual exhaust increases the risk of misfire in high speed conditions.
As shown in fig. 1, in the prior art, a spark plug and an engine are disclosed in the patent application document with the application number CN 216818945U, and the spark plug: a spark plug body; the central electrode assembly is arranged at one end of the spark plug body and comprises a central electrode body, and the axial lead of the central electrode body is parallel to the axial lead of the spark plug body; a windproof sheath surrounding the periphery of the central electrode assembly and connected with the spark plug main body, wherein a plurality of ventilation grooves penetrating through the side wall are formed in the side wall of the windproof sheath, the ventilation grooves are distributed at intervals around the circumference of the axial lead of the windproof sheath, and each ventilation groove corresponds to the central electrode main body; and a side electrode assembly arranged inside the windproof sheath and spaced from the central electrode assembly, wherein a plurality of ignition gaps are arranged between the side electrode and the central electrode assembly. In the spark plug, a plurality of ignition gaps which are distributed at intervals are arranged between the center electrode assembly and the side electrode assemblies, so that the spark plug can effectively adapt to ventilation in different directions.
The applicant finds that the scheme has high flow velocity near the spark plug under the working condition of high rotation speed, and the fire phenomenon is easy to occur.
Disclosure of Invention
In view of this, the embodiments of the present invention provide a method, an apparatus, a device, and a spark plug for designing a spark plug, so as to reduce the probability of misfire under the high-speed operating condition of an engine.
In order to achieve the above object, the embodiment of the present invention provides the following technical solutions:
the utility model provides a spark plug design method, the inlet port that the air inlet side of spark plug set up is the divergent structure, the aperture of inlet port towards one side of spark plug axis is greater than the aperture of one side of being away from the spark plug axis, the inlet port with the venthole of spark plug is concentric and highly inconsistent, the positive pole bottom height of spark plug is located between the high and target gas pocket of windshield bottom height, the target gas pocket is the higher hole in inlet port and the venthole, the spark plug design method includes:
obtaining a simulation model of the spark plug;
sequentially traversing each engine working condition in the working condition set, and carrying out simulation test on the simulation model based on the traversed engine working condition;
acquiring a first air flow rate of a first target position, wherein the first target position is a calibration position of a spark plug spark gap marked in advance;
Judging whether the first air flow rate is smaller than a first preset flow rate or not;
when the first air flow rate is not smaller than a first preset flow rate, reducing the value of a parameter L1/L2 in the simulation model, wherein L1 is the length of the short side of the ventilation hole of the air inlet side of the spark plug, L2 is the length of the long side of the ventilation hole of the air inlet side of the spark plug, and repeating the steps: and sequentially traversing each engine working condition in the working condition set, and carrying out simulation test and subsequent steps on the simulation model based on the traversed engine working condition until the first air flow rate is smaller than a first preset flow rate.
Optionally, in the above spark plug design method, after performing a simulation test on the simulation model based on the traversed engine working condition, the method further includes:
acquiring a second air flow rate of a second target position, wherein the second target position is a calibration position of a pre-marked windshield bottom area;
judging whether the second air flow rate is smaller than a second preset flow rate or not;
when the second air flow rate is not smaller than the second preset flow rate, increasing a parameter h2 in the simulation model, wherein h2 is the height of the bottom surface of the anode of the spark plug from the bottom of the windshield;
the steps are repeatedly executed: and sequentially traversing each engine working condition in the working condition set, and carrying out simulation test and subsequent steps on the simulation model based on the traversed engine working condition.
Optionally, in the above spark plug design method, after performing a simulation test on the simulation model based on the traversed engine working condition, the method further includes:
acquiring the residual exhaust gas amounts at the second target position and a third target position, wherein the third target position is a calibration position of a pre-marked upper area of the windshield;
judging whether the residual exhaust gas amount of the second target position is smaller than a first preset exhaust gas amount;
when the residual exhaust gas amount of the second target position is not smaller than the first preset exhaust gas amount, increasing a parameter alpha in the simulation model, wherein alpha is an included angle between the central line of the exhaust side vent hole of the spark plug and the axis of the spark plug;
judging whether the residual exhaust gas amount of the third target position is smaller than a second preset exhaust gas amount;
when the residual exhaust gas amount of the second target position is not smaller than the second preset exhaust gas amount, increasing parameters h3 and h4 in the simulation model, wherein h3 is the height of the center of the vent hole on the air inlet side of the spark plug from the bottom of the windshield, and h4 is the height of the center of the vent hole on the air outlet side of the spark plug from the bottom of the windshield;
the steps are repeatedly executed: and sequentially traversing each engine working condition in the working condition set, and carrying out simulation test and subsequent steps on the simulation model based on the traversed engine working condition.
Optionally, in the above spark plug design method, after performing a simulation test on the simulation model based on the traversed engine working condition, the method further includes:
acquiring turbulence energy at the first target position;
judging whether the turbulent energy is lower than a preset kinetic energy value or not;
when the turbulence energy is lower than a preset kinetic energy value, reducing a parameter L3 in the simulation model, wherein L3 is the length of an exhaust side ventilation hole;
the steps are repeatedly executed: and sequentially traversing each engine working condition in the working condition set, and carrying out simulation test and subsequent steps on the simulation model based on the traversed engine working condition.
Optionally, in the above spark plug design method, after performing a simulation test on the simulation model based on the traversed engine working condition, the method further includes:
acquiring a thermal load of a windshield of the spark plug;
judging whether the thermal load meets a preset load requirement or not;
when the thermal load does not meet the preset load requirement, correcting a parameter H in the simulation model, wherein H is the overall height of a windshield of the spark plug;
the steps are repeatedly executed: and sequentially traversing each engine working condition in the working condition set, and carrying out simulation test and subsequent steps on the simulation model based on the traversed engine working condition.
The utility model provides a spark plug design device, the inlet port that the air inlet side of spark plug set up is the divergent structure, the aperture of inlet port towards one side of spark plug axis is greater than the aperture of one side of being away from the spark plug axis, the inlet port with the venthole of spark plug is concentric and highly inconsistent, the positive pole bottom height of spark plug is located between the high and target gas pocket of windshield bottom height, the target gas pocket is highly higher hole in inlet port and the venthole, the spark plug design device includes:
the simulation unit is used for acquiring a simulation model of the spark plug, sequentially traversing each engine working condition in the working condition set, and performing a simulation test on the simulation model based on the traversed engine working condition;
the simulation result analysis unit is used for acquiring a first air flow rate of a first target position, wherein the first target position is a calibration position of a pre-marked spark plug spark gap; judging whether the first air flow rate is smaller than a first preset flow rate or not; when the first air flow rate is not smaller than a first preset flow rate, reducing the value of a parameter L1/L2, wherein L1 is the length of the short side of the vent hole on the air inlet side of the spark plug, L2 is the length of the long side of the vent hole on the air inlet side of the spark plug, and triggering the simulation unit to repeatedly execute: and sequentially traversing each engine working condition in the working condition set, and carrying out simulation test and subsequent processing on the simulation model based on the traversed engine working condition until the first air flow rate is smaller than a first preset flow rate.
The utility model provides a spark plug design equipment, the inlet port that the air inlet side of spark plug set up is the divergent structure, the aperture of inlet port towards one side of spark plug axis is greater than the aperture of one side of spark plug axis dorsad, the inlet port with the venthole of spark plug is concentric and highly inconsistent, the positive pole bottom height of spark plug is located between the high and target gas pocket of windshield bottom height, the target gas pocket is highly higher hole in inlet port and the venthole, spark plug design equipment includes:
a memory and a processor;
the memory stores a program adapted to be executed by the processor for executing the spark plug design method according to any one of the above.
A spark plug, comprising: the inlet port that the air inlet side of spark plug set up is the divergent structure, the aperture of inlet port towards one side of spark plug axis is greater than the aperture of one side of spark plug axis dorsad, the inlet port with the venthole of spark plug is concentric and highly inconsistent, the positive pole bottom height of spark plug is located between the windshield bottom height with the target gas pocket height, the target gas pocket is highly higher hole in inlet port and the venthole.
Optionally, in the spark plug, h2=h1/2, where h2 is a height of an anode bottom surface of the spark plug from a bottom of the windshield;
and h1 is the height between the bottom edge of the air inlet side vent hole of the spark plug and the bottom of the windshield.
Optionally, in the above spark plug, h4 is greater than h3, where h3 is a height between a center of a vent hole on an air intake side of the spark plug and a bottom of the windshield, and h4 is a height between a center of a vent hole on an air exhaust side of the spark plug and a bottom of the windshield.
According to the design of the spark plug, the air inlet hole formed in the air inlet side of the spark plug is of a gradually-expanding structure, the aperture of one side, facing the axis of the spark plug, of the air inlet hole is larger than the aperture of one side, facing away from the axis of the spark plug, of the air inlet hole is concentric with the air outlet hole of the spark plug, the height of the bottom of the anode of the spark plug is located between the height of the bottom of the windshield and the height of the target air hole, then simulation tests are conducted on the simulation model of the spark plug, when a simulation result shows that the air flow rate at the spark gap of the spark plug is not smaller than a first preset flow rate, the value of parameters L1/L2 in the simulation model of the spark plug is reduced, and then the simulation tests are repeated on the corrected simulation model until the air flow rate at the spark gap of the spark plug is smaller than the first preset flow rate. The design scheme can effectively reduce the direct blowing of high-speed fluid from the ventilation and main combustion chamber, reduce the flow velocity at the spark gap and reduce the fire probability of the engine under the working condition of high rotation speed.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only embodiments of the present invention, and that other drawings can be obtained according to the provided drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic diagram of a prior art combustion system;
FIG. 2 is a flow chart of a spark plug design method disclosed herein;
FIG. 3 is a front view of a spark plug designed according to the teachings of the present application;
FIG. 4 is a cross-sectional view of a spark plug designed according to the teachings of the present application;
FIG. 5 is a cross-sectional view of a partial area of a spark plug designed according to an embodiment of the present disclosure;
FIG. 6 is an interior top view of a spark plug designed according to the teachings of the present application;
FIG. 7 is a side view of a spark plug designed according to the teachings of the present application;
FIG. 8 is a schematic illustration of the air flow pattern within a spark plug designed according to the teachings of the present embodiments;
FIG. 9 is a flow chart of a spark plug design method disclosed in an embodiment of the present application;
FIG. 10 is a flow chart of a spark plug design method disclosed in another embodiment of the present application;
FIG. 11 is a flow chart of a spark plug design method disclosed in accordance with yet another embodiment of the present application;
FIG. 12 is a flow chart of a spark plug design method disclosed in accordance with yet another embodiment of the present application;
FIG. 13 is a schematic view of a spark plug design apparatus disclosed in an embodiment of the present application;
fig. 14 is a schematic structural view of a spark plug design apparatus disclosed in an embodiment of the present application.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The invention provides a spark plug design method, device and equipment, which reduce the risk of engine fire under the working condition of high rotation speed of an engine. The scheme reaches the purpose of reducing the flow rate of the air inlet side through adopting the air inlet hole of the gradually expanding structure, in addition, through optimizing the structure of the windshield, the air inlet hole is concentric with the air outlet hole of the spark plug and is inconsistent in height, the bottom of the anode of the spark plug is positioned at the middle position of the bottom of the windshield and the vent hole, high-speed fluid direct blowing from the ventilation and main combustion chamber is reduced, the flow rate of the spark gap is reduced, and therefore the risk of engine fire under the working condition of high engine rotation speed is reduced.
The application discloses a spark plug design method which is used for calibrating design parameters of a spark plug. Referring to fig. 2, a method for designing a spark plug according to an embodiment of the present application includes:
step S101: a simulation model of the spark plug is obtained.
The spark plug is applied to a combustion system, the combustion system comprises an air inlet channel, an exhaust channel, an air inlet valve, an air outlet valve, a spark plug, a piston, a cylinder cover and a cylinder sleeve, a main combustion chamber and a tumble air inlet channel are formed by the cylinder cover, the cylinder sleeve and the piston, so that a mixture entering the main combustion chamber forms a tumble rotating around a vertical line of an axis of the cylinder, the tumble flows from the air inlet side to the air outlet side in the direction of the air inlet side, the direction of the air inlet side is shown by an annular arrow in fig. 3, and when the engine is in high rotation speed and heavy load, the flow speed is high near the spark plug, and the problem of fire is easy to cause.
The structure of the spark plug is shown in fig. 3-8, wherein the spark plug is divided into two parts, one part is an anode, the other part is a cathode, the cathode is integrated on a windshield, the windshield is a cylindrical surface, the section A-A is taken as a boundary to be divided into two side surfaces, one side is a windward side (an air inlet side), and the other side is a leeward side (an air exhaust side); the air inlet hole of a wedge-shaped gradually-expanding structure is arranged on the windward side, the aperture of one side of the air inlet hole, which faces the axis of the spark plug, is larger than the aperture of one side, which faces away from the axis of the spark plug, namely the air inlet area of the air inlet hole is smaller than the air outlet area, at least one air outlet hole of an axial strip-shaped structure is arranged on the leeward side, and the included angle between the central line of the air outlet hole and the axis of the spark plug is alpha; the center of the air inlet hole is not concentric with the air outlet hole, the center height is not consistent, namely h3 is not equal to h4, the bottom height of the anode of the spark plug is positioned between the bottom height of the windshield and the height of the target air hole, and the target air hole is the hole with higher height in the air inlet hole and the air outlet hole.
Spark plugs were parameterized as L1, L2, L3, H, h1, h2, h3, h4 (not shown) and α, respectively:
l1: short side length of air intake side vent;
l2: length of long side of air intake side vent;
l3: exhaust side vent length;
h: the overall height of the windshield;
h1: the bottom edge of the air inlet side vent hole is at a height from the bottom of the windshield;
h2: the bottom surface of the anode is at a height from the bottom of the windshield;
h3: the center of the air inlet side vent hole is at a height from the bottom of the windshield, namely, the center of the air inlet side vent hole of the spark plug is at a height from the bottom of the windshield;
h4: the exhaust side vent center is at a height from the bottom of the windshield, i.e., the spark plug exhaust side vent center is at a height from the bottom of the windshield;
alpha: the exhaust side vent centerline is at an angle to the spark plug axis.
In constructing the simulation model, initial parameters of L1, L2, L3, H, h1, h2, h3, h4, and α of the spark plug may be set based on user experience.
Step S102: and sequentially traversing each engine working condition in the working condition set, and carrying out simulation test on the simulation model based on the traversed engine working condition.
In the step, with a pre-configured working condition set, various engine working conditions needing to be subjected to simulation experiments are configured in the working condition set, each engine working condition in the working condition set is sequentially traversed, the simulation experiment is performed on the simulation model based on the traversed working conditions, and the simulation result is acquired. The simulation results required to be collected may include the air flow rate near the spark plug spark gap.
Step S103: a first air flow rate at a first target location is obtained.
The first target position is a position at a pre-marked spark plug spark gap that may be marked based on user experience.
Step S104: and judging whether the first air flow rate is smaller than a first preset flow rate or not.
In this step, the corresponding first preset flow rate can be configured based on different simulation conditions, the values of the corresponding first preset flow rates are different according to the different simulation conditions, and by means of the configuration mode, the spark plug designed by the scheme can be adapted to various engine conditions.
For example, in this embodiment, the preset flow rate is 20m/s, and when the first air flow rate is less than 20m/s, it indicates that the designed spark plug meets the design requirement under the simulation working condition, and at this time, the simulation test may be continuously performed on the simulation model based on other simulation working conditions. When the first air flow rate is larger than 20m/s, the designed spark plug is shown to not meet the design requirement under the simulation working condition, and the design parameters need to be adjusted.
Step S105: and when the first air flow rate is not smaller than a first preset flow rate, adjusting a first target parameter of the spark plug.
The applicant has found that by adjusting a first target parameter of the spark plug, which may include an intake-side vent short side length L1 and an intake-side vent long side length L2, a first air flow rate at the first target position may be adjusted;
specifically, if the first air flow rate at the first target position is too high, the ratio of the parameters L1/L2 to the air intake side vent hole is further reduced, and the ratio of L1/L2 can be reduced by further increasing L2 or reducing L1, so that the vent hole flow rate is ensured not to be too high, and the first air flow rate at the first target position is further reduced, and if the first air flow rate is smaller than the first preset flow rate, the first target parameter is not required to be adjusted.
In the technical scheme disclosed in this embodiment, an air inlet hole formed in an air inlet side of a spark plug is in a gradually-expanding structure, an aperture of a side, facing an axis of the spark plug, of the air inlet hole is larger than an aperture of a side, facing away from the axis of the spark plug, of the air inlet hole, the air inlet hole is concentric with an air outlet hole of the spark plug and is inconsistent in height, the bottom height of an anode of the spark plug is located between the bottom height of a windshield and the height of a target air hole, then a simulation test is conducted on a simulation model of the spark plug, when a simulation result shows that the air flow rate at a spark gap of the spark plug is not smaller than a first preset flow rate, the value of parameters L1/L2 in the simulation model of the spark plug is reduced, and then the simulation test is repeatedly conducted on the corrected simulation model until the air flow rate at the spark gap of the spark plug is smaller than the first preset flow rate. The design scheme can effectively reduce the direct blowing of high-speed fluid from the ventilation and main combustion chamber, reduce the flow velocity at the spark gap and reduce the fire probability of the engine under the working condition of high rotation speed.
Further, in the technical solution disclosed in this embodiment, in order to reduce the probability of a misfire of the engine under the high-speed working condition, in addition to limiting the air flow rate at the spark gap of the spark plug, the flow rate at the bottom of the windshield may be limited, and by limiting the flow rate at the bottom of the windshield, the probability of a misfire of the engine under the high-speed working condition may be further reduced, specifically, referring to fig. 9, in the above solution, after performing a simulation test on the simulation model based on the traversed engine working condition, the method further includes:
step S201: a second air flow rate is obtained at a second target location, which is a pre-marked calibration location of the windshield bottom area.
The second target location is a location of a pre-marked windshield bottom area that may also be marked based on user experience.
Step S202: and judging whether the second air flow rate is smaller than a second preset flow rate or not.
In this step, the corresponding second preset flow rate can be configured based on different simulation conditions, the values of the corresponding second preset flow rate are different according to the different simulation conditions, and by means of the configuration mode, the spark plug designed by the scheme can be adapted to various engine conditions.
Step S203: and when the second air flow rate is not smaller than the second preset flow rate, increasing a parameter h2 in the simulation model.
In this scheme, in the simulation model, the design parameter h2 of the spark plug is not less than 3mm, and h1-h2 is not less than 3mm, so that h2=h1/2 can be optimized, so that the flow rate at the bottom of the windshield is not too large, and if the simulation result shows that the second air flow rate is too large (the second air flow rate is not less than the second preset flow rate), the design parameter h2 in the simulation model can be further increased. And then repeatedly executing the steps, wherein the repeatedly executing steps are as follows: and sequentially traversing each engine working condition in the working condition set, carrying out a simulation test and subsequent steps on the simulation model based on the traversed engine working condition, and when the second air flow rate is smaller than the second preset flow rate, not adjusting the h2.
Further, in the technical solution disclosed in this embodiment, in order to reduce the probability of a misfire of the engine under a high-speed working condition, besides limiting the air flow rate at the spark gap of the spark plug, the concentration of the residual exhaust gas at the second target position may be detected, mainly whether the CO2 concentration at the first target position in the simulation result meets the expectation is observed, if the CO2 concentration at the first target position does not meet the expectation, the spark plug parameter α in the simulation model is adjusted, if the residual exhaust gas at the second target position at the bottom of the spark plug windshield is observed to be more, the parameter α in the simulation model is further increased, a part of the intake air flow is introduced into the lower part to blow away the residual exhaust gas, and meanwhile, it may be further determined whether the residual exhaust gas at the upper part of the spark plug windshield is more, if the residual exhaust gas at the upper part of the spark plug windshield is more, h3 and h4 may be increased preferentially, and h4 may be greater than h3, so as to reduce the residual exhaust gas in the spark plug, and in particular, see fig. 10, after the simulation model is simulated based on the traversed engine misfire working condition, the method further includes:
Step S301: and acquiring the residual exhaust gas amounts at the second target position and a third target position, wherein the third target position is a calibration position of a pre-marked upper area of the windshield.
The residual exhaust gas amount mainly refers to the concentration of CO2, and the residual exhaust gas amounts at the second target position and the third target position can be directly obtained by calling from simulation results.
Step S3021: judging whether the residual exhaust gas amount of the second target position is smaller than a first preset exhaust gas amount;
step S3022, determining whether the residual exhaust gas amount at the third target location is smaller than a second preset exhaust gas amount.
In this embodiment, the first preset exhaust gas amount and the second preset exhaust gas amount are configured in advance, the collected residual exhaust gas amount of the second target position is compared with the first preset exhaust gas amount, and the collected residual exhaust gas amount of the third target position is compared with the second preset exhaust gas amount. The values of the first preset exhaust gas amount and the second preset exhaust gas amount can be matched with the working condition of the engine.
Step S303: and when the residual exhaust gas amount at the second target position is not smaller than the first preset exhaust gas amount, increasing a parameter alpha in the simulation model, wherein alpha is an included angle between the central line of the exhaust side vent hole of the spark plug and the axis of the spark plug.
In this step, if the comparison result shows that the residual amount of exhaust gas at the bottom of the spark plug windshield is greater than the first preset exhaust gas amount, the parameters in the simulation model can be further increasedαIntroducing a part of the intake air flow of the spark plug into the lower part, blowing off the residual exhaust gas at the second target position, thereby reducing the residual exhaust gas amount at the second target position, and if the comparison result shows that the residual exhaust gas amount at the bottom of the spark plug windshield is not more than the first preset exhaust gas amount, not neededAdjusting the saidα。
Step S304: and when the residual exhaust gas amount of the third target position is not smaller than the second preset exhaust gas amount, increasing parameters h3 and h4 in the simulation model, wherein h3 is the height between the center of the vent hole on the air inlet side of the spark plug and the bottom of the windshield, and h4 is the height between the center of the vent hole on the air outlet side of the spark plug and the bottom of the windshield. In this step, h4 is preferentially adjusted, and when h4 reaches the target height, h3 is adjusted again.
After the parameters alpha, h3 and h4 in the simulation model are adjusted, the steps are repeatedly executed: and sequentially traversing each engine working condition in the working condition set, and carrying out simulation test and subsequent steps on the simulation model based on the traversed engine working condition.
When the amount of residual exhaust gas at the third target position is smaller than the second preset amount of exhaust gas, the h3 and h4 do not need to be adjusted.
Further, in the technical solution disclosed in this embodiment, in order to reduce the probability of a misfire of the engine under a high-speed working condition, besides limiting the air flow rate at the spark gap of the spark plug, the method may further detect the turbulent energy at the first target position, mainly observe whether the turbulent energy at the first target position in the simulation result meets the expectation, and if not, adjust the spark plug parameter L3 in the simulation model, and specifically, referring to fig. 11, after performing the simulation test on the simulation model based on the traversed engine working condition, further include:
step S401: turbulent energy at the first target location is acquired.
The turbulence energy at the first target location may be directly extracted from the simulation results.
Step S402: judging whether the turbulent energy is lower than a preset kinetic energy value.
The magnitude of the preset kinetic energy value is matched with the traversed engine working condition, and the preset kinetic energy values corresponding to different engine working conditions can be different.
Step S403: and when the turbulence energy is lower than a preset kinetic energy value, reducing a parameter L3 in the simulation model, wherein L3 is the length of the exhaust side ventilation hole.
When the turbulence energy is lower than a preset kinetic energy value, the parameter L3 in the simulation model is reduced, and the turbulence energy at the first target position can be further reduced by reducing the length of the exhaust side ventilation hole.
The steps are repeatedly executed: and sequentially traversing each engine working condition in the working condition set, and carrying out simulation test and subsequent steps on the simulation model based on the traversed engine working condition.
When the turbulence energy is not lower than a preset kinetic energy value, L3 is not required to be adjusted.
Further, in the technical solution disclosed in this embodiment, in order to reduce the probability of a misfire of the engine under a high-speed working condition, besides limiting the air flow rate at the spark gap of the spark plug, the method may further detect the thermal load of the windshield of the spark plug, determine whether the thermal load of the windshield meets the expectation, and if not, adjust the spark plug parameter L3 in the simulation model, and specifically, referring to fig. 12, after performing the simulation test on the simulation model based on the traversed engine working condition, further include:
step S501: the thermal load of the windshield of the spark plug is obtained.
The thermal load of the windshield can be directly extracted from simulation results.
Step S502: and judging whether the thermal load meets the preset load requirement or not.
The preset load requirement can be matched with the working condition of the engine, the working condition of the engine is different, and the corresponding value of the preset load requirement is also different.
Step S503: when the thermal load does not meet the preset load requirement, correcting a parameter H in the simulation model, wherein H is the overall height of a windshield of the spark plug;
the steps are repeatedly executed: and sequentially traversing each engine working condition in the working condition set, and carrying out simulation test and subsequent steps on the simulation model based on the traversed engine working condition.
When the thermal load meets the preset load requirement, H does not need to be adjusted.
In the technical scheme disclosed in this embodiment, after each engine working condition in the working condition set is traversed in sequence, after the simulation test is performed on the simulation model based on the traversed engine working condition, the simulation model can be further subjected to calibration to determine whether the simulation model meets the conventional design requirement, at this time, the simulation model needs to be constructed based on experimental data and subjected to the simulation test, then data such as engine cylinder pressure, heat release rate, tumble ratio and the like are obtained based on the simulation result of the simulation model, the simulation result and the experimental data are subjected to calibration, if the errors of the simulation result and the experimental data exceed the coincidence range, parameters and grids of the simulation model are adjusted until the errors of the simulation result and the experimental data meet the limit value, so that the reliability of the constructed simulation model is higher. After the error meets the limit value, grid setting, parameter setting and the like in the simulation model are formed into a specification, the simulation specification is suitable for simulation model selection of air inlet systems of other subsequent models, and then the actions are executed: and sequentially traversing each engine working condition in the working condition set, and carrying out simulation test on the simulation model based on the traversed engine working condition.
After the simulation test is performed on the simulation model, the method further comprises the following steps: and obtaining a target simulation result obtained in the simulation test process, comparing the target simulation result, judging whether the comparison result meets the preset requirement, and correcting the simulation model based on the comparison result when the comparison result does not meet the preset requirement. Specifically, after a simulation model is built on the basis of original test data, the simulation model is corrected, then a simulation test is conducted on the corrected simulation model, data such as cylinder pressure, heat release rate, tumble ratio and the like are extracted from simulation results, the data are used as target simulation results, the target simulation results and the test results in the original test data are subjected to standard matching, whether errors between all the data in the target simulation results and the test results in the original test data are in an identical range or not is judged, if the errors are in the identical range, the simulation model does not need to be corrected, otherwise, the simulation model and a piston entity are different, and the simulation model needs to be corrected.
In this embodiment, a specific way of correcting the simulation model based on the target result is also disclosed, and in this embodiment, the specific process of correcting the simulation model is as follows: and adjusting the parameter setting and the grid of the simulation model until the standard matching result meets the preset requirement. In this embodiment, the designer may further form a specification for grid setting, parameter setting, etc. in the simulation model, where the simulation specification is applicable to simulation model selection of the air intake system of other models, so as to accelerate rapid creation of other simulation models.
In this embodiment, a spark plug design device is disclosed, which is used for calibrating design parameters of a spark plug, an air inlet hole arranged on an air inlet side of the spark plug is in a gradually-expanding structure, an aperture of one side of an air inlet hole facing an axis of the spark plug is larger than an aperture of one side of the air inlet hole facing away from the axis of the spark plug, the air inlet hole is concentric with an air outlet hole of the spark plug and is inconsistent in height, an anode bottom of the spark plug is located between a bottom of a windshield and a target air hole, the target air hole is a hole with higher height in the air inlet hole and the air outlet hole, and specific working contents of each unit in the device are referred to in the contents of the method embodiment.
The spark plug design device according to the embodiment of the present invention will be described below, and the spark plug design device described below and the spark plug design method described above may be referred to correspondingly.
Referring to fig. 13, a spark plug design apparatus disclosed in an embodiment of the present application may include:
the simulation unit 10 is used for acquiring a simulation model of the spark plug, sequentially traversing each engine working condition in the working condition set, and performing a simulation test on the simulation model based on the traversed engine working condition;
A simulation result analysis unit 20, configured to obtain a first air flow rate at a first target position, where the first target position is a calibration position of a spark plug spark gap marked in advance; judging whether the first air flow rate is smaller than a first preset flow rate or not; when the air flow rate is not smaller than a first preset flow rate, reducing the value of a parameter L1/L2, wherein L1 is the length of the short side of the vent hole on the air inlet side of the spark plug, L2 is the length of the long side of the vent hole on the air inlet side of the spark plug, and triggering the simulation unit to repeatedly execute: and sequentially traversing each engine working condition in the working condition set, and carrying out simulation test and subsequent processing on the simulation model based on the traversed engine working condition until the first air flow rate is smaller than a first preset flow rate.
Corresponding to the method, the application also discloses a spark plug design device, which is used for designing parameters of a spark plug, wherein an air inlet hole arranged on an air inlet side of the spark plug is of a gradually-expanding structure, the aperture of one side of the air inlet hole facing to the axis of the spark plug is larger than the aperture of one side of the air outlet hole facing away from the axis of the spark plug, the air inlet hole is not concentric with and is inconsistent with the air outlet hole of the spark plug in height, the bottom height of an anode of the spark plug is positioned between the bottom height of a windshield and the height of a target air hole, and the target air hole is a hole with higher height in the air inlet hole and the air outlet hole, and referring to fig. 14, the spark plug design device comprises:
At least one processor 100, at least one communication interface 200, at least one memory 300, and at least one communication bus 400;
in the embodiment of the present invention, the number of the processor 100, the communication interface 200, the memory 300 and the communication bus 400 is at least one, and the processor 100, the communication interface 200 and the memory 300 complete the communication with each other through the communication bus 400; it will be apparent that the communication connection schematic shown in the processor 100, the communication interface 200, the memory 300 and the communication bus 400 shown in fig. 14 is only optional;
alternatively, the communication interface 200 may be an interface of a communication module, such as an interface of a GSM module;
the processor 100 may be a central processing unit CPU, or a specific integrated circuit ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement embodiments of the present invention.
Memory 300 may comprise high-speed RAM memory or may further comprise non-volatile memory (non-volatile memory), such as at least one disk memory.
The processor 100 is specifically configured to:
obtaining a simulation model of the spark plug;
sequentially traversing each engine working condition in the working condition set, and carrying out simulation test on the simulation model based on the traversed engine working condition;
Acquiring a first air flow rate of a first target position, wherein the first target position is a calibration position of a spark plug spark gap marked in advance;
judging whether the first air flow rate is smaller than a first preset flow rate or not;
when the air flow rate is not smaller than a first preset flow rate, reducing the value of a parameter L1/L2 in the simulation model, wherein L1 is the length of the short side of the vent hole on the air inlet side of the spark plug, L2 is the length of the long side of the vent hole on the air inlet side of the spark plug, and repeating the steps: and sequentially traversing each engine working condition in the working condition set, and carrying out simulation test and subsequent steps on the simulation model based on the traversed engine working condition until the first air flow rate is smaller than a first preset flow rate.
Corresponding to the design method, the application also discloses a spark plug, see fig. 3 to 8, the air inlet hole arranged on the air inlet side of the spark plug is of a gradually-expanding structure, the aperture of one side of the air inlet hole facing the axis of the spark plug is larger than the aperture of one side of the air outlet hole facing away from the axis of the spark plug, the air inlet hole is concentric with the air outlet hole of the spark plug and is inconsistent in height, the bottom height of the anode of the spark plug is positioned between the bottom height of the windshield and the height of the target air hole, and the target air hole is a hole with higher height in the air inlet hole and the air outlet hole. Specifically, in the design parameters of the spark plug, h2=h1/2, wherein h2 is the height of the bottom surface of the anode of the spark plug from the bottom of the windshield; and h1 is the height between the bottom edge of the air inlet side vent hole of the spark plug and the bottom of the windshield. h4 is greater than h3, wherein h3 is the height of the center of the air inlet side vent of the spark plug from the bottom of the windshield, and h4 is the height of the center of the air outlet side vent of the spark plug from the bottom of the windshield.
For convenience of description, the above system is described as being functionally divided into various modules, respectively. Of course, the functions of each module may be implemented in the same piece or pieces of software and/or hardware when implementing the present invention.
In this specification, each embodiment is described in a progressive manner, and identical and similar parts of each embodiment are all referred to each other, and each embodiment mainly describes differences from other embodiments. In particular, for a system or system embodiment, since it is substantially similar to a method embodiment, the description is relatively simple, with reference to the description of the method embodiment being made in part. The systems and system embodiments described above are merely illustrative, wherein the elements illustrated as separate elements may or may not be physically separate, and the elements shown as elements may or may not be physical elements, may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art will understand and implement the present invention without undue burden.
Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative elements and steps are described above generally in terms of functionality in order to clearly illustrate the interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. The software modules may be disposed in Random Access Memory (RAM), memory, read Only Memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.
It is further noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (10)

1. The utility model provides a spark plug design method which is characterized in that the inlet port that the air inlet side of spark plug set up is the gradual-expanding structure, the aperture of inlet port towards one side of spark plug axis is greater than the aperture of one side of back to the spark plug axis, the inlet port with the venthole of spark plug is concentric and highly inconsistent, the positive pole bottom height of spark plug is located between the high and target gas pocket of windshield bottom height, the target gas pocket is the higher hole in inlet port and the venthole, the spark plug design method includes:
obtaining a simulation model of the spark plug;
sequentially traversing each engine working condition in the working condition set, and carrying out simulation test on the simulation model based on the traversed engine working condition;
Acquiring a first air flow rate of a first target position, wherein the first target position is a calibration position of a spark plug spark gap marked in advance;
judging whether the first air flow rate is smaller than a first preset flow rate or not;
when the first air flow rate is not smaller than a first preset flow rate, reducing the value of a parameter L1/L2 in the simulation model, wherein L1 is the length of the short side of the ventilation hole of the air inlet side of the spark plug, L2 is the length of the long side of the ventilation hole of the air inlet side of the spark plug, and repeating the steps: and sequentially traversing each engine working condition in the working condition set, and carrying out simulation test and subsequent steps on the simulation model based on the traversed engine working condition until the first air flow rate is smaller than a first preset flow rate.
2. The spark plug design method of claim 1, further comprising, after performing a simulation test on the simulation model based on the traversed engine operating condition:
acquiring a second air flow rate of a second target position, wherein the second target position is a calibration position of a pre-marked windshield bottom area;
judging whether the second air flow rate is smaller than a second preset flow rate or not;
when the second air flow rate is not smaller than the second preset flow rate, increasing a parameter h2 in the simulation model, wherein h2 is the height of the bottom surface of the anode of the spark plug from the bottom of the windshield;
The steps are repeatedly executed: and sequentially traversing each engine working condition in the working condition set, and carrying out simulation test and subsequent steps on the simulation model based on the traversed engine working condition.
3. The spark plug design method of claim 2, further comprising, after performing a simulation test on the simulation model based on the traversed engine operating condition:
acquiring the residual exhaust gas amounts at the second target position and a third target position, wherein the third target position is a calibration position of a pre-marked upper area of the windshield;
judging whether the residual exhaust gas amount of the second target position is smaller than a first preset exhaust gas amount;
when the residual exhaust gas amount of the second target position is not smaller than the first preset exhaust gas amount, increasing a parameter alpha in the simulation model, wherein alpha is an included angle between the central line of the exhaust side vent hole of the spark plug and the axis of the spark plug;
judging whether the residual exhaust gas amount of the third target position is smaller than a second preset exhaust gas amount;
when the residual exhaust gas amount of the second target position is not smaller than the second preset exhaust gas amount, increasing parameters h3 and h4 in the simulation model, wherein h3 is the height of the center of the vent hole on the air inlet side of the spark plug from the bottom of the windshield, and h4 is the height of the center of the vent hole on the air outlet side of the spark plug from the bottom of the windshield;
The steps are repeatedly executed: and sequentially traversing each engine working condition in the working condition set, and carrying out simulation test and subsequent steps on the simulation model based on the traversed engine working condition.
4. The spark plug design method of claim 1, further comprising, after performing a simulation test on the simulation model based on the traversed engine operating condition:
acquiring turbulence energy at the first target position;
judging whether the turbulent energy is lower than a preset kinetic energy value or not;
when the turbulence energy is lower than a preset kinetic energy value, reducing a parameter L3 in the simulation model, wherein L3 is the length of an exhaust side ventilation hole;
the steps are repeatedly executed: and sequentially traversing each engine working condition in the working condition set, and carrying out simulation test and subsequent steps on the simulation model based on the traversed engine working condition.
5. The spark plug design method of claim 1, further comprising, after performing a simulation test on the simulation model based on the traversed engine operating condition:
acquiring a thermal load of a windshield of the spark plug;
judging whether the thermal load meets a preset load requirement or not;
when the thermal load does not meet the preset load requirement, correcting a parameter H in the simulation model, wherein H is the overall height of a windshield of the spark plug;
The steps are repeatedly executed: and sequentially traversing each engine working condition in the working condition set, and carrying out simulation test and subsequent steps on the simulation model based on the traversed engine working condition.
6. The utility model provides a spark plug design device, its characterized in that, the inlet port that the air inlet side of spark plug set up is the gradual-expanding structure, the aperture of inlet port towards one side of spark plug axis is greater than the aperture of one side of being away from the spark plug axis, the inlet port with the venthole of spark plug is concentric and highly inconsistent, the positive pole bottom height of spark plug is located between the high and target gas pocket of windshield bottom height, the target gas pocket is the higher hole in inlet port and the venthole, the spark plug design device includes:
the simulation unit is used for acquiring a simulation model of the spark plug, sequentially traversing each engine working condition in the working condition set, and performing a simulation test on the simulation model based on the traversed engine working condition;
the simulation result analysis unit is used for acquiring a first air flow rate of a first target position, wherein the first target position is a calibration position of a pre-marked spark plug spark gap; judging whether the first air flow rate is smaller than a first preset flow rate or not; when the first air flow rate is not smaller than a first preset flow rate, reducing the value of a parameter L1/L2, wherein L1 is the length of the short side of the vent hole on the air inlet side of the spark plug, L2 is the length of the long side of the vent hole on the air inlet side of the spark plug, and triggering the simulation unit to repeatedly execute: and sequentially traversing each engine working condition in the working condition set, and carrying out simulation test and subsequent processing on the simulation model based on the traversed engine working condition until the first air flow rate is smaller than a first preset flow rate.
7. The utility model provides a spark plug design equipment, its characterized in that, the inlet port that the air inlet side of spark plug set up is the divergent structure, the aperture of inlet port towards one side of spark plug axis is greater than the aperture of one side of being away from the spark plug axis, the inlet port with the venthole of spark plug is concentric and highly inconsistent, the positive pole bottom height of spark plug is located between the high and target gas pocket of windshield bottom height, the target gas pocket is the higher hole in inlet port and the venthole, spark plug design equipment includes:
a memory and a processor;
the memory stores a program adapted to be executed by the processor for executing the spark plug design method according to any one of claims 1 to 5.
8. The utility model provides a spark plug, its characterized in that, the inlet port that the air inlet side of spark plug set up is the gradual expansion structure, the aperture of inlet port towards one side of spark plug axis is greater than the aperture of one side of back to the spark plug axis, the inlet port with the venthole of spark plug is concentric and highly inconsistent, the positive pole bottom height of spark plug is located between the high and target air hole of windshield bottom height, the target air hole is the higher hole in inlet port and the venthole.
9. The spark plug of claim 8 wherein,
h2 =h1/2, wherein h2 is the anode bottom surface height of the spark plug from the bottom of the windshield; and h1 is the height between the bottom edge of the air inlet side vent hole of the spark plug and the bottom of the windshield.
10. The spark plug of claim 8 wherein,
h4 is greater than h3, wherein h3 is the height of the center of the air inlet side vent hole of the spark plug from the bottom of the windshield, and h4 is the height of the center of the air outlet side vent hole of the spark plug from the bottom of the windshield.
CN202410132460.3A 2024-01-31 2024-01-31 Spark plug design method, device, equipment and spark plug Active CN117669098B (en)

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