TWI659151B - Atkinson cycle engine control method - Google Patents
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- 239000000446 fuel Substances 0.000 claims description 64
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- 238000012937 correction Methods 0.000 claims description 17
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 claims description 3
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract
一種阿特金森循環引擎控制方法包含有下列的步驟。引擎控制單元接收複數個控制器所傳送之複數個扭力命令,判斷一引擎運轉是否進入一穩態運轉,判斷引擎是否適合在一阿特金森循環運轉,調整引擎的一可變氣門正時提前角至一預定的角度,以及調整引擎的其他元件。 An Atkinson cycle engine control method includes the following steps. The engine control unit receives multiple torque commands transmitted by multiple controllers, determines whether an engine operation has entered a steady state operation, determines whether the engine is suitable for running in an Atkinson cycle, and adjusts a variable valve timing advance angle of the engine To a predetermined angle, and to adjust other elements of the engine.
Description
本發明係有關於一種阿特金森循環引擎控制方法。特別是有關於一種阿特金森循環引擎之最佳化控制方法。 The invention relates to a method for controlling an Atkinson cycle engine. In particular, there is an optimization control method for an Atkinson cycle engine.
由於氣候變遷為人類及環境帶來種種災難,極端氣候、冰川融化、永久凍土層融化、珊瑚礁死亡、海平面上升、生態系統改變、洪水乾旱的災害增加、致命熱浪等等,在世界各地不斷的上演。 As climate change brings various disasters to humans and the environment, extreme weather, melting glaciers, melting permafrost, death of coral reefs, sea level rise, ecosystem changes, increased flood and drought disasters, deadly heat waves, etc. Staged.
過去一百多年,人類一直依賴石化燃料提供能源應付生活所需,排放的溫室氣體如二氧化碳等加強了溫室效應,引發氣候變遷。破壞森林、生產冰箱用的冷媒、農業和畜牧業等的工業化規模都會加劇氣候變化。 For more than a century, humans have been relying on fossil fuels to provide energy to meet their daily needs. The emission of greenhouse gases such as carbon dioxide has strengthened the greenhouse effect and triggered climate change. Destroying forests, producing refrigerants for refrigerators, industrialization of agriculture and animal husbandry, etc. will all exacerbate climate change.
因此,國際間各大車廠為因應氣候變遷,近年來投注許多心力於研究車輛節能技術,以符合越趨嚴峻的法規管制標準。使用油電複合動力車(Hybrid Electric Vehicle;HEV)以及純電動車(Electric Vehicle;EV)已成為趨勢。 Therefore, in order to cope with climate change, many major car manufacturers in the world have bet on researching vehicle energy-saving technologies in order to meet the increasingly stringent regulations and standards. The use of hybrid electric vehicles (HEVs) and electric vehicles (EVs) has become a trend.
現今,油電複合動力車仍為中短程汽車工業之發展趨勢之一。因此,內燃機的能源使用效率仍為各大車廠極欲提升之目標。如何能提升內燃機引擎的效率將有助於提升驅動車輛行駛的制動熱效率,更能降低汽車行駛過程對氣候變遷所造成的影響。 Today, hybrid electric vehicles are still one of the development trends of the short- and medium-range automobile industry. Therefore, the energy efficiency of internal combustion engines is still the goal that major automakers are eager to improve. How to improve the efficiency of the internal combustion engine will help to improve the braking thermal efficiency of the driving vehicle, and can also reduce the impact of the car's driving process on climate change.
有鑒於此,本發明揭露一種阿特金森循環引擎控制方法,以有效地改善阿特金森循環引擎的效率。 In view of this, the present invention discloses an Atkinson cycle engine control method to effectively improve the efficiency of the Atkinson cycle engine.
根據本發明所揭露之一實施方式,是有關於一種阿特金森循環引擎控制方法,包含有下列步驟。首先,引擎控制單元接收複數個控制器所傳送之複數個扭力命令,判斷一引擎運轉是否進入一穩態運轉,判斷引擎是否適合在一阿特金森循環運轉,調整引擎的一可變氣門正時提前角至一預定的角度,以及調整引擎的其他元件。 An embodiment disclosed in the present invention relates to a control method for an Atkinson cycle engine, which includes the following steps. First, the engine control unit receives a plurality of torque commands transmitted by a plurality of controllers, determines whether an engine operation has entered a steady state operation, determines whether the engine is suitable for running in an Atkinson cycle, and adjusts a variable valve timing of the engine. Advance the angle to a predetermined angle, and adjust other components of the engine.
其中,前述之引擎控制單元接收複數個控制器所傳送之複數個扭力命令,包含接收一複合動力控制單元扭力命令,一循跡控制系統扭力命令以及一變速箱控制單元扭力命令。 The aforementioned engine control unit receives a plurality of torque commands transmitted by a plurality of controllers, including receiving a composite power control unit torque command, a tracking control system torque command, and a transmission control unit torque command.
其中,前述之調整引擎的一可變氣門正時提前角至一預定的角度,係將可變氣門正時提前角調整至25度。 Among them, the variable valve timing advance angle of the aforementioned adjustment engine is adjusted to a predetermined angle, and the variable valve timing advance angle is adjusted to 25 degrees.
此外,調整引擎的其他元件則更包含調整一燃油控制單元,以決定引擎之一油量以及一噴油起始角。 In addition, adjusting other components of the engine further includes adjusting a fuel control unit to determine an amount of fuel in the engine and an injection start angle.
在一實施例中,油量係為m f,des =m f,opn +m f,clos ,其
中,m f,opn 為開迴路燃油量,m f,clos 為閉迴路燃油控制修正量,在進入燃油閉迴路控制後,根據窄域型含氧感知器之回饋電壓訊號v EGO ,得知缸內之空燃比是否過濃或過稀,接著利用比例積分式控制器,決定出m f,clos 修正量:
其中,P clc,rich 以及P clc,lean 分別為濃油及稀油比例修正值;I clc,rich 以及I clc,lean 分別為濃油及稀油積分修正值;AFRm為空燃比(Air-fuel ratio);t rich 以及t lean 為混合比處於過濃或過稀的時間。 Among them, P clc , rich and P clc , lean are the correction values of the rich oil and thin oil ratio respectively; I clc , rich and I clc , lean are the correction values of the rich oil and thin oil integration respectively; AFRm is the air-fuel ratio (Air-fuel ratio); t rich and t lean are times when the mixing ratio is too rich or too lean.
此外,調整引擎的其他元件還包含調整一點火控制單元以控制引擎之一點火提前角。 In addition, other components of adjusting the engine include adjusting an ignition control unit to control one of the engine's ignition advance angles.
再者,調整引擎的其他元件更包含調整一進氣控制單元。其中,上述之進氣控制單元包含一新鮮氣體控制器以及一廢氣再循環氣體控制器。新鮮氣體控制器控制一節氣門開度以及一進氣壓力,而廢氣再循環氣體控制器控制一廢氣再循環閥門開度以及一排氣閥門可變氣門正時。 Furthermore, other components of the adjustment engine further include an adjustment of an intake control unit. The air intake control unit includes a fresh gas controller and an exhaust gas recirculation gas controller. The fresh gas controller controls a valve opening and an intake pressure, and the exhaust gas recirculation gas controller controls an exhaust gas recirculation valve opening and an exhaust valve variable valve timing.
在一實施例中,節氣門開度與節氣門流量係數,相互對應,而節氣門流量係數C d,th,des :
其中,A th 為節氣門截面積,R th 為節氣門氣體常數,P boost 為增壓壓力,P im,des 為引擎進氣歧管壓力,T boostT 為增壓溫度,k th 為節氣門比熱比,m th,des 為節氣門流入之進氣量。 Among them, A th is the throttle cross-sectional area, R th is the throttle gas constant, P boost is the boost pressure, P im , des is the engine intake manifold pressure, T boostT is the boost temperature, and k th is the specific heat of the throttle. The ratio, m th , des is the amount of intake air flowing into the throttle.
因此,本發明之阿特金森循環引擎控制方法,可以有效地改善阿特金森循環引擎的效率,提升阿特金森循環引擎的功率輸出。 Therefore, the method for controlling an Atkinson cycle engine of the present invention can effectively improve the efficiency of the Atkinson cycle engine and increase the power output of the Atkinson cycle engine.
100‧‧‧阿特金森循環引擎控制方法 100‧‧‧Atkinson cycle engine control method
110~150‧‧‧步驟 110 ~ 150‧‧‧step
210‧‧‧燃油控制單元 210‧‧‧ Fuel Control Unit
212‧‧‧油量 212‧‧‧oil volume
214‧‧‧噴油起始角 214‧‧‧Injection start angle
220‧‧‧點火控制單元 220‧‧‧Ignition control unit
222‧‧‧點火提前角 222‧‧‧Ignition advance angle
230‧‧‧進氣控制單元 230‧‧‧Air intake control unit
231‧‧‧新鮮氣體控制器 231‧‧‧Fresh Gas Controller
232‧‧‧節氣門開度 232‧‧‧ Throttle opening
233‧‧‧進氣閥門可變氣門正時 233‧‧‧Variable valve timing of intake valve
234‧‧‧進氣壓力 234‧‧‧Inlet pressure
235‧‧‧廢氣再循環氣體控制器 235‧‧‧Exhaust gas recirculation gas controller
236‧‧‧廢氣再循環閥門開度 236‧‧‧ Exhaust gas recirculation valve opening
237‧‧‧排氣閥門可變氣門正時 237‧‧‧Variable valve timing of exhaust valve
為讓本揭露之上述和其他目的、特徵、優點與實施例能更明顯易懂,所附圖式之說明如下:第1圖是依照本發明一實施例所繪示的一種阿特金森循環引擎控制方法之示意圖。 In order to make the above and other objects, features, advantages, and embodiments of the present disclosure more comprehensible, the description of the drawings is as follows: FIG. 1 is an Atkinson cycle engine according to an embodiment of the present invention. Schematic diagram of the control method.
第2圖是根據本發明一實施例之阿特金森循環引擎控制方法中各項控制單元之示意圖。 FIG. 2 is a schematic diagram of various control units in an Atkinson cycle engine control method according to an embodiment of the present invention.
第3圖是根據本發明一實施例之阿特金森循環引擎控制方法之可變汽門正時測試結果示意圖。 FIG. 3 is a schematic diagram of a variable valve timing test result of an Atkinson cycle engine control method according to an embodiment of the present invention.
第4圖是是根據本發明一實施例之阿特金森循環引擎控制方法之廢氣再循環閥門控制結果之示意圖。 FIG. 4 is a schematic diagram of a control result of an exhaust gas recirculation valve of an Atkinson cycle engine control method according to an embodiment of the present invention.
下文係舉實施例配合所附圖式進行詳細說明, 但所提供之實施例並非用以限制本揭露所涵蓋的範圍,而結構運作之描述非用以限制其執行之順序,任何由元件重新組合之結構,所產生具有均等功效的裝置,皆為本揭露所涵蓋的範圍。另外,圖式僅以說明為目的,並未依照原尺寸作圖。為使便於理解,下述說明中相同元件或相似元件將以相同之符號標示來說明。 The following describes the embodiments in detail with the accompanying drawings. However, the examples provided are not intended to limit the scope covered by this disclosure, and the description of the operation of the structure is not intended to limit the order in which it is performed. Any structure reassembled by components, the device with equal efficacy is based on Disclose what is covered. In addition, the drawings are for illustrative purposes only, and are not drawn to the original dimensions. In order to facilitate understanding, the same elements or similar elements in the following description will be described with the same symbols.
另外,在全篇說明書與申請專利範圍所使用之用詞(terms),除有特別註明外,通常具有每個用詞使用在此領域中、在此揭露之內容中與特殊內容中的平常意義。某些用以描述本揭露之用詞將於下或在此說明書的別處討論,以提供本領域技術人員在有關本揭露之描述上額外的引導。 In addition, the terms used throughout the specification and the scope of patent applications, unless otherwise specified, usually have the ordinary meaning of each term used in this field, the content disclosed here, and the special content. . Certain terms used to describe this disclosure are discussed below or elsewhere in this specification to provide additional guidance to those skilled in the art on the description of this disclosure.
關於本文中所使用之『第一』、『第二』、...等,並非特別指稱次序或順位的意思,亦非用以限定本發明,其僅僅是為了區別以相同技術用語描述的元件或操作而已。 Regarding the "first", "second", ..., etc. used herein, they do not specifically refer to the order or order, nor are they used to limit the present invention. They are only used to distinguish elements described by the same technical terms Or just operate.
其次,在本文中所使用的用詞『包含』、『包括』、『具有』、『含有』等等,均為開放性的用語,即意指包含但不限於。 Secondly, the terms "including", "including", "having", "containing" and the like used in this article are all open-ended terms, which means including but not limited to.
引擎若想要達成低油耗低排放的目標,除了改良內燃機技術,設計一個良好的引擎控制方法也是一項非常重要的工作,除了可以改善引擎管理系統(Engine Management System;EMS),亦可以有效地提升引擎的效率。 If the engine wants to achieve the goal of low fuel consumption and low emissions, in addition to improving the internal combustion engine technology, designing a good engine control method is also a very important task. In addition to improving the Engine Management System (EMS), it can also effectively Improve engine efficiency.
近年來汽車搭配電子節氣門而衍生出之基於扭力(Torque-based)式之引擎管理系統架構,此架構主要是利用引擎控制單元(Engine control unit;ECU)計算出引擎目前的扭力需求,再轉換成引擎上各作動元件之控制命令,來調整引擎的進氣量與燃燒情形。本發明之阿特金森循環引擎控制方法係基於上述之扭力控制架構,進而優化阿特金森循環引擎(Atkinson cycle engine)之效率。 Torque-based engine management system architecture derived from automobiles with electronic throttle in recent years. This architecture mainly uses the engine control unit (ECU) to calculate the current torque demand of the engine and then converts it. It becomes the control command of each actuating element on the engine to adjust the engine's air intake and combustion situation. The control method of the Atkinson cycle engine of the present invention is based on the aforementioned torque control architecture, thereby optimizing the efficiency of the Atkinson cycle engine.
首先參閱第1圖,其係揭露本發明之阿特金森循環引擎控制方法之流程示意圖。如圖中所示,本發明之阿特金森循環引擎控制方法包含下列步驟。首先,步驟110,當ECU接收到車輛中各控制器,例如是:複合動力控制單元(Hybrid Control Unit;HCU)、循跡控制系統(Traction Control System;TCS)、變速箱控制單元等元件所傳送之扭力命令。步驟120,判斷引擎運轉是否進入一穩態運轉。其中,引擎穩態運轉可利用引擎轉速與估測之扭力進行判斷。在確認引擎進入穩定運轉後,步驟130,ECU進一步判斷目前的運轉狀況是否適合進行阿特金森循環引擎運轉。在一實施例中,ECU藉由一預設的參數判斷目前的運轉狀況是否適合進行阿特金森循環引擎運轉,例如是根據實驗數據查表或以預設的公式紀錄於ECU之中,以作為判斷的基準,其均不脫離本發明之精神與保護範圍。當步驟120,判斷引擎運轉並未進入一穩態運轉,或步驟130,ECU判斷目前的運轉狀況不適合進行阿特金森循環引擎運轉時,阿特金森循環引擎控制方法將回到步驟110,ECU再次接收車輛中各控制 器所傳送之扭力命令。 First, refer to FIG. 1, which is a schematic flowchart of the control method of the Atkinson cycle engine according to the present invention. As shown in the figure, the Atkinson cycle engine control method of the present invention includes the following steps. First, in step 110, when the ECU receives various controllers in the vehicle, for example, the components are transmitted by the Hybrid Control Unit (HCU), the Traction Control System (TCS), and the transmission control unit. Torque command. Step 120: Determine whether the engine operation enters a steady state operation. Among them, the steady state operation of the engine can be judged by the engine speed and the estimated torque. After confirming that the engine has entered stable operation, in step 130, the ECU further determines whether the current operating condition is suitable for running the Atkinson cycle engine. In one embodiment, the ECU determines whether the current operating condition is suitable for running the Atkinson cycle engine by using a preset parameter, for example, based on an experimental data lookup table or a preset formula recorded in the ECU as The criterion of judgment does not depart from the spirit and scope of the present invention. When it is determined in step 120 that the engine operation has not entered a steady-state operation, or in step 130, the ECU judges that the current operating conditions are not suitable for the Atkinson cycle engine operation, the Atkinson cycle engine control method will return to step 110, and the ECU again Receiving various controls in the vehicle Torque command transmitted by the device.
當ECU判定目前的運轉狀況適合阿特金森循環運轉,進入步驟140,調整並判斷可變氣門正時(Variable Valve Timing;VVT)提前角至一預定的角度。在一實施例中,此預定的角度約為25度,然並不限定於此。然而,由於引擎系統中的各項元件作動皆會影響引擎運轉狀況,因此,VVT提前角尚未達到預定的角度時,ECU仍須持續判斷引擎是否進入穩態運轉,亦即再回到步驟120進行判斷。當VVT提前角達到預定的角度後,步驟150,進一步改變引擎系統的其他元件的作動時機及參數,例如是:噴油量、點火正時、進氣壓力、廢氣再循環(Exhaust Gas Recirculation;EGR)閥門開度等,以讓阿特金森循環引擎有較佳的油耗表現。 When the ECU determines that the current operating condition is suitable for the Atkinson cycle operation, it proceeds to step 140 to adjust and determine the variable valve timing (Variable Valve Timing) advance angle to a predetermined angle. In one embodiment, the predetermined angle is about 25 degrees, but it is not limited thereto. However, since the operation of various components in the engine system will affect the engine running condition, when the VVT advance angle has not reached the predetermined angle, the ECU must continue to determine whether the engine has entered steady-state operation, that is, return to step 120 to perform Judge. When the VVT advance angle reaches a predetermined angle, step 150 further changes the operating timing and parameters of other components of the engine system, such as: fuel injection amount, ignition timing, intake pressure, and exhaust gas recirculation (Exhaust Gas Recirculation; EGR ) Valve opening, etc., so that Atkinson cycle engine has better fuel consumption performance.
參閱第2圖,其係繪示本發明之阿特金森循環引擎控制方法所需調整的各項元件之示意圖。如圖所示,阿特金森循環引擎扭力的輸出主要由燃油控制單元210、點火控制單元220以及進氣控制單元230來進行調整。燃油控制單元210決定所需之油量(Desire fuel mass)212以及噴油起始角(Start of Injection;SOI)214。點火控制單元220則控制點火提前角(Desire spark advance)222。在進氣控制單元230中,進氣的路徑可分為新鮮氣體控制(Fresh Air-mass control)器231以及廢氣再循環氣體(Recirculated Gas-Mass control)控制器235。其中,新鮮氣體控制器231可進一步控制節氣門開度(Desire throttle position)232、進氣閥門可變氣門正時(Desire Intake Variable Valve Timing angle)233以及進氣壓力(Desire manifold pressure)234。而廢氣再循環氣體控制器235則進一步控制廢氣再循環閥門開度(Desire EGR valve position)236,以及排氣閥門可變氣門正時(Desire Exhaust Variable Valve Timing angle)237。其中,進氣閥門可變氣門正時233以及排氣閥門可變氣門正時237主要係用來進行阿特金森循環模式的切換。 Refer to FIG. 2, which is a schematic diagram showing various elements required for adjustment of the control method of the Atkinson cycle engine of the present invention. As shown in the figure, the torque output of the Atkinson cycle engine is mainly adjusted by the fuel control unit 210, the ignition control unit 220, and the intake control unit 230. The fuel control unit 210 determines a required fuel mass (Desire fuel mass) 212 and an injection start angle (Start of Injection (SOI) 214). The ignition control unit 220 controls a Desire spark advance 222. In the intake control unit 230, the path of the intake air can be divided into a Fresh Air-mass control unit 231 and an Excirculated Gas-Mass control unit 235. Among them, the fresh gas controller 231 can further control the throttle valve position (Desire throttle position) 232, the intake valve variable valve timing (Desire Intake Variable Valve Timing angle 233 and Desire manifold pressure 234. The exhaust gas recirculation gas controller 235 further controls the exhaust gas recirculation valve opening degree (Desire EGR valve position) 236 and the exhaust valve variable valve timing (Desire Exhaust Variable Valve Timing angle) 237. Among them, the intake valve variable valve timing 233 and the exhaust valve variable valve timing 237 are mainly used to switch the Atkinson cycle mode.
以下將進一步詳細說明各項控制單元的參數計算與調整方法,以用來優化阿特金森循環引擎的效率。當進入阿特金森循環後,即開始計算引擎上各控制單元之控制命令,以優化阿特金森循環引擎的效率。 The parameters calculation and adjustment methods of each control unit will be described in detail below to optimize the efficiency of the Atkinson cycle engine. After entering the Atkinson cycle, the control commands of the control units on the engine are calculated to optimize the efficiency of the Atkinson cycle engine.
首先,根據當下引擎的摩擦扭力T fric,estimate 及所接收到之扭力命令T brak,des (亦即制動扭力命令),可計算出引擎指示扭力需求,接著可利用方程式(1)~(2)計算出引擎的引擎燃油質量流率需求m f,des :T ind,des =T brak,des +T fric,estimate (1) First, according to the friction torque T fric , estimate of the current engine and the received torque command T brak , des (that is, the brake torque command), the indicated torque demand of the engine can be calculated, and then equations (1) ~ (2) can be used Calculate the engine fuel mass flow rate demand m f , des : T ind , des = T brak , des + T fric , estimate (1)
其中,T ind,des 為所需之點火正時於最佳點火正時(Minimum Advance for Best Torque;MBT)位置時指示扭力,m f,des 為引擎控制方法中之引擎燃油質量流率需求,Q HV 為燃料之熱值,n為汽缸數量,η f 為燃油效率,AFR des 為設定之空燃比,m int,des 為計算出之進氣質量,N為引擎轉速,n event 為引擎曲軸轉一圈產生動力行程的次數。 Among them, T ind , des is the torque required when the required ignition timing is at the Minimum Advance for Best Torque (MBT) position, and m f , des is the mass flow rate requirement of the engine fuel in the engine control method. Q HV is the heating value of the fuel, n is the number of cylinders, η f is the fuel efficiency, AFR des is the set air-fuel ratio, m int , des is the calculated intake air mass, N is the engine speed, and n event is the engine crankshaft revolution Number of power strokes per lap.
在一實施例中,最佳點火正時(MBT)係利用引擎於實驗室中,進行測試,以取得相關的數據。 In one embodiment, the optimal ignition timing (MBT) is tested by using an engine in a laboratory to obtain relevant data.
在一實施例中,摩擦扭力T fric,estimate 可查詢根據相應的引擎之實驗數據所建立摩擦扭力表,然本發明並不限定於此。η f 為燃油效率亦可利用引擎轉速與進氣歧管壓力的查表而得。此外,由於引擎空燃比也會影響到引擎燃油效率,因此亦可以再額外利用一維查表,根據引擎管理系統設定之空燃比,來進一步決定出燃油效率修正係數,相關的數據可利用改變空燃比的實驗,取得相關的引擎數據進行分析,並儲存於ECU之中。 In one embodiment, the friction torque T fric , estimate can query the friction torque table established according to the experimental data of the corresponding engine, but the present invention is not limited thereto. η f is the fuel efficiency, which can also be obtained by looking up the table of engine speed and intake manifold pressure. In addition, since the air-fuel ratio of the engine also affects the fuel efficiency of the engine, an additional one-dimensional look-up table can be used to further determine the fuel efficiency correction coefficient based on the air-fuel ratio set by the engine management system. The relevant data can be used to change the air-fuel ratio. Fuel ratio experiment, obtain relevant engine data for analysis, and store in ECU.
此外,若引擎點火未於最佳點火正時位置則可以利用方程式(4)進行修正:T ind,des =T ind,MBT η spark (4) In addition, if the engine ignition is not at the optimal ignition timing position, it can be corrected using equation (4): T ind , des = T ind , MBT η spark (4)
其中,η spark 為點火正時效率,當點火正時於MBT時效率為100%,然若點火正時從MBT延遲時,引擎實際輸出扭力會下降,即代表點火正時效率開始下降,其可利用相應的引擎之改變點火正時的實驗,以取得相關數據。 Among them, η spark is the ignition timing efficiency. When the ignition timing is MBT, the efficiency is 100%. However, if the ignition timing is delayed from MBT, the actual output torque of the engine will decrease, which means that the ignition timing efficiency starts to decrease. Use the corresponding engine to change the ignition timing to obtain relevant data.
當決定出引擎進氣質量流率需求後,進氣控制單元230則需將其轉換成所需的節氣門開度232、外部廢氣再循環閥門開度236以及渦輪洩壓閥門開度,首先運用方程式(5)計算,將引擎進氣量進行分類,並利用方程式(6)換算 出此時的引擎進氣歧管壓力P im,des ,此壓力命令可用於下達渦輪洩壓閥門開度,以達成進氣壓力234,然並不限定於此。 After determining the demand for the intake air mass flow rate of the engine, the intake control unit 230 needs to convert it into the required throttle opening 232, external exhaust gas recirculation valve opening 236, and turbine pressure relief valve opening. Equation (5) is calculated to classify the engine air intake and use equation (6) to convert the engine intake manifold pressure P im , des at this time. This pressure command can be used to issue the opening degree of the turbine pressure relief valve to Achieving the intake pressure 234 is not limited to this.
其中,為從節氣門流入之進氣量,為從外部EGR閥門流入之進氣量,R cyl 為汽缸內氣體常數,T im 為進氣歧管氣體溫度,可由進氣溫度感知器測得,V d 為汽缸移程容機(displacement),η v 為容積效率。 among them, For the amount of intake air flowing in from the throttle valve, For the intake air flow from the external EGR valve, R cyl is the gas constant in the cylinder, T im is the intake manifold gas temperature, which can be measured by the intake temperature sensor, and V d is the displacement of the cylinder. η v is the volumetric efficiency.
在一實施例中,η v 容積效率,可由進氣歧管壓力以及引擎轉速之對照表查表得知,並將其儲存於ECU之中。 In one embodiment, η v volumetric efficiency, can be controlled intake manifold pressure and the engine rotation speed that lookup table and stored in the in ECU.
當以及P im,des 皆決定之後,即可利用方程式(7)及方程式(8)計算出節氣門流量係數需求。 when After both P im and des are determined, the equations (7) and (8) can be used to calculate the throttle flow coefficient demand.
其中,C d,th,des 為節氣門流量係數,可利用於進行節氣門開度與節氣門流量係數對照表進行反查,以得到節氣門開度θ th,des,A th 為節氣門截面積,R th 為節氣門氣體常數,P boost 為增壓壓力,可利用增壓壓力感知器量測,T boostT 為增壓溫度,可利用增壓溫度感知器量測,k th 為節氣門比熱比。在一實施例中,節氣門開度與節氣門流量係數相對應,其中節氣門流量係數對照表可由對應的引擎在實驗室中,進行測試以取得節氣門開度與流量係數對應數據,然本發明並不限定於此。 Among them, C d , th , des are throttle flow coefficients, which can be used to check the comparison table of throttle opening and throttle flow coefficients to obtain the throttle opening θ th, des , and A th is the throttle cut. Area, R th is the throttle gas constant, P boost is the boost pressure, which can be measured by the boost pressure sensor, T boostT is the boost temperature, which can be measured by the boost temperature sensor, and k th is the specific heat of the throttle ratio. In an embodiment, the throttle opening degree corresponds to the throttle flow coefficient. The comparison table of the throttle flow coefficient can be tested by the corresponding engine in the laboratory to obtain the data corresponding to the throttle opening degree and the flow coefficient. The invention is not limited to this.
則可參閱上述方式將壓力與溫度換為排氣壓力及排氣溫度即可,接著換算成所需之EGR閥門開度,然後,ECU即可經由控制單元控制各個元件作動。 You can refer to the above method to change the pressure and temperature to the exhaust pressure and exhaust temperature, and then convert it into the required EGR valve opening degree. Then, the ECU can control the operation of each component through the control unit.
接著,燃油控制單元210,將上述決定出噴油嘴噴油量需求,進一步轉換成噴油嘴噴油脈寬。在計算噴油嘴噴油量需求之前,燃油控制單元210先決定出缸內燃油質量需求,其主要分成兩部分,一為開迴路燃油量,另一為閉迴路燃油控制修正量,參閱方程式(9)所示:m f,des =m f,opn +m f,clos (9) Next, the fuel control unit 210 further determines the fuel injection quantity demand of the fuel injection nozzle, and further converts it into the fuel injection pulse width of the fuel injection nozzle. Before calculating the fuel injection demand of the injector, the fuel control unit 210 first determines the fuel quality requirement in the cylinder, which is mainly divided into two parts, one is the open-loop fuel amount, and the other is the closed-loop fuel control correction amount. See the equation ( 9): m f , des = m f , opn + m f , clos (9)
其中,m f,opn 為開迴路燃油量,計算方式與方程式(2)相同,m f,clos 為閉迴路燃油控制修正量,其為當ECU根據引擎轉速以及引擎輸出扭力的變化情形,判斷出引擎目前於穩態運轉時,燃油控制單元210隨即進入閉迴路燃油控制。在進入燃油閉迴路控制後,首先根據窄域型含氧感知器之回饋電壓訊號v EGO ,得知缸內之空燃比是否過濃或過稀,接著利用比例積分式控制器,決定出m f,clos 修正量,參閱方程式(10):
其中,P clc,rich 以及P clc,lean 分別為濃油及稀油比例修正值;I clc,rich 以及I clc,lean 分別為濃油及稀油積分修正值;AFRm為空燃比(Air-fuel ratio);t rich 以及t lean 分別為配合(10)式,所得知混合比處於過濃或過稀的時間,當引擎離開穩態運轉時,燃油控制策略隨即停止閉迴路燃油控制,並將m f,clos 設為0。 Among them, P clc , rich and P clc , lean are the correction values of the rich oil and thin oil ratio respectively; I clc , rich and I clc , lean are the correction values of the rich oil and thin oil integral respectively; AFRm is the air-fuel ratio (Air-fuel ratio); t rich and t lean are respectively matched with the formula (10). The obtained mixture ratio is too rich or too lean. When the engine leaves steady state operation, the fuel control strategy immediately stops the closed-loop fuel control, and sets m f , clos is set to 0.
在一實施例中,P clc,rich 以及P clc,lean 約等於0.9,而在I clc,rich 以及I clc,lean 約等於0.5,其均係由實驗驗證,並可儲存於ECU中。 In an embodiment, P clc , rich and P clc , lean are approximately equal to 0.9, and I clc , rich and I clc , lean are approximately equal to 0.5, which are all verified by experiments and can be stored in the ECU.
在一實施例中,以氣道噴射引擎為例,當噴油嘴噴油後,會在進氣道管壁上形成一層油膜,因此缸內燃油質量需求需再經過油膜動態補償後,才能求得噴油嘴噴油量需求m inj,EMS 。由於氣道噴射引擎噴油系統採用固定噴油壓力(3.5kg/cm2),當進氣歧管壓力變化時,會使得噴油嘴入口及出口端的壓力差產生改變,進而使得同一噴油脈寬之下噴油量並不相同,且電瓶電壓亦會影響同一噴油脈寬之下的噴油量,因此,本發明之阿特金森循環引擎控制方法100,亦將根據電瓶電壓以及噴油嘴噴油量需求,決定基本噴油脈寬,接著再乘以方程式(11)所計算之噴油嘴壓力差修正係數C pres ,即可得最終噴油脈寬。 In one embodiment, the air-jet engine is taken as an example. After the fuel is injected from the fuel injection nozzle, a layer of oil film is formed on the wall of the intake pipe. Therefore, the fuel quality requirements in the cylinder can only be obtained after dynamic compensation of the oil film. The fuel injection volume of the injector needs to be m inj , EMS . Because the fuel injection system of the airway injection engine uses a fixed injection pressure (3.5kg / cm2), when the pressure of the intake manifold changes, the pressure difference between the inlet and outlet ends of the nozzle will change, which will cause the same injection pulse width. The fuel injection amount is not the same, and the battery voltage will affect the fuel injection amount under the same injection pulse width. Therefore, the Atkinson cycle engine control method 100 of the present invention will also be based on the battery voltage and the fuel injection nozzle injection. The fuel demand determines the basic injection pulse width, and then multiplies it by the nozzle pressure difference correction factor C pres calculated by equation (11) to get the final injection pulse width.
其中,P inj 為噴嘴壓力、P a 為大氣壓力、P m 為進 氣歧管負壓。 Among them, P inj is the nozzle pressure, P a is the atmospheric pressure, and P m is the intake manifold negative pressure.
火星塞點火則依據點火提前角以及點火線圈充磁閉角控制,一般而言,充磁閉角大約設定於3~5毫秒(millisecond;ms),即可使線圈充磁達飽和,除了於怠速、冷啟動污染排放以及搭配爆震感知器進行閉迴路點火控制狀況外,點火提前角通常設定於MBT位置。 The spark plug ignition is controlled according to the ignition advance angle and the ignition coil magnetization closing angle. Generally speaking, the magnetization closing angle is set to about 3 ~ 5 milliseconds (millisecond; ms), which can saturate the coil magnetization, except at idle speed. In addition to cold-start pollution emission and closed-loop ignition control with knock sensors, the ignition advance angle is usually set at the MBT position.
節氣門開度232的控制,則主要根據上述計算所得之節器門開度命令θ th,des結合節器門位置感知器回饋訊號,以進行閉迴路開度控制。 The control of the throttle opening degree 232 is mainly based on the calculated door opening degree command θ th, des combined with the throttle door position sensor feedback signal for closed-loop opening degree control.
值得注意的是,阿特金森循環運轉模式,主要透過汽門的早開晚關來達成。因此,汽門正時控制極為重要,於引擎中一般會安裝機油控制閥門(Oil Control Valve;OCV),其有進油孔以及洩油孔,當此閥門作用後會控制汽門正時器內之進油或洩油,藉以達成汽門正時的控制。而汽門正時即為利用ECU計算之汽門開啟(Valve opening)位置,其為利用曲軸位置感知器(Crankshaft Position Sensor)及凸輪軸位置感知器(Camshaft Position Sensor)輸出訊號比對得知。在一實施例中,其可以利用比例積分器比對下達之提前角命令以及回饋之提前角訊號修正控制命令。參閱第3圖,係為本發明之阿特金森循環引擎控制方法100之可變汽門正時測試結果示意圖。如圖中所示,當引擎從靜置(Stall)到怠速(Idle)運轉,在引擎於靜置時汽門提前角為0度,接著於啟動階段由於仍在建立油壓,因此即使有提前角命令亦不作動,最後運轉於怠速狀況時, 則開始作動並達成控制命令。在一實施例中,汽門提前角約為25度。 It is worth noting that the Atkinson cycle operation mode is mainly achieved through the early opening and late closing of the valve. Therefore, valve timing control is extremely important. An oil control valve (OCV) is usually installed in the engine. It has an oil inlet hole and a drain hole. When this valve acts, it will control the valve timing device. Into or drain oil to control the valve timing. The valve timing is the valve opening position calculated by the ECU, which is obtained by comparing the output signals of the crankshaft position sensor and the camshaft position sensor. In one embodiment, it can use the proportional integrator to compare the advance angle command issued and the advance angle signal correction control command for feedback. Refer to FIG. 3, which is a schematic diagram of a variable valve timing test result of the Atkinson cycle engine control method 100 of the present invention. As shown in the figure, when the engine is running from stand (Stall) to idle (Idle), the valve advance angle is 0 degrees when the engine is at rest, and then the oil pressure is still being established during the start phase, so even if there is advance The corner command does not operate, and when it runs at idle speed, Began to act and reach control orders. In one embodiment, the valve advance angle is about 25 degrees.
參閱第4圖,其係繪示本發明之阿特金森循環引擎控制方法100之廢氣再循環閥門控制結果之示意圖。如圖中所示,利用ECU輸出PWM訊號後,根據回授之電流值換算出EGR閥門開度。在一實施例中,換算方式可以利用架設千分錶並利用電源供應器提供不同電流,接著紀錄不同電流對應EGR閥門開度並將其建立為一查表,然後利用比例積分器比對下達之EGR閥門開度命令以及回饋之EGR閥門訊號修正控制命令,已達到所需的控制結果。 Refer to FIG. 4, which is a schematic diagram showing the control results of the exhaust gas recirculation valve of the Atkinson cycle engine control method 100 of the present invention. As shown in the figure, after the PWM signal is output by the ECU, the EGR valve opening degree is converted according to the feedback current value. In an embodiment, the conversion method can use a dial indicator and a power supply to provide different currents, and then record the opening of the EGR valve corresponding to the different currents and establish it as a lookup table, and then use a proportional integrator to compare and release the The EGR valve opening command and the feedback EGR valve signal correction control command have achieved the required control results.
最後,進氣壓力為利用電子式渦輪洩壓閥進行控制,電子式渦輪洩壓閥其管路會連接三個地方,壓縮機側、洩壓閥機構側以及空濾側,壓縮機側會將空氣送至電子式洩壓閥,接著閥門的控制會影響氣流的方向。當氣流若流入洩壓閥機構側會使渦輪端之閥門開啟,使渦輪機端流入之廢氣減少,降低渦輪增壓器轉速、減少進氣量,造成進氣壓力下降,反之,若氣體流入空濾側則會使渦輪機端流入較多之廢氣,用於提升渦輪增壓器轉速,增加進氣量,使得進氣壓力上升。因此,進氣控制單元230可以利用上述計算所得之進氣歧管壓力命令,然後依據回饋之歧管壓力(Manifold Absolute Pressure;MAP)感知器訊號進行閉迴路控制。 Finally, the intake pressure is controlled by an electronic turbo pressure relief valve. The pipeline of the electronic turbo pressure relief valve will be connected to three places, the compressor side, the relief valve mechanism side and the air filter side. The compressor side will Air is sent to the electronic pressure relief valve, and the control of the valve will affect the direction of the air flow. When the airflow flows into the pressure relief valve mechanism side, the valve on the turbine side will open, reducing the exhaust gas flowing in the turbine side, reducing the turbocharger speed and reducing the intake air volume, which will cause the intake air pressure to decrease. On the side, a large amount of exhaust gas will flow into the turbine end, which is used to increase the turbocharger speed and increase the intake air volume so that the intake air pressure rises. Therefore, the intake control unit 230 may use the calculated intake manifold pressure command and then perform closed-loop control based on the feedback Manifold Absolute Pressure (MAP) sensor signal.
綜上所述,本發明之阿特金森循環引擎控制方法,可以有效地改善阿特金森循環引擎的效率,提升阿特金森循環引擎的功率輸出。 In summary, the method for controlling an Atkinson cycle engine of the present invention can effectively improve the efficiency of the Atkinson cycle engine and increase the power output of the Atkinson cycle engine.
雖然本揭露已以實施方式揭露如上,然其並非用以限定本揭露,任何本領域具通常知識者,在不脫離本揭露之精神和範圍內,當可作各種之更動與潤飾,因此本揭露之保護範圍當視後附之申請專利範圍所界定者為準。 Although this disclosure has been disclosed as above in the form of implementation, it is not intended to limit this disclosure. Any person with ordinary knowledge in the field can make various changes and modifications without departing from the spirit and scope of this disclosure. Therefore, this disclosure The scope of protection shall be determined by the scope of the attached patent application.
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