TWM500814U - Engine control device - Google Patents

Description

Engine control unit

This creation relates to a control device, and more particularly to an engine control device.

The Homogeneous Charge Compression Ignition (HCCI) engine is a new generation of vehicle power source with high efficiency of diesel engines and lower emissions than general gasoline engines. However, compared with the general gasoline or diesel engine that is ignited by the spark plug, the homogeneous intake compression ignition engine generates self-ignition according to the oil and gas mixture, temperature and pressure in the cylinder. Therefore, it is impossible to control the burning time point like a conventional engine by means of ignition. Therefore, how to control the optimal combustion time of the homogeneous intake compression ignition engine is the subject of urgent research.

At present, for a multi-cylinder homogeneous intake compression ignition engine, most of them are controlled by a single controller to control the exhaust back pressure valve opening or change the intake air temperature, so as to simultaneously adjust multiple cylinders so that each cylinder can Operates at the best burning time point. However, in the actual operation process, the above-mentioned practices may cause differences in the burning time of each cylinder due to current atmospheric pressure, temperature or humidity, etc., resulting in the problem that the homogeneous intake compression ignition engine cannot be balanced in operation. point.

In view of the above problems, the present invention provides an engine control device for controlling a first cylinder and a second cylinder of an engine. The engine may be a Homogeneous Charge Compression Ignition Engine.

The engine control device includes a detection module, a processor, a first controller, and a second controller. The detection module is electrically connected to the first cylinder and the second cylinder, and the detection module detects the operation of the first cylinder and correspondingly outputs the first working data, and detects the operation of the second cylinder and correspondingly outputs the second working data. The processor is electrically connected to the detecting module, and receives the first working data and correspondingly calculates a first actual burning point of the first cylinder, and receives the second working data and correspondingly calculates a second actual burning point of the second cylinder. The first controller is electrically connected to the processor, the first cylinder and the second cylinder, the first controller receives the first actual combustion point and compares the first ideal combustion point, and receives the second actual combustion point and compares the second ideal a combustion point corresponding to the selective output adjustment command, wherein the adjustment instruction is to adjust the first working data and the second working data to make the first actual combustion point approach the first ideal combustion point, and make the second actual combustion point Approaching the second ideal combustion point, the processor receives the adjusted second operational data and correspondingly calculates an updated combustion point to replace the second actual combustion point. The second controller is electrically connected to the processor and the second cylinder, and the second controller receives the updated combustion point and compares the second ideal combustion point and corresponds to the output oil amount adjustment value to control the oil supply amount of the second cylinder, so that The updated combustion point of the two cylinders approaches the second ideal combustion point.

Thereby, the first cylinder and the second cylinder of the creation are respectively transmitted through the first The controller and the second controller are adjusted such that the first actual combustion point of the first cylinder approaches the first ideal combustion point and the updated combustion point of the second cylinder approaches the second ideal combustion point. Compared with the way of controlling multiple cylinders through one controller, it can solve the influence of external factors (such as controlling atmospheric pressure, temperature, humidity, difference of intake and exhaust), and can not make each cylinder The problem of ideal burning point. Therefore, this creation can achieve improved engine balance and performance.

In an embodiment, the first working data includes the first of the first cylinder a cylinder pressure value, a first temperature parameter, a first crank angle value, or a combination of at least two, the second operational data including a second cylinder pressure value of the second cylinder, a second temperature parameter, a second crank angle value, or at least a combination of the two.

In an embodiment, the detection module can include two pressure gauges, respectively Connected to the first cylinder and the second cylinder to detect a first cylinder pressure value of the first cylinder and a second cylinder pressure value of the second cylinder, the first working data includes a first cylinder pressure value, and the second working data includes The second cylinder pressure value.

In one embodiment, the detection module can include two crank angle detections. And respectively connected to the first cylinder and the second cylinder to detect a first crank angle value of the first cylinder and a second crank angle value of the second cylinder, the first working data including the first crank angle value, the second work The data includes a second crank angle value.

In one embodiment, the first cylinder and the second cylinder are connected to the exhaust back pressure valve, and the adjustment command is to control the opening degree of the exhaust back pressure valve.

In an embodiment, the engine control device may include a fuel injector connected to the interior of the second cylinder, and the fuel injector may adjust the opening degree corresponding to the oil amount adjustment value.

100‧‧‧Engine Controls

10‧‧‧ engine

11‧‧‧First cylinder

12‧‧‧Second cylinder

13‧‧‧Exhaust back pressure valve

14‧‧‧Injector

15‧‧‧Exhaust pipe

20‧‧‧Detection module

21‧‧‧ pressure gauge

22‧‧‧Crankshaft angle detector

23‧‧‧Temperature Sensor

30‧‧‧ Processor

40‧‧‧First controller

50‧‧‧second controller

B‧‧‧ bore

Vc‧‧‧ clearance volume

Vd‧‧‧ displacement volume

a‧‧‧Crankshaft radius

L‧‧‧ stroke

l‧‧‧Link length

Θ‧‧‧ crank angle

TDC‧‧‧Pistons top dead center

BDC‧‧‧Piston bottom dead point

S‧‧‧ distance

S1‧‧‧ first work data

S2‧‧‧ second work data

S3‧‧‧First actual burning point

S4‧‧‧Update Burning Point

S5‧‧‧ adjustment instructions

S6‧‧‧ oil quantity adjustment value

S7‧‧‧ second actual burning point

Figure 1 is a block diagram of the device of the authoring engine control device.

Figure 2 is a control block diagram of the authoring engine control device.

Figure 3 is a block diagram of another embodiment of the present authoring engine control apparatus.

Figure 4 is a partial plan view of the authoring engine.

Figure 5 is a schematic plan view of the first cylinder of the present creation.

Fig. 6A is a graph showing the ignition angle-cycle number of the second controller of the conventional creation.

Figure 6B is a graph of the firing angle-cycle number after the control of the authoring engine control device.

As shown in Figures 1 and 2, the present disclosure provides an engine control device 100 for controlling a first cylinder 11 and a second cylinder 12 of an engine 10 (engine 10 is shown in Figure 4). The engine 10 is preferably a Homogeneous Charge Compression Ignition Engine and can be switched from a spark plug ignition mode to a homogeneous intake compression ignition mode.

The above-mentioned homogeneous intake compression ignition mode is a self-ignition combustion mode, which can mix fuel and air during the intake process, and then use the compression stroke of the internal piston of the cylinder to increase the pressure and temperature to achieve the purpose and effect of self-combustion. The present invention is to control the first cylinder 11 and the second cylinder 12 of the engine 10 to be combusted at the optimal ideal combustion time point by the above-described engine control device 100, and the engine 10 is upgraded. Balance and performance.

The engine control device 100 includes a detection module 20 and a processor. 30. The first controller 40 and the second controller 50. The detecting module 20 is electrically connected to the first cylinder 11 and the second cylinder 12 to detect the operation of the first cylinder 11 and correspondingly output the first working data S1, and detect the operation of the second cylinder 12 and correspondingly output the second Work data S2. The first working data S1 may preferably include a first cylinder pressure value (such as 50 bar) of the first cylinder 11, a first temperature parameter (such as 1400K), and a first crank angle value (such as 370 degrees). In other words, the first working data S1 is the in-cylinder pressure, the temperature, and the crank angle when the first cylinder 11 is in operation, but is not limited thereto. The first working data S1 may further include the first cylinder 11 when the first cylinder 11 is operated. The amount of exhaust. The second operational data S2 preferably includes a second cylinder pressure value (e.g., 55 bar) of the second cylinder 12, a second temperature parameter (e.g., 1300 K), and a second crank angle value (e.g., 350 degrees). In other words, the second operational data S2 is the in-cylinder pressure, temperature, and crank angle at which the second cylinder 12 operates, but is not limited thereto. The second operational data S2 may further include the amount of intake and exhaust when the second cylinder 12 is in operation.

Please refer to FIG. 3, the detection module 20 can include two The pressure gauge 21, the two crank angle detectors 22 and the two temperature sensors 23 are connected to the first cylinder 11 and the second cylinder 12 respectively to detect the first cylinder pressure value and the second cylinder. Pressure value. As shown in Fig. 4, in this embodiment, each of the pressure gauges 21 is a Mars plug gauge to measure the internal pressure of the cylinder. The two crank angle detectors 22 respectively connect the crankshafts of the first cylinder 11 and the second cylinder 12 to detect the first crank angle value and the second crank angle value. Each crank angle detector 22 can be a crank angle encoder, a magnetoelectric angle sensor, or an optical angle sensor. Two temperature The sensor 23 is connected to the inside of the first cylinder 11 and the second cylinder 12 to detect the first temperature parameter and the second temperature parameter.

The processor 30 can be an electronic control unit (Electronic Control Unit), a microcontroller (MCU) or a central control unit (CPU), and the processor 30 is electrically connected to the detection module 20, and the processor 30 receives the first working data S1 (ie, the in-cylinder pressure and temperature of the first cylinder 11) Corresponding to the crankshaft angle), the first actual combustion point S3 of the first cylinder 11 (also referred to as the first actual firing angle) is calculated, and the second working data S2 is received (ie, the in-cylinder pressure and temperature of the second cylinder 12) The second actual combustion point S7 of the second cylinder 12 (which can also be said to be the second actual ignition angle) is calculated corresponding to the crank angle.

The calculation of the first actual combustion point S3 and the second actual combustion point S7 described above can be established by Simulink in Matlab. By way of example, the heat release rate can be obtained by integrating the heat release rate to analyze the point in time of combustion. The heat release rate is mainly calculated from the cylinder pressure and the cylinder volume. This is the geometry of the first cylinder 11 of the engine 10 as shown in FIG. 5, in which the volume equation can be derived from the behavior of the engine 10, and the parameters shown in the figure are the bore B, the clearance volume Vc, Displacement volume Vd (displaced volume), crankshaft radius a, stroke L, link length l, crank angle θ, piston top dead center TDC (Top Dead Center), piston bottom dead center BDC (Bottom Dead Center) and crankshaft center to piston The distance S of the pin. The cylinder volume formula can be The cylinder volume change rate can be obtained by differentiating the cylinder volume formula. The heat release rate is mainly calculated from the cylinder pressure and the cylinder volume, and the heat release process of the fuel combustion is calculated according to the energy balance to analyze the fuel heat release rate.

In an embodiment, it is assumed that in the process of compression, combustion and expansion of the engine 10, each cylinder is a closed system without considering the change of flow work, according to the first law of thermodynamics, dQ _hr =dU+dW+dQ _ht can be written, wherein dU For internal energy changes, dW is work, and dQ _ht is heat transfer. In the derivation process, the differential equation of the ideal gas equation pV=mRT can be used to obtain d(pV)=d(mRT). From the above formula, the pressure, volume and temperature are all key variables. It is assumed that the cylinder mass is constant and can be deduced to become mdT. =1/R(pdV+Vdp), the internal energy change can be dU=C _v /R(pdV+Vdp), followed by γ=C _P /C _V and C _P -C _V =R, plus time Change, and regardless of heat transfer effect dQ _ht =0, the heat release rate Finally, the heat release rate can be used to analyze the burning time point.

It can be seen from the above description that during the calculation of the combustion time point, the pressure, temperature and crank angle of the cylinder are the key factors of the image burning time point.

The first controller 40 is preferably a PI (Proportional integral controller), but may be a Proportional controller or a PID (Proportional integration differentiation controller). The first controller 40 may be internally provided with a first ideal combustion point (which may also be said to be an ideal ignition angle of the first cylinder 11) and electrically connected to The processor 30, the first cylinder 11 and the second cylinder 12, and the first controller 40 receive the first actual combustion point S3 and compare the first ideal combustion point, and receive the second actual combustion point S7 and compare the second The ideal combustion point determines whether the adjustment command S5 is to be output. In an embodiment, when the first actual combustion point S3 is the same as the first ideal combustion point, the first controller 40 does not output the adjustment command S5 when the first actual combustion When the point S3 is different from the first ideal combustion point, the first controller 40 outputs an adjustment command S5, and the first controller 40 can also output the adjustment command S5 when the second actual combustion point S7 is different from the second ideal combustion point. This is not limited. The adjustment command S5 is to adjust the first working data S1 and the second working data S2 correspondingly, so that the first actual combustion point S3 approaches the second ideal combustion point at the first ideal combustion point and the second actual combustion point S7. The processor 30 receives the adjusted second operational data S2 to calculate an updated combustion point S4 to replace the second actual combustion point S7. In other words, the second actual combustion point S7 of the second cylinder 12 becomes the updated combustion point S4. That is, the above-described updated combustion point S4 is the actual combustion point of the second cylinder 12 after being controlled by the first controller 40.

As shown in FIG. 3, in this embodiment, the first controller 40 is connected An exhaust back pressure valve 13 is disposed on the exhaust pipe 15 connected to the first cylinder 11 and the second cylinder 12, and the adjustment command S5 is used to control the row The opening degree of the gas back pressure valve 13 adjusts the ratio of the exhaust gas recovered by the first cylinder 11 and the second cylinder 12, and adjusts the first cylinder pressure value in the first working data S1 inside the first cylinder 11 and the second cylinder 12. With the first temperature parameter, the first actual combustion point S3 is at the first ideal combustion point, and since the exhaust pipe 15 also communicates with the second cylinder 12, the second operational data S2 is also adjusted at the same time. For example, if the first actual combustion point S3 is later than the first reason When the combustion point is desired, the opening degree of the exhaust back pressure valve 13 can be made small, the proportion of the recovered exhaust gas is increased, and the pressure and temperature in the first cylinder 11 and the second cylinder 12 are increased, so that the first actual combustion point S3 is advanced. Can be the same as the first ideal combustion point. In some embodiments, the adjustment command S5 may also be to control the intake valve opening degree to adjust the first cylinder pressure value and the first temperature parameter in the first working data S1 and the second cylinder pressure of the second working data S2. The value and the second temperature parameter are not limited.

The second controller 50 is preferably a P controller (Proportional) Controller), but can also be a PI controller (Proportional integral controller) or a PID controller (Proportional integration differentiation controller), which is not limited. The second controller 50 can preset a second ideal combustion point (also arguably the ideal ignition angle of the second cylinder 12) and is electrically connected to the processor 40 and the second cylinder 12, and the second controller 50 receives the above-mentioned update combustion. Point S4 and aligning the second ideal combustion point and outputting an oil amount adjustment value S6 to control the oil supply amount of the second cylinder 12 such that the updated combustion point S4 of the second cylinder 12 is at the second ideal combustion point.

In some embodiments, when the combustion point S4 is updated with the second ideal combustion When the points are the same, the output oil amount adjustment value S6 is 0 mg/cycle, that is, it is not necessary to adjust the oil supply amount of the second cylinder 12. When the updated combustion point S4 is different from the second ideal combustion point, the oil quantity adjustment value S6 output by the second controller 50 may be the final oil supply value (eg, 20 mg/cycle) or the oil quantity change value (eg, -2 mg/cycle) Or +3mg/cycle). In addition, since the first controller 40 changes the opening degree of the exhaust back pressure valve 13 so that the first actual combustion point S3 of the first cylinder 11 is at the first ideal combustion point, the updated combustion point S4 of the second cylinder 12 still Because of external factors (such as controlling atmospheric pressure, temperature, Humidity, difference in intake and exhaust volume) and not at the second ideal combustion point. Therefore, the oil supply amount of the second cylinder 12 can be further changed by the second controller 50 to separately adjust the second temperature parameter in the second working data S2 of the second cylinder 12 (eg, increasing the oil amount to raise the second cylinder 12) The medium temperature, while reducing the amount of oil, lowers the temperature in the second cylinder 12) to adjust the updated combustion point S4 of the second cylinder 12 to approach the second ideal combustion point. That is, the processor 30 receives the second operational data S2 adjusted by the first controller 40 to change the second actual combustion point S7 to an updated combustion point S4, and the second controller 50 receives the updated combustion point S4. The oil amount adjustment value S6 is outputted to the second ideal combustion point.

As shown in FIG. 4, in this embodiment, the above oil amount adjustment value S6 It is for controlling the opening degree of the fuel injector 14 connected to the inside of the second cylinder 12 to adjust the oil supply amount of the second cylinder 12.

As shown in FIG. 6A, the point of creating the second controller 50 is not known. Fire angle - cycle number graph. Since the fuel injection amount is decreased after switching to the homogeneous intake compression ignition mode, the combustion time is delayed, and the cylinder pressure is lowered. However, in the case where the second controller 50 is not created, it is impossible to change only the exhaust gas. The back pressure valve 13 mode returns the actual combustion point to the desired point of combustion (ie, the actual firing angle cannot return to the desired firing angle).

As shown in Figure 6B, after the control of the authoring engine control device Fire angle - cycle number graph. Compared to Fig. 6A, the creation of the second controller 50 in conjunction with the change of the exhaust backpressure valve 13 enables the actual combustion point to return to the desired point of combustion (i.e., the actual firing angle returns to the desired firing angle).

In summary, the first cylinder and the second cylinder of the creation are respectively transmitted through The first controller and the second controller are adjusted such that the first actual combustion point of the first cylinder is at the first ideal combustion point and the updated combustion point of the second cylinder is at the second ideal combustion point. Compared with the way of controlling multiple cylinders through one controller, it can solve the influence of external factors (such as controlling atmospheric pressure, temperature, humidity, difference of intake and exhaust), and can not make each cylinder The problem of ideal burning point. Therefore, this creation can achieve improved engine balance and performance.

Although the technical content of the present invention has been disclosed in the above preferred embodiments, it is not intended to limit the present invention. Anyone who is familiar with the art, and some modifications and refinements that do not depart from the spirit of the present invention should be included in the creation. Therefore, the scope of protection of this creation is subject to the definition of the scope of the patent application.

100‧‧‧Engine Controls

11‧‧‧First cylinder

12‧‧‧Second cylinder

20‧‧‧Detection module

30‧‧‧ Processor

40‧‧‧First controller

50‧‧‧second controller

S1‧‧‧ first work data

S2‧‧‧ second work data

S3‧‧‧First actual burning point

S4‧‧‧Update Burning Point

S6‧‧‧ oil quantity adjustment value

S7‧‧‧ second actual burning point

Claims (7)

An engine control device for controlling a first cylinder and a second cylinder of an engine, the engine control device comprising: a detection module electrically connected to the first cylinder and the second cylinder, the detection module The group detects the operation of the first cylinder and correspondingly outputs a first working data, and detects the operation of the second cylinder and correspondingly outputs a second working data; a processor electrically connected to the detecting module, the processor Receiving the first working data and correspondingly calculating a first actual combustion point of the first cylinder, and receiving the second working data and correspondingly calculating a second actual combustion point of the second cylinder; a first controller Electrically connected to the processor, the first cylinder and the second cylinder, the first controller receiving the first actual combustion point and comparing a first ideal combustion point, and receiving the second actual combustion point and comparing And a second ideal combustion point, and correspondingly outputting an adjustment command, wherein the adjustment instruction adjusts the first working data and the second working data correspondingly, so that the first actual combustion point approaches the first ideal combustion point And the second actual combustion point is brought closer to the second ideal combustion point, the processor receives the adjusted second operational data and correspondingly calculates an updated combustion point to replace the second actual combustion point; a second controller electrically connected to the processor and the second cylinder, the second controller receiving the updated combustion point and outputting an oil quantity adjustment value corresponding to the second ideal combustion point to control the second cylinder The amount of oil supplied causes the updated combustion point of the second cylinder to approach the second ideal combustion point. The engine control device of claim 1, wherein the first operational data includes a first cylinder pressure value of the first cylinder, a first temperature parameter, a first crank angle value, or a combination of at least two of them. The second operational data includes a second cylinder pressure value, a second temperature parameter, a second crank angle value, or a combination of at least two of the second cylinder. The engine control device of claim 2, wherein the detection module comprises two pressure gauges respectively connected to the first cylinder and the second cylinder to detect the first cylinder pressure value of the first cylinder The second cylinder pressure value of the second cylinder. The engine control device of claim 2, wherein the detection module includes two crank angle detectors coupled to the first cylinder and the second cylinder to detect the first crankshaft of the first cylinder The angle value is the second crank angle value of the second cylinder. The engine control device of claim 1, wherein the first cylinder and the second cylinder are connected to an exhaust back pressure valve, and the adjustment command is to control an opening degree of the exhaust back pressure valve. The engine control device according to claim 1, further comprising a fuel injector connected to the inside of the second cylinder, wherein the fuel injector adjusts the opening degree corresponding to the oil amount adjustment value. The engine control device of claim 1, wherein the engine is a Homogeneous Charge Compression Ignition Engine.