WO2020132921A1 - Procédé et système de commande de papillon des gaz moteur - Google Patents

Procédé et système de commande de papillon des gaz moteur Download PDF

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Publication number
WO2020132921A1
WO2020132921A1 PCT/CN2018/123780 CN2018123780W WO2020132921A1 WO 2020132921 A1 WO2020132921 A1 WO 2020132921A1 CN 2018123780 W CN2018123780 W CN 2018123780W WO 2020132921 A1 WO2020132921 A1 WO 2020132921A1
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WO
WIPO (PCT)
Prior art keywords
intake air
opening degree
throttle valve
branch pipe
engine
Prior art date
Application number
PCT/CN2018/123780
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English (en)
Chinese (zh)
Inventor
王文霞
曹石
宋国梁
Original Assignee
潍柴动力股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 潍柴动力股份有限公司 filed Critical 潍柴动力股份有限公司
Priority to PCT/CN2018/123780 priority Critical patent/WO2020132921A1/fr
Priority to CN201880099956.8A priority patent/CN113167180A/zh
Priority to RU2021121770A priority patent/RU2770365C1/ru
Publication of WO2020132921A1 publication Critical patent/WO2020132921A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits

Definitions

  • the invention relates to the field of engine design, in particular to an engine throttle control method and system.
  • the engine As a machine that can convert other forms of energy into mechanical energy, the engine is widely used in the fields of automobiles, airplanes, and ships. No matter what field the engine is used in, the engine must be able to run normally.
  • an engine powered by natural gas is mainly pre-mixed with natural gas and air, and then pressurized by a supercharger, so that the mixed gas of natural gas and air passes through the engine pipeline and the throttle valve in the pipeline. It enters the engine and burns to generate power.
  • the present invention is proposed to provide an engine throttle control method and system that overcome the above problems or at least partially solve the above problems.
  • the technical solutions are as follows:
  • the engine includes a first throttle valve and a first branch pipe.
  • the first throttle valve is disposed in the first branch pipe.
  • the method includes:
  • the opening degree of the first throttle valve is the actual intake air amount of the first branch pipe at the first opening degree
  • the method before the determining the first opening degree of the first throttle valve according to the first required intake air amount of the first branch pipe and the pressure on both sides of the first throttle valve, the method also includes:
  • the first required intake air amount is determined according to the total required intake air amount and the number of branch pipes included in the engine.
  • the determining the total required intake air amount according to the total required intake air charge includes:
  • the total required intake charge is converted into the total required intake according to the displacement of the engine and the rotational speed.
  • the obtaining the opening degree of the first throttle valve as the actual intake air amount of the first branch pipe at the first opening degree includes:
  • the actual pressure of the branch pipe and the displacement of the engine determine that the opening of the first throttle valve is the actual intake air amount of the branch pipe at the first opening degree .
  • the correcting the first opening degree according to the difference between the actual intake air amount and the first required intake air amount to obtain the second opening degree includes:
  • the second opening degree is obtained according to the first opening degree and the corrected opening degree.
  • An engine throttle control system the engine includes a first throttle valve and a first branch pipe, the first throttle valve is disposed in the first branch pipe, the system includes: a first determination unit, a first control unit , A first obtaining unit, a first correcting unit and a second control unit,
  • the first determining unit is configured to determine the first opening degree of the first throttle valve according to the first required intake air amount of the first branch pipe and the pressure on both sides of the first throttle valve;
  • the first control unit is configured to control the opening degree of the first throttle valve to be the first opening degree
  • the first obtaining unit is configured to obtain the actual intake air amount of the first branch pipe when the opening degree of the first throttle valve is the first opening degree;
  • the first correction unit is configured to correct the first opening degree according to the difference between the actual intake air amount and the first required intake air amount to obtain a second opening degree;
  • the second control unit is configured to control the opening degree of the first throttle valve to be the second opening degree.
  • system further includes: a second determination unit, a third determination unit, and a fourth determination unit,
  • the second determining unit is configured to determine, in the first determining unit, the first throttle valve according to the first required intake air quantity of the first branch pipe and the pressures on both sides of the first throttle valve Before the first opening, determine the total required intake charge according to the engine speed and the required torque;
  • the third determining unit is configured to determine a total required intake air amount according to the total required intake air charge
  • the fourth determining unit is configured to determine the first required intake air amount based on the total required intake air amount and the number of branch pipes included in the engine.
  • the third determining unit is specifically configured to convert the total required intake air charge to the total required intake air according to the displacement of the engine and the rotation speed.
  • the first obtaining unit includes: a first detecting subunit and a first determining subunit,
  • the first detection subunit is configured to detect the actual pressure of the branch pipe when the opening of the first throttle valve is the first opening;
  • the first determining subunit is configured to determine the opening degree of the first throttle valve as the first opening degree according to the intake air temperature of the branch pipe, the actual pressure of the branch pipe and the displacement of the engine The actual intake air volume of the branch pipe at the time.
  • the first modification unit includes: a first obtaining subunit and a second obtaining subunit,
  • the first obtaining subunit is used to obtain a corrected opening degree according to the difference between the actual intake air amount and the first required intake air amount;
  • the second obtaining subunit is configured to obtain the second opening degree according to the first opening degree and the modified opening degree.
  • the present invention provides an engine throttle control method and system.
  • the engine includes a first throttle valve and a first branch pipe.
  • the first throttle valve is disposed in the first branch pipe, and can be based on The first required intake air quantity of the first branch pipe and the pressure on both sides of the first throttle valve determine the first opening degree of the first throttle valve; controlling the opening degree of the first throttle valve is The first opening; obtaining the opening of the first throttle valve as the actual intake air quantity of the first branch pipe at the first opening angle; according to the actual intake air quantity and the first demand The difference in air volume corrects the first opening degree to obtain a second opening degree; the opening degree of the first throttle valve is controlled to the second opening degree.
  • the invention can control the opening of the throttle valve of the engine, so that the actual intake air volume of the engine always reaches the required intake air volume of the engine, thereby enabling the normal operation of the engine.
  • FIG. 1 shows a flowchart of an engine throttle control method provided by an embodiment of the present invention
  • FIG. 2 shows a flowchart of another engine throttle control method provided by an embodiment of the present invention
  • FIG. 3 shows a flowchart of another engine throttle control method provided by an embodiment of the present invention
  • FIG. 5 shows a flowchart of another engine throttle control method provided by an embodiment of the present invention.
  • FIG. 6 shows a flowchart of another engine throttle control method provided by an embodiment of the present invention.
  • FIG. 7 shows a schematic diagram of two-dimensional MAP calibration in an engine throttle control method provided by an embodiment of the present invention
  • FIG. 8 shows a schematic structural diagram of an engine throttle control system provided by an embodiment of the present invention.
  • FIG. 9 shows a schematic structural diagram of another engine throttle control system provided by an embodiment of the present invention.
  • FIG. 10 shows a schematic structural diagram of another engine throttle control system provided by an embodiment of the present invention.
  • an engine throttle control method provided by an embodiment of the present invention, the engine may include a first throttle valve and a first branch pipe, the first throttle valve is disposed in the first branch pipe, the Methods can include:
  • the branch pipe is the intake line after the throttle valve and before the intake port of the cylinder head. Its function is to distribute the air and fuel mixture from the throttle to the intake port of each cylinder.
  • the throttle is a controllable valve that controls the gas entering the engine.
  • different throttle openings are set according to the amount of intake air required by the engine to achieve different output power. For example, under ideal conditions, to achieve an engine output of 50 kilowatts, set the throttle opening to 15 degrees to achieve the required intake air intake; to achieve an engine output of 80 kilowatts, set the throttle The opening degree is 30 degrees to reach the corresponding demand intake.
  • the pressures on the front and rear sides of the first throttle valve can be measured by pressure sensors respectively provided on the front and rear sides of the first throttle valve. Of course, they can also be obtained through other methods, and the invention is not limited herein.
  • another engine throttle control method provided by an embodiment of the present invention may include step S001, step S002, and step S003 before step S100:
  • the rotation speed of the engine can be obtained by a rotation speed sensor in the engine.
  • the method of obtaining the required torque may include:
  • N Eng is the engine speed rpm
  • V Eng is the engine displacement L
  • p is the average pressure in the cylinder MPa
  • t is the engine stroke
  • M is the required torque N*m.
  • Demand torque is a specific indicator that the engine has reached a certain degree of acceleration.
  • the total required intake charge of the engine can be obtained.
  • a MAP map is pre-calibrated.
  • the two input quantities are known as x and y.
  • the value of the third related variable z can be found based on the internal calibration data of the MAP map.
  • z1 can be obtained through x1 and y5, and z2 can be obtained through x2 and y5.
  • the corresponding values of z1 to z25 can be obtained by the value of the x-axis and the value of the y-axis. For example, if the total required intake charge is x1 and the engine speed is y5, then looking at the MAP map shows that the required torque is z1.
  • the pre-calibrated MAP map is only one of the forms, and may also be a correspondence table, etc., which is not further limited here.
  • step S002 may be specifically step S0021:
  • S0021 Convert the total required intake air charge to the total required intake air according to the displacement of the engine and the rotational speed;
  • the charge is also called the charge coefficient, which is the ratio of the mass of fresh air actually sucked into the cylinder per cycle and the theoretically calculated air mass filled with the working volume of the cylinder under the intake state.
  • r 1 is the total required intake air charge
  • m 1 is the total required intake air amount
  • m 0 is the intake air volume that fills the cylinder in a theoretical state.
  • the total required intake air charge can be converted to the total required intake air charge.
  • the intake gas may be a mixture of air and fuel gas, and the intake gas density may be obtained by multiplying the ratio of air density and fuel gas density by a weighting factor.
  • S003. Determine the first required intake air amount according to the total required intake air amount and the number of branch pipes included in the engine.
  • the first required intake air amount is equal to the total required intake air amount divided by the number of the branch pipes.
  • the required intake air quantity of each branch pipe is half of the total required intake air quantity, that is, the intake air quantity of each branch pipe is the same.
  • the number of branch pipes of the engine will be in one
  • the intake air volume of each branch pipe is made uniform to avoid problems such as unstable output power of the engine and torsional vibration of the drive shaft due to the imbalance of the intake air of the engine.
  • the inventor of the present application learned through the throttle principle that when the fluid flows through the throttle valve, the pressure difference between the front and rear sides of the throttle valve is proportional to the square of the intake air amount of the fluid. According to Bernoulli's equation, it is known that there is a certain relationship between the fluid intake volume and the throttle diameter and the pressure difference between the front and rear sides of the throttle.
  • the throttle diameter is related to the throttle opening.
  • Q m can be the intake air flow, that is, the mass of the throttle valve per unit time, the unit is kg/s; c is the outflow coefficient, which represents the relationship between the actual flow rate and the theoretical flow rate through the device; ⁇ is the diameter ratio , That is, the diameter ratio of the actual flow cross section of the throttle valve to the cross section of the intake pipe; ⁇ is the expansion coefficient; d is the flow diameter of the throttle member in m; ⁇ p is the difference between the pressure before and after the throttle valve; ⁇ is the inlet Gas density.
  • the section can be obtained The opening of the valve at this time.
  • a MAP map is pre-calibrated according to the correspondence between the intake air volume, the pressure difference between the front and rear sides of the throttle valve, and the throttle valve opening under ideal conditions.
  • the two input quantities are known as x and y.
  • the value of the third related variable z can be found. z1 can be obtained by x1 and y5, and z2 can be obtained by x2 and y5.
  • the corresponding values of z1 to z25 can be obtained by the value of the x-axis and the value of the y-axis. For example, if the first required intake air volume is x5, and the pressure difference between the front and rear sides of the first throttle valve is y1, then looking at the MAP map shows that the first opening degree of the throttle valve is z25.
  • the pre-calibrated MAP map is only one of the forms, and may also be a correspondence table, etc., which is not further limited here.
  • step S300 may include step S310 and step S320:
  • r 2 is the intake air charge of the branch pipe
  • m 2 is the actual intake air charge of the branch pipe
  • m 0 is the intake air charge of the cylinder in the theoretical state.
  • p 2 is the actual pressure
  • p 0 is the intake pressure that fills the cylinder in the theoretical state
  • k T is the temperature correction coefficient
  • the value range is 0.8 to 1.3.
  • k p p 2 / p 0
  • k P is the pressure correction coefficient
  • the value range is 0.5 to 2.
  • the actual intake air amount of the branch pipe can be obtained according to the intake air temperature of the branch pipe, the actual pressure of the branch pipe, and the displacement of the engine.
  • step S400 may include step S410 and step S420,
  • PID controller that is, proportional-integral-derivative controller, is composed of proportional unit, integral unit and differential unit. PID controllers are mainly suitable for systems that are basically linear and whose dynamic characteristics do not change with time.
  • the first required intake air volume is 100kg/h
  • the actual intake air volume is only 90kg/h
  • the calibrated proportional parameter is 1%.
  • the correction angle is 10% of the first opening. If the intake air after the first opening plus the corrected opening is too large under actual verification, then modify the proportional parameter to 0.5%. Perform actual verification until calibration The correction angle obtained by the proportional parameter of can finally make the actual intake air amount reach the first required intake air amount.
  • the calibration of integral parameters is the same.
  • the first opening degree is subtracted from the corrected opening degree to obtain the second opening degree.
  • the first opening degree is added to the corrected opening degree to obtain the second opening degree.
  • the required intake air amount of each branch pipe is the same.
  • the throttle opening of each branch can be different, but it is guaranteed that the actual intake air volume is the same as the required intake air volume. For example: when the required intake air volume of each branch pipe is A, in theory, the throttle opening of each branch pipe is B, but when the throttle opening of the A branch pipe is B, the actual intake air is caused for some reason. The quantity cannot reach the required intake air quantity.
  • step S400 the throttle opening of the A-branch is added to the corrected opening C, and the actual intake air quantity can reach the required intake air quantity, so at this time, the throttle opening of the A-branch is B plus C, while the other branch Because the actual intake air volume is the same as the required intake air volume, the throttle opening of the other branch pipe is still B.
  • another engine throttle control method provided by an embodiment of the present invention includes:
  • S0021 Convert the total required intake air charge to the total required intake air according to the displacement of the engine and the rotational speed;
  • S003 Determine the first required intake air amount according to the total required intake air amount and the number of branch pipes included in the engine;
  • the first opening of the first throttle valve can be determined according to the first required intake air amount of the first branch pipe and the pressure on both sides of the first throttle valve;
  • the opening degree is the first opening degree;
  • the actual intake air amount of the first branch pipe is obtained;
  • the first opening degree is performed according to the difference between the actual intake air amount and the first required intake air amount Corrected to obtain the second opening; controlling the opening of the first throttle to the second opening.
  • the invention can control the opening of the throttle valve of the engine, so that the actual intake air volume of the engine always reaches the required intake air volume of the engine, so that the engine runs normally.
  • the present invention also provides an engine throttle control system.
  • an embodiment of the present invention provides an engine throttle control system.
  • the engine includes a first throttle valve and a first branch pipe.
  • the first throttle valve is disposed in the first branch pipe.
  • the system may include: a first determination unit 100, a first control unit 200, a first obtaining unit 300, a first correction unit 400, and a second control unit 500,
  • the first determining unit 100 is configured to determine the first opening degree of the first throttle valve according to the first required intake air amount of the first branch pipe and the pressure on both sides of the first throttle valve;
  • the branch pipe is the intake line after the throttle valve and before the intake port of the cylinder head. Its function is to distribute the air and fuel mixture from the throttle to the intake port of each cylinder.
  • the throttle is a controllable valve that controls the gas entering the engine.
  • different throttle openings are set according to the amount of intake air required by the engine to achieve different output power. For example, in an ideal situation, to achieve an engine output of 50 kilowatts, set the throttle opening to 15 degrees to achieve the required intake air volume; to achieve an engine output of 80 kilowatts, set the throttle The opening degree is 30 degrees to reach the corresponding demand intake.
  • the pressures on the front and rear sides of the first throttle valve can be measured by pressure sensors respectively provided on the front and rear sides of the first throttle valve. Of course, they can also be obtained through other methods, and the invention is not limited herein.
  • the first control unit 200 is configured to control the opening degree of the first throttle valve to be the first opening degree
  • the first obtaining unit 300 is configured to obtain the actual intake air amount of the first branch pipe when the opening degree of the first throttle valve is the first opening degree;
  • the first correction unit 400 is configured to correct the first opening degree according to the difference between the actual intake air amount and the first required intake air amount to obtain a second opening degree;
  • the second control unit 500 is configured to control the opening degree of the first throttle valve to be the second opening degree.
  • the first opening of the first throttle valve can be determined according to the first required intake air amount of the first branch pipe and the pressure on both sides of the first throttle valve;
  • the opening degree is the first opening degree;
  • the actual intake air amount of the first branch pipe is obtained;
  • the first opening degree is performed according to the difference between the actual intake air amount and the first required intake air amount Corrected to obtain the second opening; controlling the opening of the first throttle to the second opening.
  • the invention can control the opening of the throttle valve of the engine, so that the actual intake air volume of the engine always reaches the required intake air volume of the engine, so that the engine runs normally.
  • the system may further include: a second determination unit 600, a third determination unit 700 and the fourth determining unit 800,
  • the second determining unit 600 is configured to determine, in the first determining unit 100, the first section according to the first required intake air amount of the first branch pipe and the pressures on both sides of the first throttle valve Before the first opening of the valve, the total required intake charge is determined according to the engine speed and the required torque;
  • the third determining unit 700 is configured to determine a total required intake air amount according to the total required intake air charge
  • the fourth determining unit 800 is configured to determine the first required intake air amount according to the total required intake air amount and the number of branch pipes included in the engine.
  • the first required intake air amount is equal to the total required intake air amount divided by the number of the branch pipes.
  • the required intake air quantity of each branch pipe is half of the total required intake air quantity, that is, the intake air quantity of each branch pipe is the same.
  • the number of branch pipes of the engine will be in one
  • the intake air volume of each branch pipe is made uniform to avoid problems such as unstable output power of the engine and torsional vibration of the drive shaft due to the imbalance of the intake air of the engine.
  • the third determining unit 700 may be specifically used to charge the total demand intake air according to the displacement of the engine and the rotational speed The quantity is converted into the total required intake air quantity.
  • the first obtaining unit 300 may include: a first detection subunit 310 And the first determining subunit 320,
  • the first detection subunit 310 is configured to detect the actual pressure of the branch pipe when the opening degree of the first throttle valve is the first opening degree;
  • the first determining subunit 320 is configured to determine the opening degree of the first throttle valve as the first opening according to the intake air temperature of the branch pipe, the actual pressure of the branch pipe and the displacement of the engine The actual intake air volume of the branch pipe at degrees.
  • the first correction unit 400 may include: a first obtaining subunit 410 And the second obtaining subunit 420,
  • the first obtaining subunit 410 is configured to obtain a corrected opening degree according to the difference between the actual intake air amount and the first required intake air amount;
  • the first opening degree is subtracted from the corrected opening degree to obtain the second opening degree.
  • the first opening degree is added to the corrected opening degree to obtain the second opening degree.
  • the second obtaining subunit 420 is configured to obtain the second opening degree according to the first opening degree and the modified opening degree.
  • the required intake air amount of each branch pipe is the same.
  • the throttle opening of each branch can be different, but it is guaranteed that the actual intake air volume is the same as the required intake air volume. For example: when the required intake air volume of each branch pipe is A, in theory, the throttle opening of each branch pipe is B, but when the throttle opening of the A branch pipe is B, the actual intake air is caused for some reason. The quantity cannot reach the required intake air quantity.
  • step S400 the throttle opening of the A-branch is added to the corrected opening C, and the actual intake air quantity can reach the required intake air quantity, so at this time, the throttle opening of the A-branch is B plus C, while the other branch Because the actual intake air volume is the same as the required intake air volume, the throttle opening of the other branch pipe is still B.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

L'invention concerne un procédé de commande de papillon des gaz moteur, le moteur comprenant un premier papillon des gaz et un premier tuyau de raccordement, le premier papillon des gaz étant disposé dans le premier tuyau de raccordement, et le procédé de commande comprenant : sur la base d'une première quantité d'admission d'air requise du premier tuyau de raccordement et de la pression au niveau des deux côtés avant et arrière du premier papillon des gaz, la détermination d'un premier degré d'ouverture du premier papillon des gaz (S100); la commande du degré d'ouverture du premier papillon des gaz pour qu'il soit au premier degré d'ouverture (S200); l'acquisition de la quantité d'admission d'air réelle du premier tuyau de raccordement lorsque le degré d'ouverture du premier papillon des gaz est le premier degré d'ouverture (S300); sur la base de la différence entre la quantité d'admission d'air réelle et la première quantité d'admission d'air requise, la correction du premier degré d'ouverture pour obtenir un second degré d'ouverture (S400); et la commande du degré d'ouverture du premier papillon des gaz pour qu'il soit au second degré d'ouverture (S500). L'invention concerne également un système de commande de papillon des gaz moteur. La commande du degré d'ouverture du papillon des gaz moteur au moyen du présent procédé de commande et du système de commande permet à la quantité réelle d'air d'admission du moteur d'atteindre toujours la quantité d'admission d'air requise du moteur, de sorte que le moteur fonctionne normalement.
PCT/CN2018/123780 2018-12-26 2018-12-26 Procédé et système de commande de papillon des gaz moteur WO2020132921A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
PCT/CN2018/123780 WO2020132921A1 (fr) 2018-12-26 2018-12-26 Procédé et système de commande de papillon des gaz moteur
CN201880099956.8A CN113167180A (zh) 2018-12-26 2018-12-26 一种发动机节气门控制方法及系统
RU2021121770A RU2770365C1 (ru) 2018-12-26 2018-12-26 Способ и система для управления дроссельной заслонкой двигателя

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PCT/CN2018/123780 WO2020132921A1 (fr) 2018-12-26 2018-12-26 Procédé et système de commande de papillon des gaz moteur

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