WO2010020185A1 - 柴油发动机进气涡流的控制方法 - Google Patents

柴油发动机进气涡流的控制方法 Download PDF

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Publication number
WO2010020185A1
WO2010020185A1 PCT/CN2009/073367 CN2009073367W WO2010020185A1 WO 2010020185 A1 WO2010020185 A1 WO 2010020185A1 CN 2009073367 W CN2009073367 W CN 2009073367W WO 2010020185 A1 WO2010020185 A1 WO 2010020185A1
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Prior art keywords
amount
vortex valve
vortex
loop
open
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Ceased
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PCT/CN2009/073367
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English (en)
French (fr)
Inventor
周重光
吴培周
王秋霞
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Chery Automobile Co Ltd
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Chery Automobile Co Ltd
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Application filed by Chery Automobile Co Ltd filed Critical Chery Automobile Co Ltd
Priority to EP09807884.3A priority Critical patent/EP2320055A4/en
Publication of WO2010020185A1 publication Critical patent/WO2010020185A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
    • F02B31/04—Modifying induction systems for imparting a rotation to the charge in the cylinder by means within the induction channel, e.g. deflectors
    • F02B31/06—Movable means, e.g. butterfly valves
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D41/1402—Adaptive control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/0015—Controlling intake air for engines with means for controlling swirl or tumble flow, e.g. by using swirl valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/0022—Controlling intake air for diesel engines by throttle control
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/141—Introducing closed-loop corrections characterised by the control or regulation method using a feed-forward control element
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/142—Controller structures or design using different types of control law in combination, e.g. adaptive combined with PID and sliding mode
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a control method for a diesel engine intake vortex. Background technique
  • the diesel engine is a compression ignition type engine.
  • the fuel oil bundle mixes with the air to form a combustible mixture.
  • the combustible mixture is compressed.
  • a well-mixed mixture can fully burn, reduce the formation of pollutants such as soot particles, and improve the fuel efficiency and fuel efficiency and economy of diesel engines.
  • the atomization of diesel alone is difficult to ensure good mixing of fuel and air.
  • measures such as air vortex are needed to promote the mixing of fuel and air.
  • the eddy current affects the uniformity of mixing of the fuel oil bundle with the air and the distribution in various areas of the cylinder, thereby affecting the combustion effect.
  • the technical problem to be solved by the present invention is to provide a control method for the intake vortex of a diesel engine for the deficiencies of the prior art, which can quickly and accurately control the eddy current strength to meet the requirements of the diesel engine under various working conditions. .
  • a method for controlling intake vortex of a diesel engine includes the following steps:
  • Step A The electronic control unit obtains the vortex valve open-loop control amount (X) according to the engine speed (fl), the injection oil amount (f2), and the preset vortex valve open-loop control table (M1), and the vortex valve is opened
  • the control table (Ml) is a table showing the relationship between the engine speed (fl), the amount of injected oil (f2) and the open-loop control amount (X) of the vortex valve according to the experiment;
  • Step B The electronic control unit selects the open loop control mode or the open loop control mode according to the engine speed ( ⁇ ) and the injected fuel amount (f2). If the open loop control mode is selected, step C is performed; if the open loop control mode is selected, Execute Step D;
  • Step C Open loop control mode: The electric control unit outputs the vortex valve open loop control amount (X) obtained in step A to the vortex valve controller, and adjusts the opening degree of the vortex valve to change the eddy current intensity;
  • Step D Open and close the control mode, including the following steps:
  • Step D1 The electronic control unit obtains the vortex valve closed-loop expected position amount (Y0) according to the engine speed (fl), the injection oil amount (f2), and the preset vortex valve closed-loop position map (M2), and the vortex valve closed-loop position
  • the mapping table ( ⁇ 2) is a table showing the relationship between the engine speed (fl), the amount of injected oil (f2) and the expected position of the vortex valve closed loop (Y0).
  • Step D2 The electronic control unit calculates the closed-loop control of the vortex valve according to the engine speed (fl), the amount of injected oil (f2), the actual position of the vortex valve (Yt), and the expected position of the vortex valve closed loop (Y0) obtained in the step D1.
  • Quantity (Yc) The electronic control unit calculates the open-closed control amount of the vortex valve according to the open-loop control amount (X) of the vortex valve obtained in step A and the closed-loop control amount (Yc) of the vortex valve obtained in the step D2 ( Z);
  • Step D4 The electronic control unit outputs the open-closed control amount (Z) of the vortex valve obtained in the step D3 to the vortex valve controller, and adjusts the opening degree of the vortex valve to change the eddy current intensity.
  • the diesel engine intake vortex control system embodying the control method of the present invention mainly comprises an ECU, that is, an electronic control unit, an engine speed information collecting unit, an engine injection oil quantity information collecting unit, a vortex valve controller, a vortex valve rod, and a vortex valve position sensor. And a vortex valve assembled in the intake manifold, the electronic control unit receives an engine speed of the engine speed information collecting unit and an injection oil amount of the engine injection oil quantity information collecting unit, and outputs a vortex valve control amount to the vortex valve controller, The vortex valve controller controls the opening of the vortex valve through the vortex valve lever, and the vortex valve position sensor feeds back the position of the vortex valve to the electronic control unit.
  • an ECU that is, an electronic control unit, an engine speed information collecting unit, an engine injection oil quantity information collecting unit, a vortex valve controller, a vortex valve rod, and a vortex valve position sensor.
  • the control method of the intake vortex of the diesel engine of the present invention is obtained through a large number of experiments, and the vortex valve open-loop control table reflecting the relationship between the engine speed ( ⁇ ), the amount of injected oil (f2) and the open-loop control amount (X) of the vortex valve is obtained.
  • (Ml) the vortex valve closed-loop position map (M2) reflecting the relationship between the engine speed (fl), the injection oil quantity (f2) and the vortex valve closed-loop expected position amount (Y0), and then according to the actual engine operation, ie
  • the engine speed ( ⁇ ) and the injected fuel quantity (f2) are used to select the specific vortex valve controller control mode.
  • the electronic control unit directly controls the vortex valve controller according to the vortex valve open loop control amount (X), and adjusts the vortex valve to the expected value of the vortex valve position in the open loop control mode, which can improve the response speed of the system;
  • the open-loop control is selected.
  • the electronic control unit combines the actual position (Yt) of the vortex valve with the deviation of the vortex valve closed-loop expected position amount (Y0) ( ⁇ ) to calculate the closed-loop control amount (Yc), and then
  • the open-loop control amount (X) is used as the feedforward control amount of the system combined with the closed-loop control amount (Yc) to obtain the open-closed control amount (Z), and the open-closed control amount (Z) is output to the vortex valve controller to adjust the vortex valve.
  • the opening degree can improve the control precision of the system while satisfying the response speed of the system, and meet the demand of the diesel engine in this working condition, thereby improving driving comfort.
  • the electronic control unit obtains the injection fuel amount threshold (Qlow), the injection oil amount upper threshold (Qhigh) and the timing at the engine speed ( ⁇ ) according to the engine speed ( ⁇ ).
  • Period (Ti) only when the injection oil quantity (f2) is greater than the injection oil quantity upper threshold (Qhigh) or less than the injection oil quantity lower threshold (Qlow) in the chronograph period (Ti), the electric control unit is based on At this time, the amount of injection oil (f2) is selected to select the eddy current control mode, and the timing period (Ti) is greater than the injection oil amount threshold (Qhigh) or less than the injection oil amount threshold (Qlow). Time starts counting.
  • the electric control unit selects the open-closed control mode; when the injection oil quantity (f2) is within the chronograph period (Ti)
  • the threshold value (Qlow) is lower than the injection oil amount
  • the electronic control unit selects the open loop control mode.
  • the control method of the intake vortex of the diesel engine of the present invention firstly establishes a relationship table (M3) reflecting the change of the engine speed fl, the injection oil amount f2 and the mixed gas combustion condition according to a large number of experiments, and passes the engine speed (fl) in actual operation.
  • M3 relationship table reflecting the change of the engine speed fl, the injection oil amount f2 and the mixed gas combustion condition according to a large number of experiments
  • Control mode to meet the needs of combustion, but if the control mode of the eddy current is adjusted with the amount of injected fuel (f2), it will The combustion condition of the mixed gas changes frequently and drastically, resulting in a decrease in driving comfort. In order to avoid this situation, the control method sets a certain delay control when the injection oil quantity (f2) is greater than the injection oil quantity upper threshold.
  • the electronic control unit selects the eddy current control mode according to the injection oil quantity (f2) at this time, so that the switching of the control mode will not be very frequent and fast, only when the injection oil quantity (f2) is stable After the time, the electronic control unit switches the control mode, so that the combustion effect of the mixed gas can be improved, and the driving comfort is not degraded due to frequent and violent changes in the eddy current intensity.
  • the driver wants to increase the speed or power of the engine, that is, start The machine runs in a large load area. At this time, the deviation of the eddy current intensity has a great influence on the combustion condition of the mixed gas, so the open-closed control mode is selected.
  • the injection quantity (f2) decreases, the driver wants to reduce the engine speed. Or power, the engine is running in the low speed or small load area, and the deviation of the eddy current intensity has little influence on the combustion condition of the mixed gas, so the open loop control mode is selected.
  • step D2 the electronic control unit selects an adaptive algorithm according to the deviation of the actual position amount (Yt) of the vortex valve from the expected position amount (Y0) of the vortex valve obtained in the step D1, and calculates the closed-loop control amount (Yc).
  • the electronic control unit selects an adaptive algorithm according to the deviation of the actual position amount (Yt) of the vortex valve from the expected position amount (Y0) of the vortex valve obtained in the step D1, and calculates the closed-loop control amount (Yc). The larger the deviation between the actual position amount (Yt) of the vortex valve and the expected position amount (Y0) of the vortex valve closed loop, the larger the value of the calculated closed loop control amount (Yc).
  • the electronic control unit first divides several intervals according to the engine speed ( ) and the engine injection oil amount (f2), and then according to the actual position amount of the vortex valve (Yt) and the vortex valve closed loop expected position amount obtained in the D1 step ( The interval in which the deviation of Y0) is located selects the adaptive algorithm and calculates the closed-loop control amount (Yc).
  • step D2 The following calculation formula can be used in step D2:
  • Y kc Kp ⁇ WinPos + KpPos ⁇ (Y A - WinPos);
  • the forward large signal boundary value (WinPos), the negative large signal boundary value (WinNeg), the small signal proportional constant (Kp), the positive large signal proportional constant (KpP 0S ), the negative large signal ratio Constant (KpNeg), small signal integral constant (Ki), positive large signal integral constant (KiPos), negative large signal integral constant (KiNeg), and sampling time (T0) are previously calculated based on a large number of experiments to reflect engine speed (fl ), the parameter in the relationship between the change of the injected oil quantity (f2) and the change of the combustion condition of the mixed gas (M4), the different engine speeds (fl) correspond to different parameters, which can cause the change of the injected oil quantity (f2)
  • the change in the combustion condition of the mixed gas serves as a correction.
  • the electronic control unit calculates the above parameters according to the engine speed (fl) and the injected oil amount (f2) by looking up the table; ( ⁇ ) The amount of vortex valve position deviation calculated from the vortex valve closed-loop expected position amount (Y0) and the vortex valve actual position amount (Yt); (Yc) is the closed-loop control amount.
  • the above-mentioned adaptive calculation formula can make the closed-loop control amount (Yc) change with the change of the vortex valve position deviation amount ( ⁇ ).
  • the vortex valve position deviation amount ( ⁇ ) is large, it means the vortex valve and the expected position.
  • the distance is large, and the closed-loop control amount (Yc) is set to be large, so that the adjustment speed of the vortex valve can be relatively large, and the demand for mixed gas combustion can be quickly responded; when the positional deviation amount ( ⁇ ) of the vortex valve is small, That is to say, the distance between the vortex valve and the expected position is small.
  • the closed-loop control amount (Yc) is set smaller, the adjustment speed and amplitude of the vortex valve can be made smaller, and the vortex valve can be oscillated near the expected position to ensure the vortex valve is oscillated near the expected position. Good driving comfort.
  • Step D2 can also be calculated according to the following formula:
  • the electronic control unit calculates these parameters by looking up the table according to the engine speed ( ⁇ ) and the injected oil quantity (f2); ⁇ ) is the vortex valve position deviation calculated from the vortex valve closed-loop expected position amount (Y0) and the vortex valve actual position amount (Yt); ( ⁇ ) is the vortex valve closed-loop expected position amount ( ⁇ 0) obtained in step D1. After a low-pass filter with gain, the vortex valve position deviation correction amount is subtracted from the actual position amount (Yt) of
  • the vortex valve closed-loop expected position amount (Y0) passes through a low-pass filter with gain to remove possible clutter, which is more stable, thus further reducing the vortex valve oscillating near the expected position and ensuring the combustion of the mixed gas. The situation can be gradually changed and the driving comfort is good.
  • the electronic control unit converts the vortex valve open-loop control amount (X) obtained in step A into a duty cycle signal and outputs it to the vortex valve controller; in step D4, the electronic control unit obtains the step D3.
  • the vortex valve open-closed control amount (Z) is converted into a duty cycle signal and output to the vortex valve controller.
  • the duty cycle signal ie, the P-signal, can directly drive the eddy current valve controller action.
  • the actual position amount (Yt) of the vortex valve in step D2 is obtained by the electronic control unit being fed back through the vortex valve position sensor provided on the vortex valve controller.
  • the vortex valve position sensor is disposed on the pull rod connected to the vortex valve, and can detect the opening degree of the vortex valve at all times, and the electronic control unit adjusts according to the actual position amount (Yt) of the vortex valve fed back by the vortex valve position sensor, thereby ensuring the adjustment of the vortex valve In place, to meet the needs of mixed gas combustion.
  • the control method of the intake vortex of the diesel engine of the present invention combines the open-loop control mode and the open-closed control mode, and can adopt different vortex valve adjustment modes and adjustment speeds according to the actual position of the vortex valve and the driver's driving intention.
  • the eddy current intensity responds quickly and accurately to the demand of mixed gas combustion, taking into account the engine's power, economy and environmental protection requirements, and ensuring good driving comfort, which is suitable for the requirements of modern automobiles.
  • FIG. 1 is a schematic structural view of an intake vortex flow control system of the present invention
  • Figure 3 is a logic diagram of the intake eddy current control method of the present invention.
  • Figure 4 is a logic diagram of the D2 step in the intake eddy current control method of the present invention.
  • a control system for a diesel engine intake vortex that implements the control method of the present invention includes an ECU, that is, an electronic control unit 1, an engine speed information acquisition unit (not shown), and an engine injection fuel amount information acquisition unit ( Not shown in the drawing), a vortex valve controller composed of a vacuum valve 2 and a variable vortex vacuum valve 3, a vortex valve rod 4, a vortex valve position sensor 7, and a vortex valve 6 fitted in the intake manifold 5,
  • the electronic control unit 1 receives the engine speed fl of the engine speed information collecting unit and the injection oil amount G of the engine injection oil quantity information collecting unit, and outputs the vortex valve control amount to the vacuum valve 2, and the vacuum valve 2 further controls the variable eddy current vacuum
  • the valve 3 controls the opening degree of the vortex valve 6 by the vortex valve rod 4, and the vortex valve position sensor 7 feeds back the position amount of the vortex valve 6 to the electronic control unit 1.
  • the control method of the diesel engine intake vortex comprises the following steps: Step A: The electronic control unit obtains the preset vortex valve open-loop control table M1 according to the engine speed fl and the injection oil amount G. Eddy current valve open loop control amount X;
  • Step B The electronic control unit selects the open loop control mode or the open loop control mode according to the engine speed fl and the injection fuel amount G. If the open loop control mode is selected, step C is performed; if the open loop control mode is selected, step D is performed. ;
  • Step C Open loop control mode: The electric control unit outputs the vortex valve open loop control amount X obtained in step A to the vortex valve controller, and adjusts the opening of the vortex valve to change the eddy current intensity;
  • Step D Open and close the control mode, including the following steps:
  • Step D1 The electronic control unit obtains the vortex valve closed-loop expected position amount Y0 by checking the preset vortex valve closed-loop position mapping table M2 according to the engine speed fl and the injection oil amount G;
  • Step D2 The electronic control unit calculates the vortex valve closed-loop control amount Yc according to the engine speed fl, the injection oil amount G, the vortex valve actual position quantity Yt, and the vortex valve closed-loop expected position quantity Y0 obtained in the step D1;
  • Step D3 The electronic control unit adds the closed-loop control amount Yc of the vortex valve obtained by the open-loop control amount X and D2 obtained in step A of the vortex valve to obtain the closed-loop control amount Z of the vortex valve;
  • Step D4 The electronic control unit outputs the open-closed control amount Z of the vortex valve obtained in the step D3 to the vortex valve controller, and adjusts the opening degree of the vortex valve to change the eddy current intensity.
  • the control method of the intake vortex of the diesel engine of the present embodiment is obtained through a large number of experiments, and the open-loop control of the vortex valve reflecting the relationship between the engine speed fl, the injection oil amount G and the open-loop control amount X of the vortex valve is obtained.
  • Table M1 and the vortex valve closed-loop position mapping table M2 reflecting the relationship between the engine speed fl, the injection oil amount G and the vortex valve closed-loop expected position amount Y0, when the engine is running in the low-speed small load region, the open-loop control mode is selected, and the electronic control is performed.
  • the unit directly controls the vortex valve controller according to the vortex valve open-loop control amount X, and adjusts the vortex valve to the expected position of the open loop; when the engine is running in the large load region, selects the open-closed control mode, and the electronic control unit combines with the actual position of the vortex valve Yt and the vortex valve closed-loop expected position amount Y0 calculate the closed-loop control amount Yc, and then use the open-loop control amount X as the system feedforward control amount combined with the closed-loop control amount Yc to obtain the open-closed control amount Z and output to the vortex valve controller. To adjust the opening of the vortex valve.
  • step B first, the electronic control unit obtains the injection fuel amount threshold Qlow, the injection oil amount upper threshold Qhigh and the chronograph period Ti at the engine speed fl according to the engine speed fl by the look-up table M3, and then performs Comparison and delay judgment: Only when the injection oil quantity G is greater than the injection oil quantity upper threshold Qhigh or less than the injection oil quantity threshold Qlow in the timing period Ti, the electronic control unit is based on the injection oil quantity G at this time. To choose eddy current control In the system mode, the timing period Ti starts counting when the injection oil amount G is greater than the injection oil amount upper threshold Qhigh or less than the injection oil amount lower threshold Qlow.
  • the table M3 is a relationship table which reflects changes in the engine speed fl, the amount of injected fuel G, and the combustion state of the mixed gas, which are established in advance based on a large number of experiments.
  • the electronic control unit selects the open-closed control mode; when the injection oil amount G is smaller than the injection oil amount lower threshold Qlow in the time period Ti The electronic control unit selects the open loop control mode.
  • step D2 the electronic control unit first obtains a forward large signal boundary value WinPos, a negative large signal boundary value WinNeg, a small signal proportional constant according to the engine speed fl and the engine injection oil amount G by looking up the table M4.
  • the large signal boundary value WinPos and the negative large signal boundary value WinNeg parameters are divided into three intervals, and according to the interval selection algorithm of the vortex valve position deviation amount ⁇ and the position deviation correction amount ⁇ , Yic and Ykc are calculated, and finally Yic is calculated. Adding to Ykc gives the closed loop control amount Yc.
  • the vortex valve position deviation amount ⁇ is obtained by subtracting the vortex valve closed-loop expected position quantity Y0 from the actual position quantity Yt, and the vortex valve position deviation correction amount ⁇ is the eddy current valve closed-loop expected position quantity Y0 through a low-pass filter with gain After that, it is subtracted from the actual position amount Yt of the vortex valve.
  • Table M4 is a table that reflects the relationship between engine speed fl, injection oil amount G, vortex valve adjustment speed, and mixed gas combustion condition change established in advance according to a large number of experiments. Different engine speed fl corresponds to different parameters, and these parameter pairs are different. The vortex valve adjustment speed in the case of the injection amount G is corrected to ensure good driving comfort.
  • the closed-loop control amount Yc can be corrected with the vortex valve position deviation ⁇ and the vortex valve position deviation.
  • the amount of ⁇ changes when the vortex valve position deviation amount ⁇ and the vortex valve position deviation correction amount ⁇ are large, the distance between the actual position of the vortex valve and the expected position is large, and the closed loop control is performed at this time.
  • the quantity Yc is set larger, the adjustment speed of the vortex valve can be relatively large, and the requirement of the mixed gas combustion can be quickly responded; when the vortex valve position deviation amount ⁇ and the vortex valve position deviation correction amount ⁇ are small, the actual position of the vortex valve is indicated. The distance from the expected position is small. At this time, the closed-loop control amount Yc is set smaller, the adjustment speed and amplitude of the vortex valve can be made smaller, and the vortex valve can be oscillated near the expected position to ensure good driving comfort.
  • the vortex valve closed-loop expected position amount Y0 will remove the possible clutter after passing through a low-pass filter with gain, which is more stable, so it can further reduce the vortex valve oscillating near the expected position, and ensure that the combustion of the mixed gas can gradually Change, driving comfort is good.
  • step C step D4 the electronic control unit converts the vortex valve open-loop control amount X obtained in step A into a duty cycle signal according to the selection result of the control mode, and outputs it to the vortex valve controller or obtains the step D3.
  • the vortex valve open-closed control amount Z is converted into a duty cycle signal and output to the vortex valve controller.
  • the duty cycle signal, the PWM signal, directly drives the eddy current valve controller action.
  • the actual position amount Yt of the vortex valve in step D2 is obtained by feedback of the electronic control unit through the vortex valve position sensor provided on the vortex valve controller.
  • the vortex valve position sensor is disposed on the pull rod connected to the vortex valve, and can detect the opening degree of the vortex valve at all times, and the electronic control unit adjusts according to the actual position amount Yt of the vortex valve fed back by the vortex valve position sensor, thereby ensuring that the vortex valve is adjusted in place. Meet the needs of mixed gas combustion.
  • the control method of the intake vortex of the diesel engine of the present invention combines the open-loop control mode and the open-closed control mode, and can adopt different vortex valve adjustment modes and adjustment speeds according to the actual position of the vortex valve and the driver's driving intention.
  • the eddy current intensity responds quickly and accurately to the demand of mixed gas combustion, taking into account the engine's power, economy and environmental protection requirements, and ensuring good driving comfort, which is suitable for the requirements of modern automobiles.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Description

柴油发动机进气涡流的控制方法
技术领域
本发明涉及一种柴油发动机进气涡流的控制方法。 背景技术
柴油发动机属于压縮点火式发动机， 在压燃过程中， 燃油油束与空气混合形成可 燃混合气， 随着缸内压縮空气温度的上升， 可燃混合气被压燃。 混合良好的混合气能 够使燃烧充分， 减少碳烟颗粒等污染物的生成， 还有利于提高燃油的燃烧效率， 提高 柴油发动机燃油动力性和经济性。 但是单靠柴油的雾化很难保证燃油与空气的良好混 合， 一般都需要借助空气涡流等措施来促进燃油与空气的混合。 涡流会影响燃油油束 与空气混合的均匀性以及在缸内各个区域的分布， 从而影响到燃烧效果。 涡流强度不 足会使得燃油与空气的混合不够均匀， 燃油动力性和经济性较差； 过强的涡流会使得 缸内的最高燃烧压力和温度过高， 从而使 NOx的排放增加， 污染环境。 可以说， 在柴 油发动机不同的工况时， 所需要的涡流强度是不同的， 只有合适强度的涡流才能更好 的发挥发动机的能力， 并减少燃油在燃烧过程中产生的污染。 目前还没有能够快速而 准确地控制涡流强度， 以满足柴油发动机在各种工况时的混合燃气燃烧需求的柴油发 动机进气涡流的控制方法。 发明内容
本发明所要解决的技术问题在于， 针对现有技术的不足提供一种柴油发动机进气涡流 的控制方法， 该方法能够快速而精确地控制涡流强度， 以满足柴油发动机在各种工况时的 需求。
本发明所要解决的技术问题是通过如下技术方案实现的：
一种柴油发动机进气涡流的控制方法， 包括以下步骤：
步骤 A: 电控单元根据发动机转速（fl )、 喷射油量（f2)和预设的涡流阀开环控制表 (Ml ) 得出涡流阀开环控制量 （X)， 所述涡流阀开环控制表 （Ml ) 是根据实验得出的发动 机转速 （fl )、 喷射油量 （f2) 与涡流阀开环控制量 （X) 之间的关系表；
步骤 B: 电控单元根据发动机转速 （Π ) 和喷射油量 （f2) 选择采用开环控制模式或 开闭环控制模式， 若选择开环控制模式， 则执行步骤 C; 若选择开闭环控制模式， 则执行 步骤 D;
步骤 C: 开环控制模式： 电控单元将步骤 A中得出的涡流阀开环控制量（X)输出至涡 流阀控制器， 调整涡流阀的开度来改变涡流强度；
步骤 D: 开闭环控制模式， 包含以下步骤：
步骤 D1 : 电控单元根据发动机转速 （fl )、 喷射油量 （f2) 和预设的涡流阀闭环位置 映射表 （M2 ) 得出涡流阀闭环预期位置量 （Y0)， 所述涡流阀闭环位置映射表 （Μ2 ) 是根 据实验得出的发动机转速 （fl )、 喷射油量 （f2 ) 与涡流阀闭环预期位置量 （Y0) 之间的 关系表；
步骤 D2: 电控单元根据发动机转速 （fl )、 喷射油量 （f2)、 涡流阀实际位置量 （Yt ) 以及 D1步骤中得到的涡流阀闭环预期位置量 （Y0) 计算得出涡流阀闭环控制量 （Yc) ; 步骤 D3: 电控单元根据 A步骤中得到的涡流阀开环控制量（X)和 D2步骤中得到的涡 流阀闭环控制量 （Yc)计算得出涡流阀开闭环控制量 （Z);
步骤 D4: 电控单元将 D3步骤中得到的涡流阀开闭环控制量（Z)输出至涡流阀控制器， 调整涡流阀的开度来改变涡流强度。
实施本发明的控制方法的柴油发动机进气涡流的控制系统主要包含 ECU即电控单元、 发动机转速信息采集单元、 发动机喷射油量信息采集单元、 涡流阀控制器、 涡流阀拉杆、 涡流阀位置传感器及装配在进气歧管内的涡流阀， 所述电控单元接收发动机转速信息采集 单元的发动机转速和发动机喷射油量信息采集单元的喷射油量， 并输出涡流阀控制量至涡 流阀控制器， 涡流阀控制器通过涡流阀拉杆来控制涡流阀的开度， 涡流阀位置传感器将涡 流阀的位置量反馈至电控单元。
本发明的柴油发动机进气涡流的控制方法通过大量实验， 得出反映发动机转速 （Π )、 喷射油量 （f2) 与涡流阀开环控制量 （X) 之间关系的涡流阀开环控制表 （Ml )、 反映发动 机转速 （fl )、 喷射油量 （f2 ) 与涡流阀闭环预期位置量 （Y0) 之间关系的涡流阀闭环位 置映射表 （M2)， 然后根据实际的发动机运行情况， 即发动机转速 （Π ) 和喷射油量 （f2) 来选择具体的涡流阀控制器的控制模式， 当发动机运行在低速小负荷区域时， 涡流强度的 偏差对混合燃气的燃烧状况影响比较小， 因此选择开环控制模式， 电控单元直接根据涡流 阀开环控制量 （X) 控制涡流阀控制器， 将涡流阀调整至开环控制模式的涡流阀位置预期 值， 这样可以提高系统的响应速度； 当发动机运行在大负荷区域时， 涡流强度的偏差对混 合燃气的燃烧状况的影响比较大， 因此选择开闭环控制模式， 电控单元结合涡流阀实际位 置 （Yt ) 与涡流阀闭环预期位置量 （Y0) 的偏差量 （ΥΔ)计算出闭环控制量 （Yc)， 然后再 将开环控制量 （X) 作为系统的前馈控制量结合闭环控制量 （Yc) 获得开闭环控制量 （Z)， 将开闭环控制量 （Z) 输出至涡流阀控制器， 来调整涡流阀的开度， 这样可以在兼顾系统 的响应速度的同时， 提高系统的控制精度， 满足柴油发动机在此工况时的需求， 提高驾驶 舒适度。
在上述的步骤 B中， 首先， 电控单元根据发动机转速（Π)得出在此发动机转速（Π) 下的喷射油量下阀值 （Qlow)、 喷射油量上阀值 （Qhigh) 和计时周期 （Ti)， 只有当喷射 油量 （f2) 在计时周期 （Ti) 内均大于喷射油量上阀值 （Qhigh) 或均小于喷射油量下阀 值 （Qlow) 时， 电控单元才根据此时的喷射油量 （f2) 来选择涡流控制模式， 所述计时周 期 （Ti) 在喷射油量 （f2) 大于喷射油量上阀值 （Qhigh) 或小于喷射油量下阀值 （Qlow) 时开始计时。
当喷射油量 （f2) 在计时周期 （Ti) 内均大于喷射油量上阀值 （Qhigh) 时， 电控单 元选择开闭环控制模式；当喷射油量（f2)在计时周期（Ti)内均小于喷射油量下阀值（Qlow) 时， 电控单元选择开环控制模式。
本发明的柴油发动机进气涡流的控制方法首先根据大量实验建立反映发动机转速 fl、 喷射油量 f2变化和混合燃气燃烧情况变化的关系表 （M3)， 在实际运行中根据发动机转速 (fl) 通过查表 (M3) 得出在此发动机转速 （Π) 下的喷射油量下阀值 （Qlow)、 喷射油 量上阀值 （Qhigh) 和计时周期 （Ti)， 然后进行比较及延时判断： 当喷射油量 （f2) 处于 喷射油量下阀值 （Qlow) 和喷射油量上阀值 （Qhigh) 之间时， 表示涡流强度的控制模式 能够满足当前的混合燃气的燃烧需要， 因此无需更改涡流的控制模式； 当喷射油量 （f2) 大于喷射油量上阀值 （Qhigh) 或小于喷射油量下阀值 （Qlow) 时， 表示发动机的混合燃 气的组成开始发生剧烈变化， 需要调整涡流的控制模式以满足燃烧的需要， 但是如果涡流 的控制模式时刻都随着喷射油量 （f2) 来进行调整的话， 会使得混合燃气的燃烧状况发生 频繁而剧烈的变化， 导致驾驶舒适性下降， 为了避免出现此种情况， 本控制方法设置了一 定的延时控制， 当喷射油量 （f2) 大于喷射油量上阀值 （Qhigh) 或小于喷射油量下阀值 (Qlow)时开始计时，如果在计时周期（Ti)内喷射油量（f2)均大于喷射油量上阀值（Qhigh) 或均小于喷射油量下阀值 （Qlow), 电控单元才根据此时的喷射油量 （f2) 来选择涡流控 制模式， 这样就使得控制模式的切换不会非常频繁和快速， 只有在喷射油量 （f2) 稳定一 定时间后， 电控单元才会切换控制模式， 因此能够在改善混合燃气燃烧效果的同时， 不会 因为涡流强度的频繁而剧烈的变化导致驾驶舒适性下降。
一般来说， 当喷射油量 （f2) 增加表示驾驶员想要增加发动机的转速或功率， 即发动 机运行在大负荷区域， 此时涡流强度的偏差对混合燃气的燃烧状况的影响比较大， 因此选 择开闭环控制模式； 当喷射油量 （f2) 减小则表示驾驶员想要减少发动机的转速或功率， 发动机运行在低速或小负荷区域， 涡流强度的偏差对混合燃气的燃烧状况影响比较小， 因 此选择开环控制模式。
在步骤 D2中， 电控单元根据涡流阀实际位置量 （Yt) 与 D1步骤中得到的涡流阀闭环 预期位置量 （Y0) 的偏差的大小选择自适应算法， 计算出闭环控制量 （Yc)， 所述涡流阀 实际位置量（Yt)与涡流阀闭环预期位置量（Y0)的偏差越大，计算得出的闭环控制量（Yc) 的值也越大。
具体的做法是电控单元首先根据发动机转速 （ ) 以及发动机喷射油量 （f2) 划分出 数个区间， 然后根据涡流阀实际位置量 （Yt) 与 D1 步骤中得到的涡流阀闭环预期位置量 (Y0) 的偏差所处的区间选择自适应算法， 计算出闭环控制量 （Yc)。
步骤 D2中可以采用如下的计算公式：
Yc =Yic +Ykc，
当 WinNeg < YA < WinPo 时 .
|Ykc =Kp-YA;
{Yic =YKc_l) +Ki-T0-YA ^ 当 YA > WinPos时 .
Ykc = Kp · WinPos + KpPos · (YA - WinPos);
Yic =Yi(c_1)+^ ^ rO YA ； 当 YA < WinNeg时：
|Ykc = Kp · WinNeg + KpNeg · (YA - WinNeg);
lYic
Figure imgf000006_0001
； 其中： 公式中的正向大信号边界值 （WinPos )、 负向大信号边界值 （WinNeg)、 小信号 比例常数 (Kp), 正向大信号比例常数 （KpP0S)、 负向大信号比例常数 (KpNeg), 小信号 积分常数 （Ki)、 正向大信号积分常数 （KiPos)、 负向大信号积分常数 （KiNeg) 和采样时 间 （T0) 是事先根据大量实验建立的反映发动机转速 （fl)、 喷射油量 （f2) 变化和混合 燃气燃烧情况变化的关系表 （M4) 中的参数， 不同的发动机转速 （fl) 对应不同的参数， 这些参数能够对喷射油量 （f2) 变化所引起的混合燃气燃烧情况变化起修正作用。 在实际 运行中， 电控单元根据发动机转速（fl)、喷射油量（f2)通过查表计算得到上述参数； (ΥΔ) 为根据涡流阀闭环预期位置量 （Y0 ) 与涡流阀实际位置量 （Yt ) 计算出的涡流阀位置偏差 量； （Yc)为闭环控制量。
采用上述的自适应计算公式可以使得闭环控制量（Yc)随着涡流阀位置偏差量（ΥΔ)的 变化而变化， 当涡流阀位置偏差量 （ΥΔ)较大时， 即表示涡流阀与预期位置的距离较大， 此时将闭环控制量 （Yc)设置得较大， 可以使涡流阀的调节速度比较大， 能够快速响应混 合燃气燃烧的需求； 当涡流阀位置偏差量 （ΥΔ)较小时， 即表示涡流阀与预期位置的距离 较小， 此时将闭环控制量 （Yc) 设置得较小， 可以使涡流阀的调节速度和幅度比较小， 减 少涡流阀在预期位置附近震荡的情况， 保证驾驶舒适性良好。
步骤 D2中还可以按照下面的公式进行计算：
γ = γ + γ
十
当 WinNeg < YA < WinPo 时： Yfc = Kp . YA ； 当 YA > WmPos时： Yk。 = Κρ · WinPos + KpPos · (ΥΔ - WinPos) ； 当 YA < WinNeg时： Yfc = Kp · WinNeg + KpNeg · (ΥΔ - WinNeg) ；
当 WinNeg < ΥΔρ < WinPos时： Yic = Yi(c— υ + Ki · Γ0 · ΥΔρ； 当 ΥΑρ > WinPos时： Yic = Yi(c_l + KiPos · Γ0 · ΥΔρ ; 当 YAP < WinNeg时： YIC = Yi(c_l + KiNeg · Γ0 · ΥΔΡ。
其中： 公式中的正向大信号边界值 （WinPos )、 负向大信号边界值 （WinNeg)、 小信号 比例常数 （Kp)、 正向大信号比例常数 （KpP0S )、 负向大信号比例常数 ( KpNeg ) , 小信号 积分常数 （Ki )、 正向大信号积分常数 （KiPos)、 负向大信号积分常数 （KiNeg ) 和采样时 间 （T0 ) 是根据大量实验建立的反映发动机转速 （fl )、 喷射油量 （f2 ) 和驾驶舒适性的 关系表（M4 ) 中的参数， 在实际运行中， 电控单元根据发动机转速（Π )和喷射油量（f2 ) 通过查表计算得到这些参数； （ΥΔ)为根据涡流阀闭环预期位置量 （Y0 ) 与涡流阀实际位置 量（Yt )计算出的涡流阀位置偏差量；（ΥΔρ)为步骤 D1中得到的涡流阀闭环预期位置量（Υ0 ) 通过一个带增益的低通滤波器后， 再与涡流阀实际位置量 （Yt ) 相减得出的涡流阀位置偏 差修正量； （Yc)为闭环控制量。
涡流阀闭环预期位置量 （Y0 ) 通过一个带增益的低通滤波器后会去掉有可能出现的杂 波， 更加稳定， 因此能够进一步减少涡流阀在预期位置附近震荡的情况， 保证混合燃气的 燃烧情况能够逐渐变化， 驾驶舒适性良好。 步骤 C中， 电控单元将步骤 A中得出的涡流阀开环控制量 （X) 转换成占空比信号后 输出至涡流阀控制器； 步骤 D4中， 电控单元将步骤 D3中得到的涡流阀开闭环控制量 （Z) 转换成占空比信号后输出至涡流阀控制器。 占空比信号即 P丽信号能够直接驱动涡流阀控 制器动作。
步骤 D2中的涡流阀实际位置量 （Yt)是电控单元通过涡流阀控制器上设置的涡流阀位 置传感器反馈得到的。 涡流阀位置传感器设置在与涡流阀连接的拉杆上， 能够时刻检测涡 流阀的开度， 电控单元根据涡流阀位置传感器反馈得到的涡流阀实际位置量 （Yt) 进行调 整， 可以保证涡流阀调整到位， 满足混合燃气燃烧的需要。
本发明的柴油发动机进气涡流的控制方法通过将开环控制模式与开闭环控制模式相 结合， 能够根据涡流阀的实际位置及驾驶员的驾驶意图来采用不同的涡流阀调整方式和调 整速度， 使涡流强度快速而精确地响应混合燃气燃烧的需求， 兼顾发动机动力性、 经济性 及环保要求， 并保证驾驶舒适性良好， 适合现代汽车的要求。
附图说明
图 1是本发明进气涡流控制系统结构示意图；
图 2是本发明进气涡流控制方法流程图；
图 3是本发明进气涡流控制方法逻辑图；
图 4是本发明进气涡流控制方法中 D2步骤的逻辑图。
具体实施方式
以下结合附图和具体实施例对本发明的技术方案进行详细地说明。
如图 1所示，实施本发明的控制方法的柴油发动机进气涡流的控制系统包含 ECU 即电控单元 1、 发动机转速信息采集单元 （图中未画出）、 发动机喷射油量信息采集单 元 （图中未画出）、 由真空阀 2、 可变涡流真空阀 3共同组成的涡流阀控制器、 涡流阀 拉杆 4、涡流阀位置传感器 7及装配在进气歧管 5内的涡流阀 6， 所述电控单元 1接收 发动机转速信息采集单元的发动机转速 fl和发动机喷射油量信息采集单元的喷射油量 G， 并输出涡流阀控制量至真空阀 2， 真空阀 2进一步控制可变涡流真空阀 3， 通过涡 流阀拉杆 4来控制涡流阀 6的开度， 涡流阀位置传感器 7将涡流阀 6的位置量反馈至 电控单元 1。 真空阀 2与可变涡流真空阀 3组合起来控制涡流阀 6的开度， 能够减少 整个系统的成本， 方便布置。 如图 2所示， 本发明的柴油发动机进气涡流的控制方法包含如下步骤： 步骤 A: 电控单元根据发动机转速 fl和喷射油量 G通过查预设的涡流阀开环控 制表 Ml得出涡流阀开环控制量 X；
步骤 B: 电控单元根据发动机转速 fl和喷射油量 G选择采用开环控制模式或开 闭环控制模式， 若选择开环控制模式， 则执行步骤 C; 若选择开闭环控制模式， 则执 行步骤 D;
步骤 C: 开环控制模式： 电控单元将 A步骤中得出的涡流阀开环控制量 X输出至 涡流阀控制器， 调整涡流阀的开度来改变涡流强度；
步骤 D: 开闭环控制模式， 包含以下步骤：
步骤 D1 : 电控单元根据发动机转速 fl和喷射油量 G通过查预设的涡流阀闭环位 置映射表 M2得出涡流阀闭环预期位置量 Y0;
步骤 D2: 电控单元根据发动机转速 fl、 喷射油量 G、 涡流阀实际位置量 Yt以及 D1步骤中得到的涡流阀闭环预期位置量 Y0计算得出涡流阀闭环控制量 Yc;
步骤 D3 : 电控单元根据 A步骤中得到的涡流阀开环控制量 X和 D2步骤中得到 的涡流阀闭环控制量 Yc相加得出涡流阀开闭环控制量 Z;
步骤 D4: 电控单元将步骤 D3中得到的涡流阀开闭环控制量 Z输出至涡流阀控制 器， 调整涡流阀的开度来改变涡流强度。
如图 3所示， 本实施例的柴油发动机进气涡流的控制方法通过大量实验， 得出反 映发动机转速 fl、 喷射油量 G与涡流阀开环控制量 X之间关系的涡流阀开环控制表 Ml和反映发动机转速 fl、 喷射油量 G与涡流阀闭环预期位置量 Y0之间关系的涡流 阀闭环位置映射表 M2， 当发动机运行在低速小负荷区域时， 选择开环控制模式， 电 控单元直接根据涡流阀开环控制量 X控制涡流阀控制器，将涡流阀调至开环预期位置； 当发动机运行在大负荷区域时， 选择开闭环控制模式， 电控单元结合涡流阀实际位置 量 Yt与涡流阀闭环预期位置量 Y0计算出闭环控制量 Yc， 然后再将开环控制量 X作 为系统的前馈控制量结合闭环控制量 Yc获得开闭环控制量 Z并输出至涡流阀控制器， 来调整涡流阀的开度。
在上述的步骤 B中，首先电控单元根据发动机转速 fl通过查表 M3得出在此发动 机转速 fl下的喷射油量下阀值 Qlow、 喷射油量上阀值 Qhigh和计时周期 Ti， 然后进 行比较及延时判断：只有当喷射油量 G在计时周期 Ti内均大于喷射油量上阀值 Qhigh 或均小于喷射油量下阀值 Qlow时， 电控单元才根据此时的喷射油量 G来选择涡流控 制模式， 所述计时周期 Ti在喷射油量 G大于喷射油量上阀值 Qhigh或小于喷射油量 下阀值 Qlow时开始计时。 所述表 M3是事先根据大量实验建立的反映发动机转速 fl、 喷射油量 G变化和混合燃气燃烧情况变化的关系表。
当喷射油量 G在计时周期 Ti内均大于喷射油量上阀值 Qhigh时， 电控单元选择 开闭环控制模式； 当喷射油量 G在计时周期 Ti内均小于喷射油量下阀值 Qlow时， 电 控单元选择开环控制模式。
如图 4所示， 在步骤 D2中， 电控单元首先根据发动机转速 fl以及发动机喷射油 量 G通过查表 M4得到正向大信号边界值 WinPos、 负向大信号边界值 WinNeg、 小信 号比例常数 Kp、 正向大信号比例常数 KpPos、 负向大信号比例常数 KpNeg、 小信号积 分常数 Ki、 正向大信号积分常数 KiPos、 负向大信号积分常数 KiNeg和采样时间 TO 等参数， 然后根据正向大信号边界值 WinPos、 负向大信号边界值 WinNeg参数划分出 三个区间， 并根据涡流阀位置偏差量 ΥΔ、 位置偏差修正量 ΥΔρ所处的区间选择算法， 计算出 Yic和 Ykc， 最后将 Yic和 Ykc相加得出闭环控制量 Yc。 其中涡流阀位置偏差 量 ΥΔ为涡流阀闭环预期位置量 Y0与实际位置量 Yt相减得出的， 涡流阀位置偏差修 正量 ΥΔρ为涡流阀闭环预期位置量 Y0通过一个带增益的低通滤波器后， 再与涡流阀 实际位置量 Yt相减得出的。表 M4是事先根据大量实验建立的反映发动机转速 fl、喷 射油量 G、 涡流阀调节速度和混合燃气燃烧情况变化之间关系的表， 不同的发动机转 速 fl对应不同的参数， 这些参数对在不同的喷射油量 G情况下的涡流阀调节速度起 修正作用， 以确保驾驶舒适性良好。
D20图框中的计算公式如下：
当 WinNeg < ΥΔ < WinPos时. Ykc = Kp · YA .
当 ΥΑ > WinPos时. Ykc = Kp · WinPos + KpPos · (ΥΔ - WinPos) .
当 YA < WinNeg时. Ykc = Kp · WinNeg + KpNeg · (ΥΔ - WinNeg) .
D21图框中的计算公式如下：
当 WinNeg < ΥΔρ < WinPos时： Yic = Υί(ε_ + Ki · Γ0 · ΥΔρ；
当 ΥΔρ > WinPos时： Yic = + KiPos ' TO ' ΥΔρ；
当 YAp < WinNeg时. Yie = Yi(c.l + KiNeg · TO ' ΥΔρ。 采用上述自适应计算公式可以使得闭环控制量 Yc随着涡流阀位置偏差量 ΥΔ及涡 流阀位置偏差修正量 ΥΔρ的变化而变化， 当涡流阀位置偏差量 ΥΔ及涡流阀位置偏差 修正量 ΥΔρ较大时， 即表示涡流阀实际位置与预期位置的距离较大， 此时将闭环控制 量 Yc 设置得较大， 可以使涡流阀的调节速度比较大， 能够快速响应混合燃气燃烧的 需求； 当涡流阀位置偏差量 ΥΔ及涡流阀位置偏差修正量 ΥΔρ较小时， 即表示涡流阀 实际位置与预期位置的距离较小， 此时将闭环控制量 Yc 设置得较小， 可以使涡流阀 的调节速度和幅度比较小， 减少涡流阀在预期位置附近震荡的情况， 保证驾驶舒适性 良好。
涡流阀闭环预期位置量 Y0通过一个带增益的低通滤波器后会去掉有可能出现的 杂波， 更加稳定， 因此能够进一步减少涡流阀在预期位置附近震荡的情况， 保证混合 燃气燃烧情况能够逐渐变化， 驾驶舒适性良好。
在步骤 C、 步骤 D4中， 电控单元根据控制模式的选择结果将步骤 A中得出的涡 流阀开环控制量 X转换成占空比信号后输出至涡流阀控制器或将步骤 D3中得到的涡 流阀开闭环控制量 Z转换成占空比信号后输出至涡流阀控制器。 占空比信号即 PWM 信号能够直接驱动涡流阀控制器动作。
步骤 D2中的涡流阀实际位置量 Yt是电控单元通过涡流阀控制器上设置的涡流阀 位置传感器反馈得到的。 涡流阀位置传感器设置在与涡流阀连接的拉杆上， 能够时刻 检测涡流阀的开度， 电控单元根据涡流阀位置传感器反馈得到的涡流阀实际位置量 Yt 进行调整， 可以保证涡流阀调整到位， 满足混合燃气燃烧的需要。
本发明的柴油发动机进气涡流的控制方法通过将开环控制模式与开闭环控制模 式相结合， 能够根据涡流阀的实际位置及驾驶员的驾驶意图来采用不同的涡流阀调整 方式和调整速度， 使涡流强度快速而精确地响应混合燃气燃烧的需求， 兼顾发动机动 力性、 经济性及环保要求， 并保证驾驶舒适性良好， 适合现代汽车的要求。

Claims

权利要求书
1、 一种柴油发动机进气涡流的控制方法， 其特征在于包括以下步骤：
步骤 A: 电控单元根据发动机转速、喷射油量和预设的涡流阀开环控制表得出涡流阀 开环控制量， 所述涡流阀开环控制表是根据实验得出的发动机转速、 喷射油量与涡流阀 开环控制量之间的关系表；
步骤 B:电控单元根据发动机转速和喷射油量选择采用开环控制模式或开闭环控制模 式， 若选择开环控制模式， 则执行步骤 C; 若选择开闭环控制模式， 则执行步骤 D; 步骤 C: 开环控制模式： 电控单元将步骤 A中得出的涡流阀开环控制量输出至涡流阀 控制器， 调整涡流阀的开度来改变涡流强度；
步骤 D: 开闭环控制模式， 包含以下步骤：
步骤 D1 : 电控单元根据发动机转速、喷射油量和预设的涡流阀闭环位置映射表得出涡 流阀闭环预期位置量， 所述涡流阀闭环位置映射表是根据实验得出的发动机转速、 喷射油 量与涡流阀闭环预期位置量之间的关系表；
步骤 D2 : 电控单元根据发动机转速、 喷射油量、 涡流阀实际位置量以及步骤 D1中得 到的涡流阀闭环预期位置量计算得出涡流阀闭环控制量；
步骤 D3 : 电控单元根据步骤 A中得到的涡流阀开环控制量和步骤 D2中得到的涡流阀 闭环控制量计算得出涡流阀开闭环控制量；
步骤 D4: 电控单元将步骤 D3中得到的涡流阀开闭环控制量输出至涡流阀控制器， 调 整涡流阀的开度来改变涡流强度。
2、 根据权利要求 1所述的柴油发动机进气涡流的控制方法， 其特征在于， 步骤 B中： 首先， 电控单元根据发动机转速得出在此发动机转速下的喷射油量下阀值、 喷射油量上阀 值和计时周期， 只有当喷射油量在计时周期内均大于喷射油量上阀值或均小于喷射油量下 阀值时， 电控单元才根据此时的喷射油量来选择涡流控制模式， 所述计时周期在喷射油量 大于喷射油量上阀值或小于喷射油量下阀值时开始计时。
3、根据权利要求 2所述的柴油发动机进气涡流的控制方法， 其特征在于， 步骤 B中： 当喷射油量在计时周期内均大于喷射油量上阀值时， 电控单元选择开闭环控制模式； 当喷 射油量在计时周期内均小于喷射油量下阀值时， 电控单元选择开环控制模式。
4、 根据权利要求 1或 2或 3所述的柴油发动机进气涡流的控制方法， 其特征在于， 步骤 D2中： 电控单元根据涡流阀实际位置量与步骤 D1中得到的涡流阀闭环预期位置量的 偏差的大小选择自适应算法， 计算出闭环控制量， 所述涡流阀实际位置量与涡流阀闭环预 立置量的偏差越大， 计算得出的闭环控制量的值也越大。
5、 根据权利要求 4 所述的柴油发动机进气涡流的控制方法， 其特征在于， 步骤 D2
Yc =Yic +Ykc，
当 WinNeg < ΥΔ < WinPos时：
Ykc = p YA;
Figure imgf000013_0001
当 ΥΛ > WinPos时
Y -kkcc = Kp · WinPos + KpPos · (ΥΔ - WinPos);
|Yic =Υί(ε_1)+^ ^ ·Γ0·ΥΔ ；
当 YA < WinNeg时：
|Ykc = Kp · WinNeg + KpNeg · (ΥΔ - WinNeg);
ΐΥίο
Figure imgf000013_0002
；
其中， WinPos为正向大信号边界值、 WinNeg为负向大信号边界值、 Kp为小信号比例 常数、 KpPos为正向大信号比例常数、 KpNeg为负向大信号比例常数、 Ki为小信号积分常 数、 KiPos为正向大信号积分常数、 KiNeg为负向大信号积分常数、 T0为采样时间， 是电 控单元根据 Π发动机转速和喷射油量 f2通过查表计算得到的、 ΥΔ为根据 Y0涡流阀闭环 预期位置量与 Yt涡流阀实际位置量计算出的涡流阀位置偏差量； Yc为闭环控制量。
6、根据权利要求 4所述的柴油发动机进气涡流的控制方法， 其特征在于， 步骤 D2中：
Yc =Yic +Ykc，
当 WinNeg < ΥΔ < WinPos时： Yfc = Kp · YA； 当 YA > WmPos时： Yk。 = Kp · WinPos + KpPos · (ΥΔ - WinPos) 当 YA < WinNeg时： Yfc = Kp · WinNeg + KpNeg · (ΥΔ - WinNeg)；
当 WinNeg < ΥΔρ < WinPos时： Yic = Yi(c_l + Ki · Γ0 · ΥΔρ；
当 ΥΑρ > WinPos时： Yic = YKc_l} + KiPos · Γ0 · ΥΔρ；
当 ΥΑΡ < WinNeg时： YIC = Yi(c_l + KiNeg · Γ0 · ΥΔΡ；
其中， WinPos为正向大信号边界值、 WinNeg为负向大信号边界值、 Kp为小信号比例 常数、 KpPos为正向大信号比例常数、 KpNeg为负向大信号比例常数、 Ki为小信号积分常 数、 KiPos为正向大信号积分常数、 KiNeg为负向大信号积分常数、 T0为采样时间， 是电 控单元根据 fl发动机转速和 f2喷射油量通过查表计算得到的； ΥΔ为根据涡流阀闭环预期 位置量与涡流阀实际位置量计算出的涡流阀位置偏差量； γΔρ为 Υ0涡流阀闭环预期位置量 通过一个带增益的低通滤波器后，再与 Yt涡流阀实际位置量相减得出的涡流阀位置偏差修 正量； Yc为闭环控制量。
7、 根据权利要求 5所述的柴油发动机进气涡流的控制方法， 其特征在于， 步骤 C中， 电控单元将步骤 A中得出的涡流阀开环控制量转换成占空比信号后输出至涡流阀控制器； 步骤 D4中， 电控单元将步骤 D3中得到的涡流阀开闭环控制量转换成占空比信号后输出至 涡流阀控制器。
8、 根据权利要求 7所述的柴油发动机进气涡流的控制方法， 其特征在于， 步骤 D2中 的涡流阀实际位置量是电控单元通过涡流阀控制器上设置的涡流阀位置传感器反馈得到 的。
9、 根据权利要求 6所述的柴油发动机进气涡流的控制方法， 其特征在于， 步骤 C中， 电控单元将步骤 A中得出的涡流阀开环控制量转换成占空比信号后输出至涡流阀控制器； 步骤 D4中， 电控单元将步骤 D3中得到的涡流阀开闭环控制量转换成占空比信号后输出至 涡流阀控制器。
10、 根据权利要求 9所述的柴油发动机进气涡流的控制方法， 其特征在于步骤 D2中 的涡流阀实际位置量是电控单元通过涡流阀控制器上设置的涡流阀位置传感器反馈得到 的。
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