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CN114837827B - 一种基于甲醇冷却的进气道喷射氢发动机及控制方法 - Google Patents

一种基于甲醇冷却的进气道喷射氢发动机及控制方法 Download PDF

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CN114837827B
CN114837827B CN202210483026.0A CN202210483026A CN114837827B CN 114837827 B CN114837827 B CN 114837827B CN 202210483026 A CN202210483026 A CN 202210483026A CN 114837827 B CN114837827 B CN 114837827B
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CN114837827A (zh
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纪常伟
辛固
汪硕峰
常珂
孟昊
洪琛
杨金鑫
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Beijing University of Technology
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Abstract

本发明为一种基于甲醇冷却的进气道喷射氢发动机及控制方法，具体涉及一种根据发动机工况调节氢气和甲醇的喷射参数及控制方法，目的是实现高功率输出和消除异常燃烧。主要包括进气系统、氢气供给系统、甲醇供给系统和控制系统。ECU通过曲轴位置传感器、转速传感器判断曲轴位置和转速，并根据爆震传感器和进气歧管压力传感器判断爆震及回火的发生，根据控制需求调节氢气供给系统的氢气减压阀和氢气喷射器的喷射时刻和喷射脉宽，同时调节甲醇的喷射时刻和喷射脉宽。该发动机及控制方法可以消除进气道喷射氢发动机的回火及爆震现象，提高发动机的工作范围。

Description

一种基于甲醇冷却的进气道喷射氢发动机及控制方法
技术领域
一种基于甲醇冷却的进气道喷射氢发动机及控制方法，具体涉及进气道喷射氢发动机及其控制方法，属于内燃机领域。
背景技术
随着社会发展，能源需求不断增长，化石能源消费不断增加。尤其是在汽车领域，基于化石能源的汽车仍将在较长时间内运行，给社会带来了能源和环境压力。我国石油资源相对匮乏，对外依赖程度高，能源安全问题日益突出。同时，面临二氧化碳减排的巨大压力，减少化石能源消费，使用可再生能源具有重要意义。
氢气是一种可再生燃料，在发动机中燃烧之后的只有水和氮氧化物排放，因此越来越受到社会的关注。仅需对现有发动机进行简单改造，便可以采用进气道喷氢的方式使用氢气。由于氢气的体积能量密度较低，即使使用化学计量比的燃空比，理论上氢发动机的峰值功率也仅能达到相同排量的汽油发动机的83％。实际使用中，由于氢气宽泛的可燃范围及较小的点火能量，在接近化学计量比的条件下极易出现回火和爆震等异常燃烧现象，严重的还可能造成失火等问题，这限制氢发动机的推广。
甲醇是一种可再生能源，在我国具有良好的产业基础，早在2012年，部分省市陆续开展了甲醇汽车的试点，甲醇在经济性、环保型、安全性等方面均得到认可。甲醇是一种透明、无色、高挥发性的液体。甲醇的分子式为CH3OH，自身含氧量为50％。甲醇的辛烷值为110，抗爆性好。甲醇汽化潜热为1109kJ/kg，是汽油的3倍，在汽化时需要吸收更多的热量，采用进气道喷射的方式，有利于降低进气道温度，适合作为冷却进气道及燃烧室的冷却剂，而且其本身亦可以作为燃料提供能量。
针对氢/甲醇发动机，此前的专利一方面将甲醇作为主燃料，通过热解方式制取氢气，或者是把氢气作为燃烧促进剂使用，而较少的考虑在以氢为主燃料的发动机中使用甲醇作为控制回火和爆震的冷却剂，并同时通过掺混改善氢发动机的功率输出。
因此，本申请设计了一种基于甲醇冷却的进气道喷射氢发动机及控制方法，根据发动机运行工况适当调整燃料比例和工作参数，从而控制异常燃烧问题，拓展氢发动机的运行区间，实现氢发动机高高效稳定的工作。
发明内容
针对进气道喷射的氢发动机存在的异常燃烧问题，本发明解决的技术问题是，提出了一种基于甲醇冷却的氢发动机及控制方法，该发动机及控制方法可以实现发动机全工况工作而不出现异常燃烧现象。
本发明解决所述技术问题采用的技术方案是：
一种基于甲醇冷却的进气道喷射氢发动机包括：进气系统，其上依次串联有空气流量传感器、节气门、空气滤清器和进气道压力传感器；氢气供给系统，其上依次串联有氢气瓶、氢气减压阀、氢气流量传感器、阻火器、氢气喷射器；甲醇供给系统，其上依次串联甲醇箱、高压泵、甲醇流量传感器、甲醇喷射器；控制系统，包括ECU、火花塞、曲轴位置传感器、转速传感器、爆震传感器、氧传感器。
ECU分别与氢气减压阀、氢气流量传感器、氢气喷射器、高压泵、甲醇流量传感器、甲醇喷射器、曲轴位置传感器、转速传感器、火花塞、氧传感器和爆震传感器有信号交互；
ECU通过导线与节气门和空气流量传感器相连接，并通过发出节气门控制信号控制节气门的开度，空气流量传感器监测空气流量并将信号反馈给ECU，以调节进入发动机气缸的进气量；
ECU与转速传感器和曲轴位置传感器相连，以判断发动机转速和压缩上止点位置，为控制燃料喷射时刻和脉宽提供参考数据；
ECU通过导线与氢气减压阀相连接，并根据节气门控制信号调节氢气减压阀，以调节氢气喷射器处的喷射压力；
ECU通过导线与氢气流量传感器和氢气喷射器相连，同时ECU接受氧传感器的反馈信号，ECU根据节气门控制信号和曲轴位置信号调节氢气喷射器的喷射时刻和喷射脉宽，以保证过量空气系数稳定；
ECU通过导线与爆震传感器相连接，根据爆震传感器的输出信号判断爆震是否发生；
ECU通过导线与进气道压力传感器相连接，根据进气道压力传感器的输出信号判断回火是否发生；
ECU通过导线与高压泵相连，并根据发动机转速及节气门开度信号调节高压泵的输出压力，以调节甲醇喷射器处的喷射压力；
ECU通过导线与甲醇流量传感器和甲醇喷射器，ECU根据爆震信号、进气道压力传感器和曲轴位置信号调节甲醇喷射器的喷射时刻和喷射脉宽；
ECU通过导线与火花塞相连接，并根据节气门开度信号、曲轴位置传感器信号、转速传感器信号和爆震传感器信号调节点火时刻。
一种基于甲醇冷却的进气道喷射氢发动机的控制方法主要包括发动机的燃料供给策略、节气门控制策略和异常燃烧控制策略，其特征在于：
(1)燃料供给策略
ECU接受转速传感器的信号，当转速n＝0变为n≠0时，此时为启动工况，为了顺利启动，采取纯氢加浓策略，ECU控制氢气减压阀、氢气喷射器和节气门，调节氢气供给量和空气量，并根据氧传感器的反馈信号进行修正，以保证过量空气系数λ＝1；同时，高压泵关闭；
ECU接受转速传感器的信号，当转速n怠速-50<n<n怠速+50时，此时为怠速工况，为了节省燃料，采取纯氢稀燃策略，ECU控制氢气减压阀和氢气喷射器和节气门，调节氢气供给量和空气量，并根据氧传感器的反馈信号进行修正，以保证过量空气系数λ＝1.5；同时，高压泵关闭；
ECU接受转速传感器的信号，当转速n怠速+50≤n≤6000时，此时为正常工作工况，采取氢/甲醇双燃料策略，ECU控制氢气减压阀、氢气喷射器，调节氢气供给量，同时，启动高压泵，使甲醇喷射器的压力满足喷射要求，并根据氧传感器的反馈信号进行修正，以保证过量空气系数稳定；
其中，燃烧过程混合物过量空气系数
Figure BDA0003628619090000031
式中，mair、
Figure BDA0003628619090000032
分别为进气质量流量、甲醇质量流量和氢气的质量流量，
Figure BDA0003628619090000033
分别为甲醇和氢气的化学计量空燃比。
(2)节气门控制策略
ECU根据节气门开度信号调节节气门开度K；
ECU所控制的K应满足以下条件：
当转速由n＝0变为n≠0时，此时为启动工况，ECU控制节气门K＝100％，以保证发动机迅速启动；
当转速n怠速-50<n<n怠速+50时，此时为怠速工况，ECU控制节气门0＜K＜10；
当转速n怠速+50≤n≤6000时，此时为正常工作工况，ECU控制节气门10≤K≤100；
当转速由n≠0变为n＝0时，发动机停止工作，K＝0％。
(3)燃烧控制策略
ECU接收爆震传感器和进气道压力传感器的信号，若ECU判断没有爆震和回火发生，则ECU根据驾驶员的扭矩需求控制火花塞点火，并根据标定数据使点火时刻保持在最佳点火角；
ECU接收爆震传感器的信号，若ECU判断发动机产生爆震，则ECU控制火花塞推迟点火时刻，直到将点火正时推迟至压缩上止点；
ECU接收爆震传感器的信号，若推迟点火正时至上止点仍不能消除爆震，则ECU控制高压泵和甲醇喷射器，调节喷射器的喷射脉宽，喷射量由0逐渐增大，直到爆震消除，则在该工况下维持当前甲醇喷射量不变；
ECU接收进气道压力传感器的信号，若ECU判断发生回火，则ECU控制高压泵和甲醇喷射器，控制甲醇喷射量，由0逐渐增大，直到回火消除，则在该工况下维持当前甲醇喷射量不变；
本发明的有益之处在于，针对氢发动机在较多燃料供给时出现的异常燃烧问题，通过在进气道中喷射甲醇，达到冷却进气和燃烧室温度，从而消除回火和爆震的目的。
附图说明
通过对结合附图所示出的实施方式进行详细说明，本发明的上述以及其他特征将更加明显。
图1为本发明一种基于甲醇冷却的进气道喷射氢发动机及控制方法工作示意图。
图中，进气系统(P1)：空气滤清器(10)、空气流量传感器(12)、节气门(11)、进气道压力传感器(13)；氢气供给系统(P2)：氢气瓶(5)、氢气减压阀(6)、氢气流量传感器(7)、阻火器(8)、氢气喷射器(9)；甲醇供给系统(P3)：甲醇箱(1)、高压泵(2)、甲醇流量传感器(3)、甲醇喷射器(4)；控制系统(P4)：ECU(14)、火花塞(16)、曲轴位置传感器(18)、转速传感器(17)、爆震传感器(15)、氧传感器(19)。
具体实施方式
下面结合实施例及附图进一步解释本发明，但并不以此作为对本申请保护范围的限定。
ECU(14)分别与氢气减压阀(6)、氢气流量传感器(7)、氢气喷射器(9)、高压泵(2)、甲醇流量传感器(3)、甲醇喷射器(4)、曲轴位置传感器(18)、转速传感器(17)、火花塞(16)、氧传感器(19)和爆震传感器(15)有信号交互；
ECU(14)通过导线与节气门(11)和空气流量传感器(12)相连接，并通过发出节气门控制信号控制节气门(11)的开度，空气流量传感器(12)监测空气流量并将信号反馈给ECU(14)，以调节进入发动机气缸的进气量；
ECU(14)与转速传感器(17)和曲轴位置传感器(18)相连，以判断发动机转速和压缩上止点位置，为控制燃料喷射时刻和脉宽提供参考数据；
ECU(14)通过导线与氢气减压阀(6)相连接，并根据节气门(11)控制信号调节氢气减压阀(6)，以调节氢气喷射器处的喷射压力；
ECU(14)通过导线与氢气流量传感器(7)和氢气喷射器(9)相连，ECU(14)根据节气门控制信号和曲轴位置信号调节氢气喷射器的喷射时刻和喷射脉宽，并通过氧传感器(19)的反馈信号进行修正，以保证过量空气系数稳定；
ECU(14)通过导线与爆震传感器(15)相连接，根据爆震传感器的输出信号判断爆震是否发生；
ECU(14)通过导线与进气道压力传感器(13)相连接，根据进气道压力传感器的输出信号判断回火是否发生；
ECU(14)通过导线与高压泵(2)相连，并根据发动机转速及节气门开度信号调节高压泵(2)的输出压力，以调节甲醇喷射器(4)处的喷射压力；
ECU(14)通过导线与甲醇流量传感器(3)和甲醇喷射器(4)，ECU(14)根据爆震信号、进气道压力传感器和曲轴位置信号调节甲醇喷射器(3)的喷射时刻和喷射脉宽；
ECU(14)通过导线与火花塞(16)相连接，并根据节气门开度信号、曲轴位置传感器信号、转速传感器信号和爆震传感器信号调节点火时刻。
一种基于甲醇冷却的进气道喷射氢发动机及控制方法主要包括发动机的燃料供给策略、节气门控制策略和异常燃烧控制策略，其特征在于：
(1)燃料供给策略
ECU(14)接受转速传感器(17)的信号，当转速n＝0变为n≠0时，此时为启动工况，为了顺利启动，采取纯氢加浓策略，ECU(14)控制氢气减压阀(6)、氢气喷射器(9)和节气门(11)，调节氢气供给量和空气量，并根据氧传感器(19)的反馈信号，反馈信号用于判断过量空气系数，并通过调整氢气喷射脉宽调节过量空气系数，以保证过量空气系数λ＝1；同时，高压泵(2)关闭；
ECU(14)接受转速传感器(17)的信号，当转速n怠速-50<n<n怠速+50时，此时为怠速工况，为了节省燃料，采取纯氢稀燃策略，ECU(14)控制氢气减压阀(6)和氢气喷射器(9)和节气门(11)，调节氢气供给量和空气量，并根据氧传感器(19)的反馈信号进行修正，以保证过量空气系数λ＝1.5；同时，高压泵(2)关闭；
ECU(14)接受转速传感器(17)的信号，当转速n怠速+50≤n≤6000时，此时为正常工作工况，采取氢/甲醇双燃料策略，ECU(14)控制氢气减压阀(6)、氢气喷射器(9)，并根据氧传感器(19)的反馈信号进行修正，调节氢气供给量，以保证过量空气系数稳定；同时，启动高压泵，使甲醇喷射器的压力满足喷射要求；
其中，燃烧过程混合物过量空气系数
Figure BDA0003628619090000061
式中，mair、
Figure BDA0003628619090000062
分别为进气质量流量、甲醇质量流量和氢气的质量流量，
Figure BDA0003628619090000063
分别为甲醇和氢气的化学计量空燃比。
(2)节气门控制策略
ECU(14)根据节气门开度信号调节节气门(11)开度K；
ECU(14)所控制的K应满足以下条件：
当转速由n＝0变为n≠0时，此时为启动工况，ECU控制节气门K＝100％，以保证发动机迅速启动；
当转速n怠速-50<n<n怠速+50时，此时为怠速工况，ECU控制节气门0＜K＜10；
当转速n怠速+50≤n≤6000时，此时为正常工作工况，ECU控制节气门10≤K≤100；
当转速由n≠0变为n＝0时，发动机停止工作，K＝0％。
(3)燃烧控制策略
ECU(14)接收爆震传感器(15)和进气道压力传感器(13)的信号，若ECU(14)判断没有爆震和回火发生，则ECU(14)根据驾驶员的扭矩需求控制火花塞点火，并根据标定数据使点火时刻保持在最佳点火角；
ECU(14)接收爆震传感器的信号，若ECU(14)判断发动机产生爆震，则ECU(14)控制火花塞推迟点火时刻，直到将点火正时推迟至压缩上止点；
ECU(14)接收爆震传感器(15)的信号，若推迟点火正时至上止点仍不能消除爆震，则ECU(14)控制高压泵(2)和甲醇喷射器(4)，调节喷射器的喷射脉宽，喷射量由由0逐渐增大，直到爆震消除，则在该工况下维持当前甲醇喷射量不变；
ECU(14)接收进气道压力传感器(13)的信号，若ECU(14)判断发生回火，则ECU(14)控制高压泵(2)和甲醇喷射器(4)，控制甲醇喷射量由0逐渐增大，直到回火消除，则在该工况下维持当前甲醇喷射量不变；
本发明未述及之处适用于现有技术。

Claims (2)

1.一种基于甲醇冷却的进气道喷射氢发动机，其特征在于，包括进气系统(P1)、氢气供给系统(P2)、甲醇供给系统(P3)和控制系统(P4)；
所述进气系统(P1)上依次串联有空气滤清器(10)、节气门(11)、空气流量传感器(12)和进气道压力传感器(13)；
所述氢气供给系统(P2)上依次串联有氢气瓶(5)、氢气减压阀(6)、氢气流量传感器(7)、阻火器(8)、氢气喷射器(9)；
所述甲醇供给系统(P3)上依次串联甲醇箱(1)、高压泵(2)、甲醇流量传感器(3)、甲醇喷射器(4)；
所述控制系统(P4)包括ECU(14)、火花塞(16)、曲轴位置传感器(18)、转速传感器(17)、爆震传感器(15)、氧传感器(19)；
ECU(14)分别与氢气减压阀(6)、氢气流量传感器(7)、氢气喷射器(9)、高压泵(2)、甲醇流量传感器(3)、甲醇喷射器(4)、曲轴位置传感器(18)、转速传感器(17)、火花塞(16)、氧传感器(19)和爆震传感器(15)有信号交互；
ECU(14)通过导线与节气门(11)和空气流量传感器(12)相连接，并通过发出节气门控制信号控制节气门(11)的开度，空气流量传感器(12)监测空气流量并将信号反馈给ECU(14)，以调节进入发动机气缸的进气量；
ECU(14)与转速传感器(17)和曲轴位置传感器(18)相连，以判断发动机转速和压缩上止点位置，为控制燃料喷射时刻和脉宽提供参考数据；
ECU(14)通过导线与氢气减压阀(6)相连接，并根据节气门(11)控制信号调节氢气减压阀(6)，以调节氢气喷射器处的喷射压力；
ECU(14)通过导线与氢气流量传感器(7)和氢气喷射器(9)相连，ECU(14)根据节气门控制信号和曲轴位置信号调节氢气喷射器的喷射时刻和喷射脉宽，并通过氧传感器(19)的反馈信号进行修正；
ECU(14)通过导线与爆震传感器(15)相连接，根据爆震传感器的输出信号判断爆震是否发生；
ECU(14)通过导线与进气道压力传感器(13)相连接，根据进气道压力传感器的输出信号判断回火是否发生；
ECU(14)通过导线与高压泵(2)相连，并根据发动机转速及节气门开度信号调节高压泵(2)的输出压力，以调节甲醇喷射器(4)处的喷射压力；
ECU(14)通过导线与甲醇流量传感器(3)和甲醇喷射器(4)，ECU(14)根据爆震信号、进气道压力传感器和曲轴位置信号调节甲醇喷射器(4 )的喷射时刻和喷射脉宽；
ECU(14)通过导线与火花塞(16)相连接，并根据节气门开度信号、曲轴位置传感器信号、转速传感器信号和爆震传感器信号调节点火时刻。
2.控制如权利要求1所述的一种基于甲醇冷却的进气道喷射氢发动机的方法，其特征在于，包括发动机的燃料供给策略、节气门控制策略和异常燃烧控制策略：
(1)燃料供给策略
ECU(14)接受转速传感器(17)的信号，当转速n＝0变为n≠0时，此时为启动工况，ECU(14)控制氢气减压阀(6)、氢气喷射器(9)和节气门(11)，调节氢气供给量和空气量，并根据氧传感器(19)的反馈信号进行修正，以保证过量空气系数λ＝1；同时，高压泵(2)关闭；
ECU(14)接受转速传感器(17)的信号，当转速n怠速-50＜n＜n怠速+50时，此时为怠速工况，采取纯氢稀燃策略，ECU(14)控制氢气减压阀(6)和氢气喷射器(9)和节气门(11)，调节氢气供给量和空气量，并根据氧传感器(19)的反馈信号进行修正，以保证过量空气系数λ＝1.5；同时，高压泵(2)关闭；
ECU(14)接受转速传感器(17)的信号，当转速n怠速+50＜n时，此时为正常工作工况，采取氢/甲醇双燃料策略，ECU(14)控制氢气减压阀(6)、氢气喷射器(9)，调节氢气供给量，并根据氧传感器(19)的反馈信号进行修正；同时，启动高压泵，使甲醇喷射器的压力满足喷射要求；
其中，燃烧过程混合物过量空气系数
Figure FDA0003628619080000021
Figure FDA0003628619080000022
式中，mair、
Figure FDA0003628619080000023
分别为进气质量流量、甲醇质量流量和氢气的质量流量，
Figure FDA0003628619080000024
分别为甲醇和氢气的化学计量空燃比；
(2)节气门控制策略
ECU(14)根据节气门开度信号调节节气门(11)开度K；
ECU(14)所控制的K应满足以下条件：
当转速由n＝0变为n≠0时，此时为启动工况，ECU控制节气门K＝100％，以保证发动机迅速启动；
当转速n怠速-50＜n＜n怠速+50时，此时为怠速工况，ECU控制节气门0＜K＜10；
当转速n怠速+50＜n时，此时为正常工作工况，ECU控制节气门10≤K≤100；
当转速由n≠0变为n＝0时，发动机停止工作，K＝0％；
(3)燃烧控制策略
ECU(14)接收爆震传感器(15)和进气道压力传感器(13)的信号，若ECU(14)判断没有爆震和回火发生，则ECU(14)控制火花塞点火，并根据标定数据使点火时刻保持在最佳点火角；
ECU(14)接收爆震传感器的信号，若ECU(14)判断发动机产生爆震，则ECU(14)控制火花塞推迟点火时刻，直到将点火正时推迟至压缩上止点；
ECU(14)接收爆震传感器(15)的信号，若推迟点火正时至上止点仍不能消除爆震，则ECU(14)控制高压泵(2)和甲醇喷射器(4)，调节喷射器的喷射脉宽，喷射量由0逐渐增大，直到爆震消除，则在该工况下维持当前甲醇喷射量不变；
ECU(14)接收进气道压力传感器(13)的信号，若ECU(14)判断发生回火，则ECU(14)控制高压泵(2)和甲醇喷射器(4)，控制甲醇喷射量由0逐渐增大，直到回火消除，则在该工况下维持当前甲醇喷射量不变。
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