柴油机电控燃油动力系统外文文献翻译、中英文翻译、外文翻译

柴油机电控燃油动力系统设计1 EUP控制方法燃料喷射时时控制系统最重要的是发动机操控单元，它保障控制精度来达到能量消耗最少的要求。传感器的信号是来自对凸轮轴位置的检测，信号是对曲轴测量参数，即喷油量和喷油时间的关系。微型调速器(MCU)是由计时器结构模块(CTM)和定时处理部件(TPU)控制的。当计时器结构模块被凸轮轴触发器中断，控制部件将为燃料供给系统作出相应的反应，集中维护模块中的曲轴信号连接定时处理部件(TPU)，集中维护模块检测出一个脉冲和齿数。如果存才Z个齿，那么跨度就是360o/z。脉冲式控制器由PSP和PMM相结合发出的，PSP有两种工作方式，角一角、角一时间，在角一角工作模式中，上升沿和下降沿的输出脉冲与两者没有关系。在角一时间工作模式中，下降沿的输出脉冲取决于上升沿，其控制参数是ANGLE1开始角和ANGLE1结束角。喷油时间是由EUP的两个参数控制。喷射时间取决于以上两个参数的位置结合。我们使用的是角一角工作模式来对发动机工作的控制。tan crankf~L_iRCR2-rvnfLSFFFF] JSOQOl^SCXXJ2|S(XK1?tan crankf~L_iRCR2-rvnfLSFFFF] JSOQOl^SCXXJ2|S(XK1?；；' 芒洙』CO的L气RAI10)ANGLE!-SO]；ANGLE2-S02RAT1Q1=WKA1102=i50(.RATIO!}'tKAl'IO2)TPERJOD切；*(PER1O[)!)图1-1逻辑控制电路控制喷射量和喷射时间图对于喷油量和喷油时间的计算方法是保证提前角的控制精度，角度应是个整数，并且与十六进制成比例。例如：一个距离是1OoCA，那么结果就是O.1oCA。关于合适的燃料喷射系统，通常用下面公式表示：t=360/zN=(tD-9)/(t-1)TOC\o"1-5"\h\zir=(tD-91)/(128t)iN=(tD-9+9)/(t-1)idr=(tD-9+9-Nt)/(128t)id22EUP的研究2.1 喷射时间的延迟一个燃料喷射延迟的开始位置是由EUP发出的驱动信号来控制的，燃料的喷射在一个短期内的倍增称之为喷射延迟。EUP是一个复杂的控制系统，由电子单元、液压、机械部件组成，所以这个延迟是三元化的。这意味着控制系统的设计是由驱动脉冲延迟部分来对喷射量进行有效控制，延迟是由一个压电晶体传感器来控制的，它位于高压油管上，例如图2-1,燃油喷射时间由喷射器控制，延迟在不同的发动机转速下进行试验，用延迟角表示。发动机在较高的转速下运转时则是一条非线性的曲线，发动机在低速时的曲线斜率较大。drivePMluiionpoint图2-1喷射延迟波形2.2喷油量和发动机转速在一定的时间内，喷射到气缸的燃油取决于压力变化和燃料的比率。因为后者燃料的回收取决于泄压阀和公式2-1：TOC\o"1-5"\h\zm=CAJ2p（P-P） （2-1）d0 0CC是燃油回流系数，A是表面积，P是在出口或在出口之前的输出压力，d 0 0P是燃料在装有可调节弹簧的空值杆上的作用力。当发动机转速上升到较高的C压力时，监测口处的德操纵杆上的力是静止不变的，它以较高的比率反馈到燃料模块上，另一项重要的就是压差数值是管内的压力滞后，这个时间间隔会使发动机长时间地高速运转，从而使燃油回流增加，在图2-2中，燃料喷射量的增加同燃料供给角、高转速的最低位置的计算、燃料喷射持续时间成线性关系，并且大于对低速的要求。m是每个喷射循环的喷油量。图2-2图2-2发动机转速与喷射量图2.3喷油定时喷油定时的作用是控制发动机燃料经济性和动力性的关键，有效的喷油时间就是燃料时间滞后一个供给角，单位压力燃油泵的变化率可以表示为式2-2：匕―+_Vpdtdt匕―+_Vpdtdt1dmdh,Ap(2-2)0为燃料弹性模量，h为喷油量的增量，A为燃油管的体积和横截面，等式中T P如果全部的参数是唯一不变的，喷油量的上升速度会影响压力的变化。使用一个斜率为常数的凸轮轴作为驱动轮，燃料供给角的增加量则开始线性变化。从图2-3中可以得到燃料喷射量是线性增加的，这条曲线在不同的喷射时间下不会改变。20—I100c'min°'**2cmin20—I100c'min°'**2cmino0 丄_J ■—上 ■ I I ■ ■―410203040506070K090|001105(VUM图2-3喷油时间与喷油量3实验研究测试工作已经在一个四气缸的涡轮增压柴油机上完成了。众所周知，超高压喷射系统的EUP可以满足欧洲II排放标准，有的甚至可

以满足欧洲III排放标准。对喷射系统EUP的校准工作是非常重要的，其关键部分是喷油时间，即燃料的经济性和动力性，在1300r/min,32N/m的工况下进行试验得到了这些数据，从喷射角开始，在燃油经济性和排气温度变化很小的情况下检测检测NO的浓度是否增加，减少NO的浓度是一个趋势，而且喷射起始角越小，燃料燃烧效果就越好。反之，尾气排放、燃油经济性和排气温度就会越差。根据这种规律我们绘制出了燃油喷射图（图3-1）。图中表示了发动机转速升高时，喷射角开始增加，所以混和气控制装置的工作时间也会增加，当负荷减少时，喷射角则相应减小，发动机转速下降到1400r—1800r/min时，这种图谱则适应重型柴油机的燃料喷射规律。241&2622ic2+20to2219to2017to19241&2622ic2+20to2219to2017to19I5to1714to1512to14]0to128io10图3-1燃油喷射图工作的第一步是绘制出载荷曲线，我们发现喷射脉冲与供给角呈线性关系,功率在喷射时间上可以自由控制，根据此种规律绘制出了满载负荷时和极限功率曲线图3-2Er生益匸2dIW1Er生益匸2dIW12D0LdODJ6OOIgoo200022002Wnf(r^min■)oQ£oO54^-210KErr876543210「I«!1■-4—T」—-T」图3-2满载负荷时和极限功率曲线图考虑到速度稳定性，首先让硅油离合器停止工作，使燃油经济性达到10g/kwh甚至超过这个数值。高压持续喷射时间相应减少，在此我们可以得到极限角300CA的额定点，喷射延迟性是对高速柴油机包括重负载柴油机在内都是有很大帮助的。时时校准工具—CUCSA对额定功率曲线、燃油速度的调节、扭矩储备系数都可以自由地控制，因为不同的工作状况都是适用的。在不同的燃料喷射时间内都是可以人为控制。总之，发动机控制系统可以在不同的速度范围内进行控制。4结论以上的研究是以下面三个条件为基础进行研究的。根据柴油机EUP来设计发动机燃油喷射量进行实时控制，按照发动机动力装置传递，控制系统中的诸多参数。燃油喷射时间图谱和发动机功率峰值性能曲线的完成，可以精确的控制曲柄转角达到1oCAElectronicUnitPumpDieselEngineControlUnitDesignforlntegratedPowertrainSystemAnintegratedpowertrainsystemmeansthattheengineandthetransmissionshouldbetreatedasawhole.Bothdesignmethodandcontrolsystemdevelopmentshouldbeorganizedtogether.Generally,thebestengineworkingpointsarechosenasthegearshiftmomentforeithervehiclefueleconomyorpowerperformance. Ontheotherhand,someresearcheshavefocusedonactiveenginecontrolduringgearshifting.Inthispaperapowertraincomposedofanelectronicunitpump(EUP)dieselengineandanelectronicautomatictransmission(EAT)isstudied.Thecontrollerofboththepowerunitandthetransmissionwillbedevelopedandcalibratedtomaketheengineandthetransmissionworkrightly.Toimplementtheoperationmentionedabove,asapowerunittheEUPdieselengineissuitablebecauseitsinjectionquantityandtimingarefreelycontrollable.Basedonthese,somepropertiesoftheenginecanbeuser-defined,suchasthepeakpowercurve,speedregulatemode,torquereservecoefficientetc.whichisquiteusefulfortheintegratedcontro1.EUPControlMethodThefuelinjectionquantityandtimingcontrolarethemostimportantaspectstoenginecontrolunit.Whilethecontrolprecisionisguaranteed,theresourceofthesystemshouldn'tbeexpendedmuchThesensormountedonthecamshaftisusedforstrokejudgement.Thesignalfromcrankshaftisthemeasurereferencemarkofbothfuelquantityandtiming.Configurabletimermodule(CTM)andtimeprocessorunit(TPU)ofthemicro-controllerunit(MCU)areutilized.WhenaCTMinterruptistriggeredbythecamshaft,itmeansthatthecompressstrokewillcomeandthecontrolunitshouldprepareforfuelsupply.ThecrankshaftsignalisconnectedtoachannelofTPUthatusesthePMMfunction.ThePMMfunctiondetectsamissingtransitionandmarkstheteethnumber.Ifthereexistszteeth,thespanisobviously360o/z.ThecontrolpulseisgeneratedbyPSPfunctioncombiningwithPMM.ThePSPhastwooperatingmodes:angle-angleandangle-time.Inangle-angle

mode,therisingandfailingedgesoftheoutputpulsearedeterminedindependentlyofeachother.Inangle-timemode,thefailingedgeoftheoutputpulseisdeterminedinreferencetotherisingedge.ThecontrolparametersareANGLE1(startangle), RATIOl(multipleratiol).Theinjectiondurationisdecidedbythelasttwoparameterscombinedwiththeformerpart.Weuseangle-anglemodethatissimilartotheengineworkingprocess.taiFirL.nfLtaiFirL.nfLT u'J7 T u'J7 >IrCR2^r；SvuikIIWE5UOD如LGRATISSFFFF；$0000gSOKJOiL.A1HNCYI(NUMOF狂£1対=嘟&^RATIOO'!KATIO2)qPERJO"例；"〔PERIODhIii iIANGLES-J4)]；Al^GLE2=S02RATlCil=^0KA'nO2=£S-0i-'iR.1ControlIngiLyfmjetfionquamnyand^lniin^Thealgorithmofinjectionquantityandtimingisthebesttechniquetoguaranteethecontrolaccuracy.Theanglenumberisanintegerandtheratioistheproportionof0x80(hexadecima1).Forexample,ifthespanis10。CA.theresolutionwillbe0.1。CA,whichisgoodenoughforfuelinjectionsystem.Thedetaileddeductioncouldbeexpressedas:t=360/zN=(tD-9)/(t-1)TOC\o"1-5"\h\zir=(tD-91)/(12&)iN=(tD-9+9)/(t-1)idr=(tD-9+9-Nt)/(128t)id2EUPPropertiesResearch1InjectionTimeDelayThereexistsatimedelayoffuelinjection.Atthepointofstartofinjection(SOI),adrivesignalisimposedontheEUP.Thefue1wil1beinjectedafterashortperiodTdthatiscalleddelay.AstheEUPisacompoundsystem,whichiscomposedofelectric,hydraulicandmechanicalcomponents,sothatthedelayalsohasthosethreeelements。].Thisisquitemeaningfulforcontrolsystemdesignforthedrivepulseminusthedelaypartiseffectiveforfuelquantitycontrol.Wegetthedelaybymeansofapiezocrystalsensot,whichismountedonthehigh-pressurefuelpipeneartheinjector.AsshowninFig.2,inthewave-formofpipevibrationthereisasaltationpoint,atthattimethefuelhasbeendeliveredtotheinjector.Wetestthedelayatdifferentenginespeeds,whichhasclearlyshowntherelationshipofdelayanglevsenginespeed.Itisanonlinearcurvethattheslopeisbigatlowerenginespeedandisgettingsmallastheenginegoestoahigherspeed.2.2FuelQuantityandEngineSpeeddrivesignalSOIP pointFig.2Iniertirutdday2.2FuelQuantityandEngineSpeedInadefinitelyperiodoftime, thefuelquantitydeliveredtothecylinderisdecidedbyboththepressurechangerateandthebackwardfuelmassrate.Forthelatterthefuelreturnistreatedassemblyasapressurereliefvalveandwehave叭=q池 , (1}wherecistheflowcoefficientofthereturnorifice；aisitsd 0sectionarea；Poisthepressurebeforetheorificeorwecallitupstreampressure；Pcisthefuelreturncontrolpressurebywhichthebackwardfuelflowratethroughaspringiscontrollable.Whentheenginespeedgoeshigherthepressurebeforeorificeincreaseswhilethereturncontrolpressureisstillchangeless.Thiswillmakethebackwardfuelmassratehigher.Theotherimportantthingisthatthephenomenonofpressurehysteresiswhichisthepressuredropinthepipecoststime.Thetimespanevenwillgolongerastheenginespeedgoesup,whichalsomakesthereturnfuelincrease. Herewemeterthefuelbythecrankangle,sowehavethetestresultsinFig.3.InFig.3thefuelquantityincreaseslinearlywiththefuelsupplyangleandthehighspeedoneinthelowpositionmeansforthesamefuelinjectiondurationthefuelmassunderlowerspeedismorethanthatunderhigherspeed.mreferstothefuelquantitiespercycle.F氓-3Enginexperdvs.fuelsupplyquantity2.3InjectionTimingInjectiontimingiscriticalforenginecontrolconsideringthatitaffectsboththefueleconomyandemissionperformance.Wealsoinvestigatetheeffectofinjectiontimingonthefuelquantityunderthesamesupplyangle.Thepressurechangerateoftheunitplungepumpisexpressedas[5].p邂[十豐+霁4 ⑴whereistheisothermalelasticmodulusofthefuel；histheliftToftheplungewhileVandaaretheirvolumeandcrosssectionarea.pFromtheequationwecantellthatifthemasschangerateisinvariableonlytheplungeliftspeedwillaffectthepressurechangerate.Hereweuseaconstantslopeprofiledcamshaftasthedrive.Soasthefuelsupplyangleincreasesthefuelquantitywillchangelinearlyandfuelinjectiontimingwillhavenoeffectonthefuelquantityfornomatterwhereinjectionstarts.WegotthisinFig.4fromwhichitis

clearlyshownthatthefuelquantityislinearlyincreasedanddifferentinjectiontimecurvescannotchangethistrend. Asaresult,suchakindofcamshaftwillmakethecontrolunitdesigneasier.Meanwhiletomeetthemorestringentemissionregulations,thecamprofilemaybeneedsomechangeforgoodinjectionrateshaping.Thisisstillinresearching.ExperimentResearchExperimentresearchhasbeendoneonafourcylinderturbochargeddieselengine.Itisknownthatthesuperhighpressureinjectionsystem一EUPhasapotentialtosatisfyEUROIIemissionstandardandeventomeetEUROHI.Thecalibrationworkofthesystemisimportant.Soatfirst,aninjectiontimingmapismadepointbypointconsideringbothfueleconomyandemissionproperty.Acertainworkingstate(1400r/mm,320N/m)isselectedtosamplethis.TheangleofstartinjectionisaddedstepbystepanditisfoundthatNOemitsmorewhilefueleconomyandexhausttemperaturechangeless.Thatwilldecreasetheemissiontotheoppositetrend,buttheanglecouldnotbetoosmallthatwillmakethefuelburningaftertheTDC.Ifthishappenedboththefueleconomyandexhausttemperaturewillbeworse.Accordingtothisrulewemakeafuelinjectiontimingmap.Fig.5showsthatthestartinjectionanglewillincreasewhentheenginespeedgoesup；thisisjustbecausethemixturepreparationandburningtimewillbelong.Theloadshavelesseffectcomparedwiththespeedandweonlysuspendtheangleinmiddleloadareaand1400-1800r・minenginespeed.Thisissocalledcommonuseareaofheavydieselenginein

EUROIItestprocedure.124u>2«22to2420to2219to2017to19I5tol?14to15121014g10to12Firstweworksomepartloadcurvesout.Wefindthattheinjectionpulseislinearwiththesupplyangleandthepowerequablywhiletheinjectiontiminganglecanbeoperatedfreely.FinallywemakethefullloadorthepeakpowercurvesinFig.6.Forthespeedstabilizationconsiderationweinvalidatethefansiliconclutch, whichwillmakethefueleconomy10g/(kw・h)morethantheactualvalue.Thehighpressuremakestheinjectiondurationless.Wecanseethemaximumangleis30CAoftheratedpointincludinginjectiondelaythatpropertyisbeneficialtofuturehighspeedandheavydutydieselengine.Bytheonlinecalibrationtool-CUCAS(commonusedcalibrationsystem)wehavedeveloped.theratedpowercurve,theslopofspeedregulate,thetorquereservecoefficientcanbedefinedfreelyfordifferentpurposesofuse.Forthefuelinjectiontimingcanbecontrolled,asyouwantatanypoints,allthismaketheintegratedcontrolmeaningful.Inotherwords,theactivecontrolofengineduringtransmissionperiodpromotesthequalityofgearshiftitself.

w,--m禅50邨钿35302520MLO4Fl^.6-MaxinsunnlireakpcvrcreujvesulEUP焙比e]%00iw,--m禅50邨钿35302520MLO4Fl^.6-MaxinsunnlireakpcvrcreujvesulEUP焙比e]%00i200I4M I$00/轴o220024^0n.'-(r-ml口1)504o53o2宀-于，吏曲)>ICO€Si)700-87500640054JOO7妙2300soioLO0ConclusionsBasedonalltheresearchworkmentionedabove,wehavethefollowingconclusionsMountingtheEUPonthedieselenginewouldmaketheenginesfuelquantitya