汽油HCCI发动机电控液压气门性能及仿真研究
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摘要
为了缓解石油存量有限和需求不断增加形成的矛盾，许多国家开始逐渐使用生物燃料，包括乙醇、甲醇和生物柴油等，替代石油系燃料。世界上石油储量有限和需求不断增长形成矛盾，而生物能源的开发利用又受食物的供应、生态环境承受能力的限制。提高内燃机燃烧现有能源——生物能源和传统石油的输出效率，并降低发动机输出单位能量的二氧化碳和污染物排放的技术和方法，可以缓解能源危机。HCCI燃烧具有减少排放物的潜力，部分负荷工况已经达到与汽车排气后处理器相当的水平。通过使用可变气门机构改变压缩前缸内残余已燃工质的量，在不对进气加热和改变压缩比的情况下，通过缸内残余已燃工质加热可以实现汽油均质压燃。采用不同的气门控制策略，控制气缸内捕集废气的百分比和工质的混合过程，可改善HCCI燃烧。
可变配气机构是实现汽油发动机HCCI燃烧模式的关键技术，本文依托973项目低温燃烧新型的汽油机复合燃烧系统的需求，针对现有液压气门机构存在的不足，自主开发了双活塞驱动液压配气机构。通过VCU调节启闭触发信号，实现了气门定时大范围可变，通过液压阀和电液比例阀调节，实现了升程可调。为了掌握设计高速气门的理论和技术，建立电液气门运动数学模型，并搭建物理样机试验和虚拟样机计算平台，探索了影响电液气门性能的因素。本文各章节主要内容包括：
第一章，综述了汽油HCCI发动机电控液压气门的研究背景，分析了HCCI燃烧的特点和实现方式。通过使用主动可调的可变气门机构（VVT），可以捕集已燃废气，在不对进气加热和改变压缩比的情况下实现HCCI燃烧。通过不同的气门控制策略，可以调节压缩前缸内残余已燃工质的量，调节HCCI燃烧放热速率和缸内的压升率。近年来处于试验研究和使用的全可变配气机构，主要有电控机械全可变配气机构、电磁驱动全可变配气机构、电控气压驱动全可变配气机构、电控液压全可变驱动配气机构以及凸轮和电控液压配合凸轮驱动全可变配气机构。电控液压驱动全可变配气机构作为很有希望取代传统的配气机构，本文对其进行了分类，并叙述了其研究现状。
第二章，建立液压配气机构模拟仿真计算模型。研究电控液压双活塞配气机构工作过程，建立了电控双活塞液压气门的电子、液压和机械结构的数学模型。基于ZS1105四冲程发动机缸盖，设计并确定了模型参数。以Visual fortran作为求解器，VisualC++作为统一编译和调用工具，用AMEsim、Adams和Matlab构建了仿真平台。最后，搭建了物理样机试验平台，对电控液压双活塞配气机构模型进行了验证。
第三章，对液压双活塞气门落座冲击和气门完全开启时活塞落座冲击，提出了弹簧缓冲、带液压节流孔的弹簧缓冲以及多节流孔缓冲三种模型。研究了三种模型的方案和原理，并建立子模拟模型。采用牛顿插值积分算法，确定了多节流孔方案中孔的直径和节流孔布置位置。联合液压配气机构的整体模型，对液压配气机构和缓冲机构参数的影响进行了研究。用子模型分析了大、小活塞直径对液压缓冲特性的影响。用液压配气机构的仿真模型，研究了液压配气机构关键参数和缓冲结构参数，对气门落座和完全开启活塞落座缓冲性能的影响。
第四章，在液压气门机构模型及缓冲机构模型的基础上，通过黄金分割算法和试算法得到液压机构合理的参数值。通过遗传算法对大活塞直径、小活塞直径和节流孔直径等参数进行了优化，确定最优的液压气门性能和最小的落座冲击。
第五章，研究液压系统关键参数对液压配气机构的开启和关闭过程的影响。首先，通过仿真模型计算，研究液压管路长度、液压管路直径和液压油粘度，对气门升程曲线、启闭延时和气门落座速度的影响。确定不同液压油温度下，气门开启和关闭的延时，并对延时波动进行统计分析。基于液压配气机构模型和试验，研究液压气门运行参数可控性，确定气门升程控制方案和参数。最后，对提高气门开启频率和排气门二次开启的可行性研究，分析转速对气门型线的影响，提出通过调整开启和关闭延时改善提高转速影响的方案。
最后，搭建了液压气门HCCI发动机试验平台，通过试验确定液压油温度和压力等参数对系统延时的影响，建立气门启闭延时的三维MAP控制图。建立电控液压气门模糊和PID结合的自适应控制系统，实现气门启闭相位的准确控制。通过试验分析，排气门关闭定时、进气门开启定时和气门升程对HCCI发动机性能有很大的影响。最后，建立HCCI发动机液压气门控制策略。
In order to alleviate contradiction between limited reserves of petroleum andincreasing demands, many countries begin to use biofuels including ethanol, methanol andbiodiesel, as alternative to petroleum-based fuels. The contradiction among utilization ofbio-energy， food supply, and capacity limit of ecological environment also exists.Technologies and methods of improving efficiency of internal combustion engine to saveexisting petroleum-based energy and bio-energy, and reducing emissions of carbon dioxideand pollutants can alleviate the energy crisis. HCCI combustion has potential to reduceemissions, in part load condition which reaches a considerable low level emission withoutexhaust gas aftertreatment. Different valve control strategies to control percentage ofexhaust gas trapped into the cylinder and control the mixing process of working fluid, canoptimize HCCI combustion process.
Variable valve is the key technology to achieve gasoline HCCI combustion at engine.To support the973project of low-temperature combustion research and developing HCCIengine, a dual-piston-driven hydraulic variable valve train (HVVT) is self-developed toovercome the shortcomings of existing valve system. Method of regulating the open andclose trigger signal from VCU achieves a wide range of variable valve timing. The HVVTlift is adjustable by adjusting the electro-hydraulic proportional valve. In order to masterthe design method of HVVT, the mathematical models of electro-hydraulic valve motion isestablished. A physical prototype and a virtual prototype platform are built to explorefactors that affect performance of HVVT. Main contents of this article are listed below.
In chapter Ⅰ, HCCI combustion engine with HVVT is reviewed. Exhaust gas trappedby adjusting variable valve train (VVT), can achieve HCCI combustion without intake airheated and changing compression ratio. Different valve control strategies can adjustamount of burnt residual gas in cylinder (burnt gas fraction, BRF), to adjust heat releaserate of HCCI combustion and rise rate of cylinder pressure. In recent years, many fullyvariable valve trains were designed, such as electronically controlled mechanical variablevalve train, electro-magnetic fully variable valve train, electro-pneumatic fully variablevalve train, electro-hydraulic fully variable valve train, and cam coupled with electronicallycontrolled fully variable valve. HVVTs are promising to replace the traditional valve,which are classified.
Chapter Ⅱ, work process of the dual piston driven hydraulic valve train is analyzedand a mathematical model of HVVT is established. Design parameters are determinedbased on the cylinder head of a ZS1105four-stroke engine. Based on mathematical modelsand physical prototypes, a simulation platform is built with AMEsim, Adams and Matlab,using Visual Fortran as a solver and Visual C++as a unified compiler, to establish platformof the dual piston driven Fully Variable Valve System（FVVS） model.
Chapter Ⅲ, buffer mechanisms including spring buffer, orifice+spring buffer, andmulti-orifices buffer are used to reduce shock in the buffer stage of valve piston fully openand seated. After establishing and analyzing the buffer mechanisms and submodels ofFVVS, structural parameters are analoged. Assuming deceleration is uniform in the seatingprocess, Newton interpolation algorithm is used to optimize the number, diameters andarrangement of orifices. In conjunction with the simulation model of the hydraulicvalvetrain, the parameters of the hydraulic valve buffer simulation model are analyzed.
Chapter Ⅳ, utilizing hydraulic valve train model established in the previous chapter，golden section algorithm and trial method are applied to get reasonable parameter values ofhydraulic valve mechanism. Larger piston diameter, smaller piston diameter and orificediameters and other key parameters are optimized by a genetic algorithm.
Chapter Ⅴ, HVVT key parameters that affect open delay and close delay are analyzedby simulating and test. The effect of pipe length, hydraulic line diameter, oil viscosity andoil temperature is analyzed. Statistical analysis is undertaken to determine the delayfluctuation of valve open and close in different temperatures. With engine speed increasing,valve open frequency increases, the impact of valve open and close delay increases,continuous fully open state extends. Based on the hydraulic valve train models,controllability of HVVT operating in high frequency is analyzed.
Finally, the hydraulic valve train is tested at engine. In order to achieve an accuratecontrol of the electro-hydraulic valve delay to meet requirements of the nonlinear delay ofthe electro-hydraulic valve train，a fuzzy and PID control system with three-dimensionalmap of open and close delay is established to control hydraulic valve. According to thehydraulic valve engine test results, the hydraulic mechanism parameters of HVVT aredetermined and an electro-hydraulic valve control strategy is built for HCCI engine.
可变配气机构是实现汽油发动机HCCI燃烧模式的关键技术，本文依托973项目低温燃烧新型的汽油机复合燃烧系统的需求，针对现有液压气门机构存在的不足，自主开发了双活塞驱动液压配气机构。通过VCU调节启闭触发信号，实现了气门定时大范围可变，通过液压阀和电液比例阀调节，实现了升程可调。为了掌握设计高速气门的理论和技术，建立电液气门运动数学模型，并搭建物理样机试验和虚拟样机计算平台，探索了影响电液气门性能的因素。本文各章节主要内容包括：
第一章，综述了汽油HCCI发动机电控液压气门的研究背景，分析了HCCI燃烧的特点和实现方式。通过使用主动可调的可变气门机构（VVT），可以捕集已燃废气，在不对进气加热和改变压缩比的情况下实现HCCI燃烧。通过不同的气门控制策略，可以调节压缩前缸内残余已燃工质的量，调节HCCI燃烧放热速率和缸内的压升率。近年来处于试验研究和使用的全可变配气机构，主要有电控机械全可变配气机构、电磁驱动全可变配气机构、电控气压驱动全可变配气机构、电控液压全可变驱动配气机构以及凸轮和电控液压配合凸轮驱动全可变配气机构。电控液压驱动全可变配气机构作为很有希望取代传统的配气机构，本文对其进行了分类，并叙述了其研究现状。
第二章，建立液压配气机构模拟仿真计算模型。研究电控液压双活塞配气机构工作过程，建立了电控双活塞液压气门的电子、液压和机械结构的数学模型。基于ZS1105四冲程发动机缸盖，设计并确定了模型参数。以Visual fortran作为求解器，VisualC++作为统一编译和调用工具，用AMEsim、Adams和Matlab构建了仿真平台。最后，搭建了物理样机试验平台，对电控液压双活塞配气机构模型进行了验证。
第三章，对液压双活塞气门落座冲击和气门完全开启时活塞落座冲击，提出了弹簧缓冲、带液压节流孔的弹簧缓冲以及多节流孔缓冲三种模型。研究了三种模型的方案和原理，并建立子模拟模型。采用牛顿插值积分算法，确定了多节流孔方案中孔的直径和节流孔布置位置。联合液压配气机构的整体模型，对液压配气机构和缓冲机构参数的影响进行了研究。用子模型分析了大、小活塞直径对液压缓冲特性的影响。用液压配气机构的仿真模型，研究了液压配气机构关键参数和缓冲结构参数，对气门落座和完全开启活塞落座缓冲性能的影响。
第四章，在液压气门机构模型及缓冲机构模型的基础上，通过黄金分割算法和试算法得到液压机构合理的参数值。通过遗传算法对大活塞直径、小活塞直径和节流孔直径等参数进行了优化，确定最优的液压气门性能和最小的落座冲击。
第五章，研究液压系统关键参数对液压配气机构的开启和关闭过程的影响。首先，通过仿真模型计算，研究液压管路长度、液压管路直径和液压油粘度，对气门升程曲线、启闭延时和气门落座速度的影响。确定不同液压油温度下，气门开启和关闭的延时，并对延时波动进行统计分析。基于液压配气机构模型和试验，研究液压气门运行参数可控性，确定气门升程控制方案和参数。最后，对提高气门开启频率和排气门二次开启的可行性研究，分析转速对气门型线的影响，提出通过调整开启和关闭延时改善提高转速影响的方案。
最后，搭建了液压气门HCCI发动机试验平台，通过试验确定液压油温度和压力等参数对系统延时的影响，建立气门启闭延时的三维MAP控制图。建立电控液压气门模糊和PID结合的自适应控制系统，实现气门启闭相位的准确控制。通过试验分析，排气门关闭定时、进气门开启定时和气门升程对HCCI发动机性能有很大的影响。最后，建立HCCI发动机液压气门控制策略。
In order to alleviate contradiction between limited reserves of petroleum andincreasing demands, many countries begin to use biofuels including ethanol, methanol andbiodiesel, as alternative to petroleum-based fuels. The contradiction among utilization ofbio-energy， food supply, and capacity limit of ecological environment also exists.Technologies and methods of improving efficiency of internal combustion engine to saveexisting petroleum-based energy and bio-energy, and reducing emissions of carbon dioxideand pollutants can alleviate the energy crisis. HCCI combustion has potential to reduceemissions, in part load condition which reaches a considerable low level emission withoutexhaust gas aftertreatment. Different valve control strategies to control percentage ofexhaust gas trapped into the cylinder and control the mixing process of working fluid, canoptimize HCCI combustion process.
Variable valve is the key technology to achieve gasoline HCCI combustion at engine.To support the973project of low-temperature combustion research and developing HCCIengine, a dual-piston-driven hydraulic variable valve train (HVVT) is self-developed toovercome the shortcomings of existing valve system. Method of regulating the open andclose trigger signal from VCU achieves a wide range of variable valve timing. The HVVTlift is adjustable by adjusting the electro-hydraulic proportional valve. In order to masterthe design method of HVVT, the mathematical models of electro-hydraulic valve motion isestablished. A physical prototype and a virtual prototype platform are built to explorefactors that affect performance of HVVT. Main contents of this article are listed below.
In chapter Ⅰ, HCCI combustion engine with HVVT is reviewed. Exhaust gas trappedby adjusting variable valve train (VVT), can achieve HCCI combustion without intake airheated and changing compression ratio. Different valve control strategies can adjustamount of burnt residual gas in cylinder (burnt gas fraction, BRF), to adjust heat releaserate of HCCI combustion and rise rate of cylinder pressure. In recent years, many fullyvariable valve trains were designed, such as electronically controlled mechanical variablevalve train, electro-magnetic fully variable valve train, electro-pneumatic fully variablevalve train, electro-hydraulic fully variable valve train, and cam coupled with electronicallycontrolled fully variable valve. HVVTs are promising to replace the traditional valve,which are classified.
Chapter Ⅱ, work process of the dual piston driven hydraulic valve train is analyzedand a mathematical model of HVVT is established. Design parameters are determinedbased on the cylinder head of a ZS1105four-stroke engine. Based on mathematical modelsand physical prototypes, a simulation platform is built with AMEsim, Adams and Matlab,using Visual Fortran as a solver and Visual C++as a unified compiler, to establish platformof the dual piston driven Fully Variable Valve System（FVVS） model.
Chapter Ⅲ, buffer mechanisms including spring buffer, orifice+spring buffer, andmulti-orifices buffer are used to reduce shock in the buffer stage of valve piston fully openand seated. After establishing and analyzing the buffer mechanisms and submodels ofFVVS, structural parameters are analoged. Assuming deceleration is uniform in the seatingprocess, Newton interpolation algorithm is used to optimize the number, diameters andarrangement of orifices. In conjunction with the simulation model of the hydraulicvalvetrain, the parameters of the hydraulic valve buffer simulation model are analyzed.
Chapter Ⅳ, utilizing hydraulic valve train model established in the previous chapter，golden section algorithm and trial method are applied to get reasonable parameter values ofhydraulic valve mechanism. Larger piston diameter, smaller piston diameter and orificediameters and other key parameters are optimized by a genetic algorithm.
Chapter Ⅴ, HVVT key parameters that affect open delay and close delay are analyzedby simulating and test. The effect of pipe length, hydraulic line diameter, oil viscosity andoil temperature is analyzed. Statistical analysis is undertaken to determine the delayfluctuation of valve open and close in different temperatures. With engine speed increasing,valve open frequency increases, the impact of valve open and close delay increases,continuous fully open state extends. Based on the hydraulic valve train models,controllability of HVVT operating in high frequency is analyzed.
Finally, the hydraulic valve train is tested at engine. In order to achieve an accuratecontrol of the electro-hydraulic valve delay to meet requirements of the nonlinear delay ofthe electro-hydraulic valve train，a fuzzy and PID control system with three-dimensionalmap of open and close delay is established to control hydraulic valve. According to thehydraulic valve engine test results, the hydraulic mechanism parameters of HVVT aredetermined and an electro-hydraulic valve control strategy is built for HCCI engine.
引文
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