柴油机P型喷油器设计【含CAD高清图纸和说明书】
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Electronic Unit Pump Diesel Engine Control Unit Design forIntegrated Powertrain SystemDU Wei, ZHAO Fu tang(School of Mechanical and Vehicular Engineering,Beijing Institute of Technology,Beijing 100081,China)Abstract:The performance of the electronic unit pump(EUP)diesel engine is studied,it will be used in the integrated powertrain and its multi parameters are controllable. Both the theoretical analysis and experiment research are taken. A control unit f0r the fuel quantity and timing in crankshaft domain is designed on this basis and the engine experiment test has been doneFor the constant speed camshaft driving EUP system The fuel quantity will increase as the supply angle goes up and injection timing has no effect. The control precision can reach 1CAThe full injection timing MAP and engine peak performance corves are made successfu11Key words:electronic unit pump(EUP)diesel engine;integrated powertrain;electronic control unit.An integrated powertrain system means that the engine and the transmission should be treated as a wholeBoth design method and control system deve1opment should be organized together. Generally,the best engine working points are chosen as the gearshift moment for either vehicle fuel economy or power performance On the other hand,some researches have focused on active engine control during gear shifting. In this paper a powertrain composed of an electronic unit pump(EUP) diesel engine and an electronic automatic transmission(EAT) is studiedThe controller of both the power unit and the transmission wil1 be developed and calibrated to make the engine and the transmission work rightly To implement the operation mentioned above,as a power unit the EUP diesel engine is suitable because its injection quantity and timing are freely controllableBased on these,some properties of the engine can be user-defined,such as the peak power curve,speed regulate mode, torque reserve coefficient etcwhich is quite useful for the integrated contro1 1. EUP Control Method The fuel injection quantity and timing control are the most important aspects to engine control unitWhile the control precision is guaranteed, the resource of the system shouldnt be expended much The sensor mounted on the camshaft is used for stroke judgementThe signal from crankshaft is the measure reference mark of both fuel quantity and timingConfigurable timer module (CTM)and time processor unit(TPU)of the micro-controller unit (MCU)are utilizedWhen a CTM interrupt is triggered by the camshaft,it means that the compress stroke will come and the control unit should prepare for fuel supplyThe crankshaft signal is connected to a channel of TPU that uses the PMM functionThe PMM function detects a missing transition and marks the teeth numberIf there exists z teeth,the span is obviously The control pulse is generated by PSP function combining with PMMThe PSP has two operating modes: angle-angle and angle-time. In angle-anglemode,the rising and failing edges of the output pulse are determined independently of each otherIn angle-time mode,the failing edge of the output pulse is determined in reference to the rising edgeThe control parameters are ANGLE1 (start angle), RATIO1(multiple ratio1). The injection duration is decided by the last two parameters combined with the former partWe use angle-angle mode that is similar to the engine working process The algorithm of injection quantity and timing is the best technique to guarantee the control accuracyThe angle number is an integer and the ratio is the proportion of 080(hexadecima1)For example,if the span is 10CAthe resolution will be 0.1CA,which is good enough for fuel injection systemThe detailed deduction could be expressed as: 2 EUP Properties Research21 Injection Time DelayThere exists a time delay of fuel injectionAt the point of start of injection(SOI),a drive signal is imposed on the EUPThe fue1 wil1 be injected after a short period Td that is called delayAs the EUP is a compound system,which is composed of electric,hydraulic and mechanical components,so that the delay also has those three elements3. This is quite meaningful for control system design for the drive pulse minus the delay part is effective for fuel quantity contro1We get the delay by means of a piezocrystal sensot, which is mounted on the high-pressure fuel pipe near the injectorAs shown in Fig.2, in the wave-form of pipe vibration there is a saltation point, at that time the fuel has been delivered to the injector. We test the delay at different engine speeds, which has clearly shown the relationship of delay angle vs engine speed. It is a nonlinear curve that the slope is big at lower engine speed and is getting small as the engine goes to a higher speed 22 Fuel Quantity and Engine Speed 22 Fuel Quantity and Engine SpeedIn a definitely period of time, the fuel quantity delivered to the cylinder is decided by both the pressure change rate and the backward fuel mass rateFor the latter the fuel return is treated assembly as a pressure relief valve and we have where is the flow coefficient of the return orifice; is its section area;Po is the pressure before the orifice or we call it upstream pressure;Pc is the fuelreturn control pressure by which the backward fuel flow rate through a spring is controllable When the engine speed goes higher the pressure before orifice increases while the return control pressure is still changelessThis will make the backward fuel mass rate higherThe other important thing is that the phenomenon of pressure hysteresis which is the pressure drop in the pipe costs timeThe time span even will go longer as the engine speed goes up,which also makes the return fuel increase Here we meter the fuel by the crank angle,so we have the test results in Fig.3In Fig.3 the fuel quantity increases linearly with the fuel supply angle and the high speed one in the low position means for the same fuel injection duration the fuel mass under lower speed is more than that under higher speed refers to the fuel quantities per cycle. 23 Injection TimingInjection timing is critical for engine control considering that it affects both the fuel economy and emission performanceWe also investigate the effect of injection timing on the fuel quantity under the same supply angleThe pressure change rate of the unit plunge pump is expressed as 5. where is the isothermal elastic modulus of the fuel; is the lift of the plunge while V and are their volume and cross section area From the equation we can tell that if the mass change rate is invariable only the plunge lift speed will affect the pressure change rateHere we use a constant slope profiled camshaft as the driveSo as the fuel supply angle increases the fuel quantity will change linearly and fuel injection timing will have no effect on the fuel quantity for no matter where injection startsWe got this in Fig.4 from which it is clearly shown that the fuel quantity is linearly increased and different injection time curves cannot change this trend As a result, such a kind of camshaft will make the control unit design easierMeanwhile to meet the more stringent emission regulations,the cam profile maybe need some change for good injection rate shapingThis is still in researching3 Experiment Research Experiment research has been done on a fourcylinder turbocharged diesel engine It is known that the super high pressure injection systemEUP has a potential to satisfy EURO emission standard and even to meet EURO The calibration work of the system is important So at first,an injection timing map is made point by pointconsidering both fuel economy and emission propertyA certain working state(1400r/mm,320N/m)is selected to sample thisThe angle of start injection is added step by step and it is found that NO emits more while fuel economy and exhaust temperature change less. That will decrease the emission to the opposite trend,but the angle could not be too small that will make the fuel burning after the TDC. If this happened both the fuel economy and exhaust temperature will be worseAccording to this rule we make a fuel injection timing mapFig5 shows that the start injection angle will increase when the engine speed goes up;this is just because the mixture preparation and burning time will be longThe loads have less effect compared with the speed and we only suspend the angle in middle load area and 1400-1800 rmin engine speedThis is so called common use area of heavy diesel engine in EURO II test procedure First we work some part load curves outWe find that the injection pulse is linear with the supply angle and the power equably while the injection timing angle can be operated freelyFinally we make the full load or the peak power curves in Fig.6For the speed stabilization consideration we invalidate the fan silicon clutch, which will make the fuel economy 10g(kwh) more than the actual valueThe high pressure makes the injection duration lessWe can see the maximum angle is 30CA of the rated point including injection delay that property is beneficia1 to future high speed and heavy duty diesel engineBy the online calibration tool-CUCAS (common used calibration system) we have developedthe rated power curve,the slop of speed regulate,the torque reserve coefficient can be defined freely for different purposes of useFor the fuel injection timing can be controlled,as you want at any points,all this make the integrated control meaningfu1In other words,the active control of engine during transmission period promotes the quality of gearshift itself 4 Conclusions Based on all the research work mentioned above,we have the following conclusions 1 Mounting the EUP on the diesel engine would make the engines fuel quantity and timing contro11ableAs it is used as the power unit of the integrated powertrain,more parameters can be operated 2 Mounting the EUP on the diesel engine would make the engines fuel quantity and timing control 1ableAs it is used as the power unit of the integrated powertrain,more parameters can be operated References:1 Hong KeumShik,Yang KyungJinn,Lee Kyo-IIAn objectoriented modular simulation model for integrated gasoline engine and automatic transmission controlRSAE 1999010750,19992 Pettersson Magnus,Nielsen LarsGear shifting by engine controlJIEEE Transactions on Control Systems Technology,2000,8(3):4955073 Zhang Jingguo,Chen Bing, Wang Zhi gang,et a1Experimental research on performance of great flow rate and high speed solenoid valve used for electronically controlleddiesel engineJTransactions of CSICE,2003。21(3):252256(in Chinese)4 Liu BolanElectronic unit pump diesel engine control system research and development based on RTOS theory DBeijing:School of Mechanical and Vehicular Engineering,Beijing Institute of Technology,2003(in Chinese)5 Duleba G S,Ginsburg C W , Harrison J EHydraulic system modeling, steady-state analysis simulation and control system analysis using a lumped mass approachMs1:sn,19941116 Mori K Worldwide trends in heavyDuty diesel engine exhaust emission legislation and compliance technologies RSAE 970753,1997
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含CAD高清图纸和说明书
柴油机
喷油器
设计
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【温馨提示】 dwg后缀的文件为CAD图,可编辑,无水印,高清图,压缩包内文档可直接点开预览,需要原稿请自助充值下载,请见压缩包内的文件及预览,所见才能所得,请细心查看有疑问可以咨询QQ:414951605或1304139763
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