二冲程航空活塞发动机空燃比控制

胡春明; 张波; 刘娜; 宋玺娟; 杜春媛

doi:10.13224/j.cnki.jasp.20220008

二冲程航空活塞发动机空燃比控制

doi: 10.13224/j.cnki.jasp.20220008

胡春明^{1, 2,},
张波^{1, 2,},
刘娜¹,
宋玺娟¹,
杜春媛¹

1.
天津大学内燃机研究所，天津 300072
2.
天津大学机械工程学院，天津 300072

基金项目: 国家自然科学基金（51476112）

详细信息

作者简介:
胡春明（1967-），男，研究员，博士，主要从事内燃机及混合动力智能控制方面的研究。E-mail：cmhu@tju.edu.cn

中图分类号: V234.1
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- 被引次数: 0
出版历程
- 收稿日期: 2022-01-06
- 网络出版日期: 2023-06-30

Air-fuel ratio control of two-stroke aviation piston engine

HU Chunming^{1, 2
,},
ZHANG Bo^{1, 2
,},
LIU Na¹,
SONG Xijuan¹,
DU Chunyuan¹

1.
Internal Combustion Engine Research Institute，Tianjin University，Tianjin 300072，China
2.
School of Mechanical Engineering，Tianjin University，Tianjin 300072，China

摘要

摘要:
以某型号二冲程航空活塞发动机为研究对象，通过建立一维、三维发动机模型、喷油器模型和空燃比控制模型，辨析进气量和喷油量的主要影响参数，基于递归神经网络进气量预测和喷油模型，在变工况下对二冲程发动机空燃比控制进行研究。在节气门开度变化的瞬态工况下，将空燃比控制的超调量控制在4.6%以内，能在变工况停止后较短的时间0.3 s内将缸内混合气恢复至当量比。在不同海拔工况的仿真研究下，随着海拔的增高，空燃比控制模型的超调量和回调时间适当减小并逐渐稳定。
- 航空活塞发动机 /
- 空燃比控制 /
- 二冲程 /
- 递归神经网络 /
- 控制优化
Abstract:
A two-stroke aviation piston engine was taken as the research object. By establishing one-/three-dimensional engine model, injector model and air-fuel ratio control model, the main influencing parameters of intake and injection were discriminated. Based on the recurrent neural network intake prediction and injection model, the air-fuel ratio control of two-stroke engine was studied under variable working conditions. Under the transient condition of throttle opening change, the overshoot of air-fuel ratio control was controlled within 4.6%, which can restore the cylinder mixture to the equivalent ratio within 0.3 s after the variable condition stopped. Under the simulation study of different altitude conditions, it was found that with the increase of altitude, the overshoot and callback time of air-fuel ratio control model appropriately decreased and gradually stabilized.
- aviation piston engine /
- air-fuel ratio control /
- two-stroke /
- recurrent neural network /
- control optimization

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图 1 发动机几何结构

Figure 1. Engine geometry structure

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图 2 发动机GT-power模型

Figure 2. Engine GT-power model

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图 3 发动机CFD网格模型

Figure 3. Engine CFD grid model

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图 4 喷油器模型

Figure 4. Injector model

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图 5 空燃比控制模型

Figure 5. Air-fuel ratio control model

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图 6 发动机功率对比

Figure 6. Engine power comparison

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图 7 发动机转矩对比

Figure 7. Engine torque comparison

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图 8 缸内压力仿真值与试验值

Figure 8. Simulation value and experiment value of cylinder pressure

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图 9 转速为 6000 r/min 扫气道气体流速

Figure 9. Gas flow velocity of scavenging airway at speed of 6000 r/min

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图 10 转速为 5600 r/min 缸内废气分布

Figure 10. Exhaust gas distribution in cylinder at speed of 5600 r/min

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图 11 F₀=5 N时针阀的动态位移

Figure 11. Dynamic displacement of needle valve when F₀ = 5 N

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图 12 F₀=10 N时针阀的动态位移

Figure 12. Dynamic displacement of needle valve when F₀ = 10 N

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图 13 补偿下针阀的动态位移

Figure 13. Dynamic displacement of needle valve under compensation

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图 14 RNN原理

Figure 14. RNN principle

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图 15 模型预测值和实际测量值

Figure 15. Model predictions and actual measurements

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图 16 PID参数整定流程图

Figure 16. PID parameter setting flow chart

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图 17 工况4空燃比变化曲线

Figure 17. Variation curve of air-fuel ratio under working condition 4

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图 18 各工况下PID和RNN超调量对比

Figure 18. Comparison of PID and RNN overshoot under various working conditions

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图 19 各工况下PID和RNN调回时间对比

Figure 19. Comparison of PID and RNN return time under various working conditions

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图 20 各海拔下RNN超调量和调回时间变化

Figure 20. Variation of RNN overshoot and return time at various altitudes

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表 1 二冲程航空活塞发动机结构参数

Table 1. Structural parameters of two-stroke aviation piston engine

参数	数值及详情
缸径/mm	52
行程/mm	40
连杆长度/mm	175
压缩比	9.5
上止点间隙/mm	2
排量/mL	170
扫气方式	回流扫气
最高功率/kW	13（额定转速为7500 r/min）
进气温度/K	298
排气温度/K	700
喷油方式	空气辅助直喷
燃料	汽油
节气门开度范围/%	10～100
排气口开启时刻曲轴转角/（°）	65
排气口关闭时刻曲轴转角/（°）	−65
扫气口开启时刻曲轴转角/（°）	123
扫气口关闭时刻曲轴转角/（°）	−123

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表 2 测试工况模式设定

Table 2. Test working condition mode setting

工况	节气门开度变化/%	变化时间/s	海拔高度/m	转速变化/（r/min）
1	20→40→20	1	0	2500→4500→2500
2	20→40→20	2	0	2500→4500→2500
3	20→60→20	2	1000	2500→7000→2500
4	20→60→20	2	0	2500→7000→2500

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表 3 不同海拔高度工况设定

Table 3. Working condition setting at different altitudes

工况	节气门开度变化/%	变化时间/s	海拔高度/m	转速变化/（r/min）
5	20→60→20	2	0	2500→7000→2500
6	20→60→20	2	500	2500→7000→2500
7	20→60→20	2	1000	2500→7000→2500
8	20→60→20	2	1500	2500→7000→2500
9	20→60→20	2	2000	2500→7000→2500
10	20→60→20	2	2500	2500→7000→2500
11	20→60→20	2	3000	2500→7000→2500

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