A method, apparatus and device for marking piston parameters

Abstract

A piston parameter marking method, device and equipment, by traversing each design parameter combination in the design parameter set, and correcting the engine simulation model while performing simulation test, obtaining the target simulation parameter set, after the traversal is completed, each element in the target simulation parameter set is sorted, based on the weight value corresponding to each position and the weight value corresponding to the element itself, the overall score of the target simulation parameter set is calculated, the X engine simulation models with the highest overall score are selected as the candidate engine simulation models, after the candidate engine simulation models are corrected again, the piston CAE thermal load calculation is performed, the thermal load score of the candidate engine simulation model is obtained, the calibration parameters of the piston and the cylinder cover of the corrected candidate engine simulation model with the highest total score are output as data. Make the calibration process of the piston and the cylinder cover cooperate with the tumble intake form, organize the in-cylinder flow, and further reduce the engine gas consumption.

Description

Technical Field

[0001] This invention relates to the field of engine technology, and more specifically to a method, apparatus, and device for marking piston parameters. Background Technology

[0002] To alleviate the energy crisis and environmental pollution, reducing gas consumption and emissions are urgent problems that natural gas engines need to solve. The intake process is an important part of the engine's working cycle, and the quality of the intake directly determines the flow of gas in the cylinder, thus affecting combustion.

[0003] Modern gas engines largely follow the structure of diesel engines, which employ swirl intake systems to accommodate multi-hole injectors and stepped combustion chambers. The main factors influencing combustion are the number of injector holes, rail pressure, and the position of the combustion chamber throat. The influence of the swirl is extremely weak; in fact, with the increasing trend of rising rail pressures, the swirl ratio is decreasing, even to zero. This low swirl ratio and the difficulty in breaking up the swirl result in low velocities near the cylinder core at top dead center and extremely low turbulent kinetic energy within the cylinder. Since gas engines use premixed combustion systems, the combustion organization relies primarily on the spark plug velocity and in-cylinder turbulent kinetic energy, which is precisely the disadvantage of swirl combustion systems. Furthermore, the overall low flow intensity of the swirl intake system easily leads to large variations in cylinder circulation.

[0004] To further reduce gas consumption and cycle variation, gas engines are gradually adopting tumble combustion systems. However, traditional combustion chambers are designed for vortex intake, primarily using high-intensity squeezing to enhance in-cylinder flow intensity. But high-intensity squeezing is detrimental to the organization of in-cylinder tumble flow; the squeezing and tumble flow significantly clash during the upward stroke. Figure 1 As shown. The squeezing flow counter-current affects the in-cylinder tumble flow structure and creates flow dead zones that hinder flame propagation, such as... Figure 2 As shown, the squeezing effect influences the main flow, reducing the tumble intensity, decreasing the axial offset turbulent kinetic energy, and moving the high turbulent kinetic energy region away from the spark plug, such as... Figure 3 As shown in Figure 4, this ultimately results in slow flame propagation, poor fuel consumption, and a high risk of knocking due to dead airflow, creating a bottleneck. There is a lack of effective combustion chamber solutions to complement the tumble intake design, organize in-cylinder flow, and further reduce fuel consumption. Summary of the Invention

[0005] In view of this, embodiments of the present invention provide a piston parameter marking method, apparatus, and device to provide a piston design scheme that can coordinate with tumble intake configuration to organize in-cylinder flow and further reduce gas consumption.

[0006] To achieve the above objectives, the embodiments of the present invention provide the following technical solutions:

[0007] A method for marking piston parameters, comprising:

[0008] Obtain the engine simulation model;

[0009] Traverse the design parameter set in the design parameter set, which includes N design parameter combinations. Each design parameter combination includes M target parameters, which are piston and cylinder head design parameters. The design parameter combination meets the following requirements: after adjusting the engine simulation model based on the design parameter combination, the fluctuation range of the in-cylinder tumble flow obtained by the simulation test of the engine simulation model does not exceed the preset range, the length of the tumble flow influence area is greater than the preset value, and the influence of the squeezing flow on the mainstream meets the preset requirements. N and M are both positive integers.

[0010] The engine simulation model is modified based on the traversed combination of design parameters.

[0011] Simulation tests were conducted on the engine simulation model after parameter correction to obtain the target simulation parameter set;

[0012] After all the design parameter combinations in the design parameter set have been traversed, determine the ranking order of the superiority of each element in each target simulation parameter set under the element type in all target simulation parameter sets.

[0013] Based on the weight value of the first ranking order and the weight value of each element in the target simulation parameter set, the overall score of each target simulation parameter set is calculated.

[0014] The engine simulation models corresponding to the X target simulation parameter sets with the highest overall scores are extracted as candidate engine simulation models, where X is a positive integer greater than 1;

[0015] The candidate engine simulation model was modified based on preset principles;

[0016] Piston CAE thermal load calculations were performed on the corrected simulation models of each candidate engine to obtain the peak temperature;

[0017] The candidate engine simulation models are sorted according to their peak temperatures corresponding to the modified models.

[0018] The thermal load score of the candidate engine simulation model is obtained by calculating the weight value of the second ranking order and the weight value corresponding to the peak temperature.

[0019] The sum of the overall score and the thermal load score of each corrected candidate engine simulation model is calculated and used as the total score of the corrected candidate engine simulation model.

[0020] The calibration parameters of the piston and cylinder head of the corrected candidate engine simulation model with the highest overall score are output as data.

[0021] Optionally, in the above piston parameter marking method, the target parameter includes:

[0022] l2, l4, θ2, R1, l3, l1, θ1;

[0023] Wherein, l2 is the piston depth, l4 is the length of the lower bottom plane platform, θ2 is the piston undercut angle, R1 is the chamfer radius, l3 is the length of the upper top platform, l1 is the protrusion length, and θ1 is the squeezing angle.

[0024] Optionally, in the above piston parameter marking method, l2≥l6, θ2≤θ5, cylinder bore / 2≤l3≤l7, θ1≤min(θ3,θ4), l1≤l5, where l6 is the cylinder head height, θ5 is the angle between the valve and the horizontal plane, l7 is the distance from the far end of the near-intake port, and θ3 and θ4 are the protrusion angles of the piston in the X and Y directions, respectively.

[0025] Optionally, in the above piston parameter marking method, the target simulation parameter set includes: the average in-cylinder tumble ratio at ignition time, the turbulent kinetic energy at ignition time, the average velocity within a preset diameter range centered on the spark plug, the turbulent kinetic energy within a preset diameter range centered on the spark plug, and the cycle indication work.

[0026] Optionally, in the above piston parameter marking method, the higher the ranking order, the greater the corresponding first ranking order weight value.

[0027] Among the weight values ​​of each element in the target simulation parameter set, the weight value corresponding to the cycle indication work is greater than the weight value of the average speed within the preset diameter range centered on the spark plug, and the weight value of the turbulent kinetic energy within the preset diameter range centered on the spark plug; the weight values ​​of the average speed within the preset diameter range centered on the spark plug, and the weight values ​​of the turbulent kinetic energy within the preset diameter range centered on the spark plug, are greater than the weight values ​​of the average in-cylinder tumble ratio at the ignition moment, and the weight values ​​of the turbulent kinetic energy at the ignition moment.

[0028] In the second ranking order weight value, the higher the ranking order, the greater the corresponding second ranking order weight value.

[0029] Optionally, in the above piston parameter labeling method, the engine simulation models corresponding to the X target simulation parameter sets with the highest overall scores are extracted as candidate engine simulation models, including:

[0030] The engine simulation models corresponding to the three target simulation parameter sets with the highest overall scores are extracted as candidate engine simulation models;

[0031] In the first ranking order weight value, the weight value of the top three is 1, the weight value of the fourth to sixth place is 0.9, and the weight value of the sixth place and below is 0.8.

[0032] The weight value corresponding to the cycle indication work is 2, the weight value of the average speed within the preset diameter range centered on the spark plug is 1.5, the weight value of the turbulent kinetic energy within the preset diameter range centered on the spark plug is 1.5; the weight value of the average tumble ratio in the cylinder at the ignition moment is 1, and the weight value of the turbulent kinetic energy at the ignition moment is 1.

[0033] In the second ranking order weight value, the weight value of the first place is 1, the weight value of the second place is 0.9, and the weight value of the third place is 0.8.

[0034] Optionally, in the above piston parameter marking method, the candidate engine simulation model is modified based on a preset principle, including:

[0035] The candidate engine simulation model was modified based on the design principle of having the largest oil cavity volume and the minimum wall thickness that meets the strength requirements.

[0036] Optionally, in the above piston parameter marking method, the engine simulation model is a simulation model of the target engine;

[0037] The cylinder head of the piston of the target engine has an oblique extrusion flow structure;

[0038] The piston of the target engine is a raised structure adapted to the cylinder head.

[0039] A piston parameter marking device, comprising:

[0040] The model acquisition unit is used to acquire the engine simulation model;

[0041] The first model correction unit is used to traverse the design parameter set in the design parameter set, which includes N design parameter combinations. Each design parameter combination includes M target parameters, which are piston and cylinder head design parameters. After adjusting the engine simulation model based on the design parameter combinations, the engine simulation model, through simulation experiments, ensures that the fluctuation range of the in-cylinder tumble flow obtained by the engine simulation model does not exceed a preset range, the length of the tumble flow influence area is greater than a preset value, and the influence of the squeezing flow on the mainstream meets preset requirements. N and M are both positive integers. The unit then performs parameter correction on the engine simulation model based on the traversed design parameter combinations.

[0042] The first simulation unit is used to conduct simulation tests on the engine simulation model after parameter correction to obtain the target simulation parameter set;

[0043] The first scoring unit is used to determine the ranking order of the superiority of each element in each target simulation parameter set under the same element type in all target simulation parameter sets after all the design parameter combinations in the design parameter set have been traversed; and to calculate the overall score of each target simulation parameter set based on the first ranking order weight value and the weight value of each element in the target simulation parameter set.

[0044] The second model correction unit is used to extract the engine simulation models corresponding to the X target simulation parameter sets with the highest overall scores as candidate engine simulation models, where X is a positive integer greater than 1; and to correct the candidate engine simulation models based on preset principles.

[0045] The second simulation unit is used to perform piston CAE thermal load calculations on each of the corrected candidate engine simulation models and obtain the peak temperature.

[0046] The second scoring unit is used to sort the candidate engine simulation models based on the peak temperatures corresponding to each of the corrected candidate engine simulation models; and to calculate the thermal load score of the corrected candidate engine simulation models based on the weight value of the second ranking order and the weight value corresponding to the peak temperature.

[0047] The model selection unit is used to calculate the sum of the overall score and thermal load score of each modified candidate engine simulation model, which is used as the total score of the modified candidate engine simulation model; the calibration parameters of the piston and cylinder head of the modified candidate engine simulation model with the highest total score are output as data.

[0048] A piston parameter marking device includes: a memory and a processor;

[0049] The memory is used to store programs;

[0050] The processor is configured to execute the program to implement each step of the piston parameter marking method described in any of the preceding claims.

[0051] Based on the above technical solution, the solution provided by the embodiments of the present invention obtains a target simulation parameter set by traversing the various design parameter combinations in the design parameter set, correcting the engine simulation model based on the traversed combinations, and conducting simulation experiments. After the traversal is completed, each element in the target simulation parameter set is sorted under its corresponding parameter type. Based on the ranking order weight value corresponding to each rank and the weight value corresponding to the element itself, the overall score of the target simulation parameter set is calculated. The X engine simulation models with the highest overall scores are selected as candidate engine simulation models. After correcting the candidate engine simulation models again, the piston CAE thermal load is calculated to obtain the thermal load score of the candidate engine simulation models. The calibration parameters of the piston and cylinder head of the corrected candidate engine simulation model with the highest total score are output as data.

[0052] The piston parameter marking scheme disclosed in this application can be combined with tumble intake to organize in-cylinder flow, further reducing engine air consumption. Simultaneously, it can increase in-cylinder flow velocity and turbulent kinetic energy, accelerating flame propagation; it also strengthens in-cylinder flow, reducing cycle fluctuations and knocking. Furthermore, through simulation, key parameters can be quickly selected and optimized, reducing testing cycles and costs. Attached Figure Description

[0053] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0054] Figure 1 This is a schematic diagram illustrating the collision between the squeezing flow and the tumble flow during the upward stroke of an existing engine.

[0055] Figure 2 This is a schematic diagram illustrating how the squash flow impacts the in-cylinder tumble structure in an existing engine, creating a flow dead zone that hinders flame propagation.

[0056] Figure 3 This is a schematic diagram illustrating the impact of squeezing flow on the main flow in an existing engine.

[0057] Figure 4 This is a schematic diagram illustrating the flame propagation pattern in an existing engine.

[0058] Figure 5 This is a schematic flowchart of the piston parameter marking method disclosed in an embodiment of this application;

[0059] Figure 6 This is a schematic diagram of the piston structure marked by the piston parameter marking method disclosed in the embodiments of this application;

[0060] Figure 7 for Figure 6 A schematic diagram of the cylinder head structure corresponding to the piston;

[0061] Figure 8 A comparison diagram showing the tumble retention between the design results of this application and existing solutions;

[0062] Figure 9 A comparison diagram of the turbulent kinetic energy distribution between the design results of this application and existing schemes;

[0063] Figure 10 A comparison chart of the burst pressure data between the design results of this application and existing solutions;

[0064] Figure 11 This is a schematic diagram of the piston parameter marking device disclosed in the embodiments of this application;

[0065] Figure 12 This is a schematic diagram of the piston parameter marking device disclosed in an embodiment of this application. Detailed Implementation

[0066] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0067] This application aims to provide a method that can coordinate with tumble intake to organize in-cylinder flow, thereby further reducing combustion chamber fuel consumption. For details, please refer to... Figure 5 The piston parameter marking method disclosed in this application may include:

[0068] Step S101: Obtain the engine simulation model.

[0069] In this step, a pre-designed engine simulation model needs to be obtained. In this scheme, the combustion chamber model is a simulation model of the target engine. The cylinder head of the target engine's piston has an oblique extrusion flow structure, and the piston of the target engine has a protruding structure adapted to the cylinder head. The angle and length of the protruding structure are adjustable. The volume of the piston protrusion can be supplemented in the combustion chamber, allowing the combustion chamber to be made deeper and the tumble flow retention capacity to be stronger. Furthermore, the piston protrusion maintains a certain platform, causing the volume of the extrusion flow area to gradually increase and the extrusion flow velocity to gradually decrease, thus having less impact on the tumble flow. Specifically, the structure of the piston is as follows: Figure 6 As shown, the structure of the top cover paired with the piston is as follows: Figure 7As shown, the top surface of the cylinder head paired with this piston is no longer flat. The piston cylinder head adopts an upward convex shape in the X and Y directions. The X and Y directions are two mutually perpendicular directions on the horizontal plane. The upward convex angles of the cylinder head are θ3 and θ4, respectively. This parameter mainly affects the squeezing angle. When this angle increases, the angle between the squeezing surface and the bottom plane of the valve becomes smaller and smaller, the transition is smoother and the tendency of the squeezing flow to break away from the wall is smaller; and the squeezing zone volume is larger, the squeezing speed is lower, and the influence on the mainstream is also smaller.

[0070] in, Figure 6 and Figure 7 In the marked parameters, θ1 is the squeezing angle, θ2 is the piston undercut angle, I1 is the protrusion length, I2 is the piston depth, I3 is the upper top surface platform length, I4 is the lower bottom surface platform length, I5 is the cylinder head protrusion length, I6 is the top height, I7 is the distance from the far end of the near air passage, and R1 is the chamfer radius.

[0071] When setting up the engine simulation model, a traditional engine was bench-tested to collect parameters such as intake air pressure and temperature, cylinder pressure, ignition advance angle, and wall temperature to calibrate the engine simulation model. The engine model settings were continuously adjusted until the simulation results met the error requirements. Then, under the premise of meeting the constraints of wall thickness, strength, thermal load, and fatigue, the cylinder head protrusion angles θ3 and θ4 in the X and Y directions of the engine piston were determined to be the maximum values ​​that meet the constraints, but these values ​​are less than or equal to the valve angle θ5 with the horizontal plane. Then, a reference piston profile was constructed, with the following values: θ1 = min(θ3,θ4) / 2, l2 = l6, l1 = l5 / 2, R1 = cylinder bore / 4, θ2 = θ5, l3 = l6 / 3, l4 = cylinder bore * 0.2. Then, the new combustion chamber geometry was introduced into the calibrated engine simulation model to obtain the engine simulation model in this step.

[0072] Step S102: Traverse the design parameter combinations in the design parameter set, and perform parameter correction on the engine simulation model based on the traversed design parameter combinations;

[0073] The design parameter set includes N design parameter combinations, and each design parameter combination includes M target parameters. The target parameters are piston and cylinder head design parameters. After adjusting the engine simulation model based on the design parameter combinations, the fluctuation range of the in-cylinder tumble flow obtained by the engine simulation model in the simulation test does not exceed the preset range, the length of the tumble flow influence area is greater than the preset value, and the influence of the squeeze flow on the mainstream meets the preset requirements. N and M are both positive integers.

[0074] Before implementing the piston parameter marking method disclosed in this application, after determining the engine simulation model, it is necessary to configure a set of design parameters. The set of design parameters includes N sets of design parameter combinations to be tested, where N is greater than 1. Each design parameter combination includes M target parameters, and the parameter types contained in each design parameter combination are the same. When determining the specific value of each element in each design parameter combination, the following requirements are required as constraints: after adjusting the engine simulation model based on the design parameter combination, the fluctuation range of the in-cylinder tumble flow obtained by the simulation test of the engine simulation model does not exceed a preset range, the length of the tumble flow influence area is greater than a preset value, and the influence of the squeezing flow on the mainstream meets the preset requirements. N and M are both positive integers.

[0075] In this step, the design parameter combinations in the set of design parameters are traversed according to a set order, and the design parameters of the engine simulation model are corrected based on the traversed design parameter combinations.

[0076] Step S103: Conduct simulation tests on the engine simulation model after parameter correction to obtain the target simulation parameter set.

[0077] After correcting the engine simulation model based on the traversed design parameter combinations, simulation tests are conducted on the corrected engine simulation model. Multiphase target simulation results are then extracted from the simulation results. These target simulation results can be used to determine the quality of the engine simulation model. The type of target simulation results included in the target simulation parameter set varies depending on the performance requirements of the engine being designed. The specific type can be selected according to the design requirements, and then these simulation results are loaded into the target simulation parameter set. Each traversal of a set of design parameter combinations yields a corresponding set of target simulation parameters.

[0078] For example, in the technical solution disclosed in this application, the target simulation parameter set may include: the average in-cylinder tumble ratio at ignition time, the turbulent kinetic energy at ignition time, the average velocity within a preset diameter range centered on the spark plug, the turbulent kinetic energy within a preset diameter range centered on the spark plug, and the cycle indicated work. Specifically, the preset diameter range centered on the spark plug may refer to a range of 5mm in diameter centered on the spark plug.

[0079] Step S104: After all the design parameter combinations in the design parameter set have been traversed, determine the ranking order of the superiority of each element in each target simulation parameter set under the element type in all target simulation parameter sets.

[0080] After all design parameter combinations have been traversed, N target simulation parameter sets will be obtained. These N target simulation parameter sets will be statistically analyzed to determine the ranking of the superiority of each element within each of the N target simulation parameter sets for that element type. For example, if the target simulation parameter sets include A, B, C, and D, after all design parameter combinations in the design parameter sets have been traversed, N A's, N B's, N C's, and N D's will be obtained. The ranking of element A within each target simulation parameter set among the N A's, the ranking of element B within each target simulation parameter set among the N B's, the ranking of element C within each target simulation parameter set among the N C's, and the ranking of element D within each target simulation parameter set among the N D's will be determined.

[0081] Step S105: Based on the first ranking order weight value and the weight values ​​of each element in the target simulation parameter set, calculate the overall score of each target simulation parameter set.

[0082] In this step, a weight is pre-assigned to the ranking of each element in each target simulation parameter set. In this scheme, the weight corresponding to each ranking is recorded as the first ranking order weight value. Different rankings may have different first ranking order weight values. Of course, the first ranking order weight values ​​corresponding to some ranking ranges may be the same. For example, the ranking order weight value of the top three is 1, and the ranking order weight value of 4th to 6th is 0.9. Furthermore, corresponding weight values ​​are pre-assigned to the design parameter combination, which includes M target parameters. At least some different target parameters have different weight values. In this step, after determining the ranking of each element in each target simulation parameter set, the first ranking order weight value corresponding to each element in the target simulation parameter set is multiplied by the weight value corresponding to the element itself to obtain the overall score of the element. Then, the overall scores of each element in the target simulation parameter set are added together to obtain the overall score of the target simulation parameter set.

[0083] In this embodiment, the higher the ranking order, the greater the corresponding weight value of the first ranking order. When the target simulation parameter set includes: average in-cylinder tumble ratio at ignition time, turbulent kinetic energy at ignition time, average velocity within a preset diameter range centered on the spark plug, turbulent kinetic energy within a preset diameter range centered on the spark plug, and cycle indication work, the weight value of the cycle indication work is greater than the weight value of the average velocity within a preset diameter range centered on the spark plug, and the weight value of the turbulent kinetic energy within a preset diameter range centered on the spark plug; the weight values ​​of the average velocity within a preset diameter range centered on the spark plug, and the weight values ​​of the turbulent kinetic energy within a preset diameter range centered on the spark plug, are greater than the weight values ​​of the average in-cylinder tumble ratio at ignition time, and the weight value of the turbulent kinetic energy at ignition time.

[0084] For example, the weight value corresponding to the cycle indication work is 2, the weight value of the average speed within the preset diameter range centered on the spark plug is 1.5, the weight value of the turbulent kinetic energy within the preset diameter range centered on the spark plug is 1.5; the weight value of the average tumble ratio in the cylinder at the ignition moment is 1, and the weight value of the turbulent kinetic energy at the ignition moment is 1.

[0085] Step S106: Extract the engine simulation models corresponding to the X target simulation parameter sets with the highest overall scores as candidate engine simulation models, where X is a positive integer greater than 1.

[0086] In this step, the engine simulation models corresponding to the X target simulation parameter sets with the highest overall scores are extracted as candidate engine simulation models. The specific value of X can be set according to user needs. In this case, the extracted X candidate engine simulation models are the preferred engine simulation models. For example, in this scheme, the value of X can be 3, that is, the engine simulation models corresponding to the 3 target simulation parameter sets with the highest overall scores are extracted as candidate engine simulation models.

[0087] Step S107: Correct the candidate engine simulation model based on preset principles.

[0088] In this step, the piston design schemes in the X candidate engine simulation models are further refined based on preset principles. For example, the candidate engine simulation models can be modified based on the minimum standard of maximizing the oil chamber volume and ensuring the wall thickness meets strength requirements.

[0089] Step S108: Perform piston CAE thermal load calculation on each of the corrected candidate engine simulation models to obtain the peak temperature.

[0090] In this step, piston CAE thermal load calculations are performed on each of the corrected candidate engine simulation models to obtain the peak temperature corresponding to each candidate engine simulation model.

[0091] Step S109: Sort the candidate engine simulation models according to the peak temperatures corresponding to each modified candidate engine simulation model, and calculate the thermal load score of the modified candidate engine simulation model based on the weight value of the second ranking order and the weight value corresponding to the peak temperature.

[0092] In the second ranking order weight value, the higher the ranking order, the greater the corresponding second ranking order weight value. For example, in this scheme, in the second ranking order, the ranking order weight value corresponding to the first place can be 1, the ranking order weight value corresponding to the second place can be 0.9, the ranking order weight value corresponding to the third place can be 0.8, and the weight value corresponding to the peak temperature can be 2. The product of the weight value corresponding to the ranking order and the weight value corresponding to the peak temperature is used as the thermal load score of the corrected candidate engine simulation model.

[0093] Step S110: Calculate the sum of the overall score and thermal load score of each corrected candidate engine simulation model, and use it as the total score of the corrected candidate engine simulation model.

[0094] In this step, after determining the overall score and thermal load score of each candidate engine simulation model, the sum of the two is taken as the total score of the candidate engine simulation model.

[0095] Step S113: Output the calibration parameters of the piston and cylinder head of the corrected candidate engine simulation model with the highest overall score as data, thus completing the output of the piston engine and cylinder head marking results. At the same time, the corrected candidate engine simulation model with the highest overall score is also obtained.

[0096] Piston and cylinder head parameter matching and selection through simulation calculations is faster and less costly than experimental selection. The resulting piston and cylinder head design features low fuel consumption, low temperature, and high reliability.

[0097] The applicant has verified that the target engine simulation model obtained through the technical solution disclosed in the above embodiments of this application has a shorter simulation time and lower cost compared to existing solutions. The obtained simulation model has low fuel consumption, low temperature, high reliability, and low gas consumption.

[0098] Furthermore, as can be seen from the above implementation scheme, the piston parameter marking method disclosed in this application can quickly select and optimize the piston profile through simulation, reducing the test cycle and cost. By adjusting parameters such as the squeezing angle θ1, the protrusion length I1, the upper top surface platform length I3, the chamfer radius R1, and the piston depth I2, the airflow organization inside the cylinder is improved, thereby improving the in-cylinder flow and reducing gas consumption. The designed convex piston has the characteristics of strong tumble retention, high turbulent kinetic energy, and ease of production.

[0099] The experimental verification results of a specific verification test in this application are as follows: Figure 8 , Figure 9 and Figure 10 As shown Figure 8 and Figure 9 The upper and middle sections show the tumble retention and turbulent kinetic energy distribution in the existing schemes, respectively. Figure 8 and Figure 9 The lower half of the diagram shows the tumble retention and turbulent kinetic energy distribution of the engine corresponding to the design results using the technical solution disclosed in this application. Figure 10 This is a comparison chart of the explosion pressure data between the design results of this application and existing solutions.

[0100] The test results show that the engine obtained by the calibration results of this application has the following advantages compared with the existing solutions:

[0101] (i) Modifications to the piston and cylinder head components have been made to optimize their synergy and improve their compatibility.

[0102] (ii) The squeezing zone is optimized in a targeted manner. The volume of the squeezing zone gradually increases, so that the piston has less impact on the mainstream when it moves upward.

[0103] (iii) The cylinder has high turbulent kinetic energy, good tumble retention, high flow velocity, fast flame propagation, good combustion, low gas consumption, and low knocking.

[0104] (iv) The selection process is fast and accurate, saving test resources.

[0105] This embodiment discloses a piston parameter marking device. For the specific working content of each unit in the device, please refer to the content of the above method embodiment.

[0106] The piston parameter marking device provided in the embodiments of the present invention is described below. The piston parameter marking device described below can be referred to in correspondence with the piston parameter marking method described above.

[0107] See Figure 11 The device may include:

[0108] Model acquisition unit A is used to acquire the engine simulation model;

[0109] The first model correction unit B is used to traverse the design parameter combinations in the design parameter set, which includes N design parameter combinations, each of which includes M target parameters. After adjusting the engine simulation model based on the design parameter combinations, the engine simulation model, through simulation experiments, ensures that the fluctuation range of the in-cylinder tumble flow obtained by the engine simulation model does not exceed a preset range, the length of the tumble flow influence area is greater than a preset value, and the influence of the squeezing flow on the mainstream meets preset requirements. N and M are both positive integers. The engine simulation model is then corrected based on the traversed design parameter combinations.

[0110] The first simulation unit C is used to conduct simulation tests on the engine simulation model after parameter correction to obtain the target simulation parameter set;

[0111] The first scoring unit D is used to determine the ranking order of the superiority of each element in each target simulation parameter set under the same element type in all target simulation parameter sets after all the design parameter combinations in the design parameter set have been traversed; and to calculate the overall score of each target simulation parameter set based on the first ranking order weight value and the weight value of each element in the target simulation parameter set.

[0112] The second model correction unit E is used to extract the engine simulation models corresponding to the X target simulation parameter sets with the highest overall scores as candidate engine simulation models, where X is a positive integer greater than 1; and to correct the candidate engine simulation models based on preset principles.

[0113] The second simulation unit F is used to perform piston CAE thermal load calculations on each of the corrected candidate engine simulation models and obtain the peak temperature.

[0114] The second scoring unit G is used to sort the candidate engine simulation models based on the peak temperatures corresponding to each of the corrected candidate engine simulation models; and to calculate the thermal load score of the corrected candidate engine simulation models based on the weight value of the second ranking order and the weight value corresponding to the peak temperature.

[0115] The model selection unit H is used to calculate the sum of the overall score and thermal load score of each modified candidate engine simulation model, which is used as the total score of the modified candidate engine simulation model; the calibration parameters of the piston and cylinder head of the modified candidate engine simulation model with the highest total score are output as data.

[0116] Furthermore, this embodiment also discloses a piston parameter marking device. Figure 12 For a hardware structure diagram of the piston parameter marking device provided in an embodiment of the present invention, see [link to diagram]. Figure 12As shown, it may include: at least one processor 100, at least one communication interface 200, at least one memory 300 and at least one communication bus 400;

[0117] In this embodiment of the invention, the number of processor 100, communication interface 200, memory 300, and communication bus 400 is at least one, and the processor 100, communication interface 200, and memory 300 communicate with each other through communication bus 400; obviously, Figure 12 The communication connections shown for the processor 100, communication interface 200, memory 300, and communication bus 400 are optional.

[0118] Optionally, the communication interface 200 can be an interface of a communication module, such as the interface of a GSM module;

[0119] Processor 100 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement embodiments of the present invention.

[0120] The memory 300 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0121] Specifically, the processor 100 is used to execute an embodiment of the piston parameter marking method disclosed in the above application.

[0122] For ease of description, the above system is described by dividing it into various modules based on their functions. Of course, in implementing this invention, the functions of each module can be implemented in one or more software and / or hardware components.

[0123] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for system or system embodiments, since they are basically similar to method embodiments, the description is relatively simple, and relevant parts can be referred to the descriptions in the method embodiments. The systems and system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0124] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0125] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software module executed by a processor, or a combination of both. The software module can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0126] It should also be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0127] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for marking piston parameters, characterized in that, include: Obtain the engine simulation model; Traverse the design parameter set in the design parameter set, which includes N design parameter combinations. Each design parameter combination includes M target parameters, which are piston and cylinder head design parameters. The design parameter combination meets the following requirements: after adjusting the engine simulation model based on the design parameter combination, the fluctuation range of the in-cylinder tumble flow obtained by the simulation test of the engine simulation model does not exceed the preset range, the length of the tumble flow influence area is greater than the preset value, and the influence of the squeezing flow on the mainstream meets the preset requirements. N and M are both positive integers. The engine simulation model is modified based on the traversed combination of design parameters. Simulation tests were conducted on the engine simulation model after parameter correction to obtain the target simulation parameter set; After all the design parameter combinations in the design parameter set have been traversed, determine the ranking order of the superiority of each element in each target simulation parameter set under the element type in all target simulation parameter sets. Based on the weight value of the first ranking order and the weight value of each element in the target simulation parameter set, the overall score of each target simulation parameter set is calculated. The engine simulation models corresponding to the X target simulation parameter sets with the highest overall scores are extracted as candidate engine simulation models, where X is a positive integer greater than 1; The candidate engine simulation model was modified based on preset principles; Piston CAE thermal load calculations were performed on the corrected simulation models of each candidate engine to obtain the peak temperature; The candidate engine simulation models are sorted according to their peak temperatures corresponding to the modified models. The thermal load score of the candidate engine simulation model is obtained by calculating the weight value of the second ranking order and the weight value corresponding to the peak temperature. The sum of the overall score and the thermal load score of each corrected candidate engine simulation model is calculated and used as the total score of the corrected candidate engine simulation model. The calibration parameters of the piston and cylinder head of the corrected candidate engine simulation model with the highest overall score are output as data.

2. The piston parameter marking method according to claim 1, characterized in that, The target parameters include: l2, l4, θ2, R1, l3, l1, θ1; Where l2 is the piston depth, l4 is the length of the lower bottom platform, θ2 is the piston undercut angle, R1 is the chamfer radius, l3 is the length of the upper top platform, l1 is the piston protrusion length, and θ1 is the squeezing angle.

3. The piston parameter marking method according to claim 2, characterized in that, The following parameters are given: l2≥l6, θ2≤θ5, cylinder bore / 2≤l3≤l7, θ1≤min(θ3,θ4), l1≤l5. Here, l6 is the height of the cylinder head, θ5 is the angle between the valve and the horizontal plane, l7 is the distance from the far end of the near-intake port, θ3 and θ4 are the protrusion angles of the piston in the X and Y directions of the cylinder head, and l5 is the protrusion length of the cylinder head.

4. The piston parameter marking method according to claim 1, characterized in that, The target simulation parameter set includes: the average in-cylinder tumble ratio at ignition, the turbulent kinetic energy at ignition, the average velocity within a preset diameter range centered on the spark plug, the turbulent kinetic energy within a preset diameter range centered on the spark plug, and the cycle indicated work.

5. The piston parameter marking method according to claim 1, characterized in that, In the first ranking order weight value, the higher the ranking order, the greater the corresponding first ranking order weight value; Among the weight values ​​of each element in the target simulation parameter set, the weight value corresponding to the cyclic indicated work is greater than the weight value of the average speed within the preset diameter range centered on the spark plug, and the weight value of the turbulent kinetic energy within the preset diameter range centered on the spark plug; the weight values ​​of the average speed within the preset diameter range centered on the spark plug, and the weight values ​​of the turbulent kinetic energy within the preset diameter range centered on the spark plug, are greater than the weight values ​​of the average in-cylinder tumble ratio at the ignition moment, and the weight values ​​of the turbulent kinetic energy at the ignition moment. In the second ranking order weight value, the higher the ranking order, the greater the corresponding second ranking order weight value.

6. The piston parameter marking method according to claim 5, characterized in that, The engine simulation models corresponding to the X sets of target simulation parameters with the highest overall scores are extracted as candidate engine simulation models, including: The engine simulation models corresponding to the three target simulation parameter sets with the highest overall scores are extracted as candidate engine simulation models; In the first ranking order weight value, the weight value of the top three is 1, the weight value of the fourth to sixth place is 0.9, and the weight value of the sixth place and below is 0.

8. The weight value corresponding to the cycle indication work is 2, the weight value of the average speed within the preset diameter range centered on the spark plug is 1.5, the weight value of the turbulent kinetic energy within the preset diameter range centered on the spark plug is 1.5; the weight value of the average tumble ratio in the cylinder at the ignition moment is 1, and the weight value of the turbulent kinetic energy at the ignition moment is 1. In the second ranking order weight value, the weight value of the first place is 1, the weight value of the second place is 0.9, and the weight value of the third place is 0.

8.

7. The piston parameter marking method according to claim 1, characterized in that, The candidate engine simulation model is modified based on preset principles, including: The candidate engine simulation model was modified based on the design principle of having the largest oil cavity volume and the minimum wall thickness that meets the strength requirements.

8. The piston parameter marking method according to claim 1, characterized in that, The engine simulation model is a simulation model of the target engine; The cylinder head of the piston of the target engine has an oblique extrusion flow structure; The piston of the target engine is a raised structure adapted to the cylinder head.

9. A piston parameter marking device, characterized in that, include: The model acquisition unit is used to acquire the engine simulation model; The first model correction unit is used to traverse the design parameter set in the design parameter set. The design parameter set includes N design parameter combinations, and each design parameter combination includes M target parameters. The target parameters are piston and cylinder head design parameters. After adjusting the engine simulation model based on the design parameter combinations, the fluctuation range of the in-cylinder tumble flow obtained by the simulation test of the engine simulation model does not exceed the preset range, the length of the tumble flow influence area is greater than the preset value, and the influence of the squeezing flow on the mainstream meets the preset requirements. N and M are both positive integers. The engine simulation model is modified based on the traversed combination of design parameters. The first simulation unit is used to conduct simulation tests on the engine simulation model after parameter correction to obtain the target simulation parameter set; The first scoring unit is used to determine the ranking order of the superiority of each element in each target simulation parameter set under the element type in all target simulation parameter sets after all the design parameter combinations in the design parameter set have been traversed. Based on the weight value of the first ranking order and the weight value of each element in the target simulation parameter set, the overall score of each target simulation parameter set is calculated. The second model correction unit is used to extract the engine simulation models corresponding to the X target simulation parameter sets with the highest overall scores as candidate engine simulation models, where X is a positive integer greater than 1; The candidate engine simulation model was modified based on preset principles; The second simulation unit is used to perform piston CAE thermal load calculations on each of the corrected candidate engine simulation models and obtain the peak temperature. The second scoring unit is used to sort the peak temperatures corresponding to each modified candidate engine simulation model. The thermal load score of the candidate engine simulation model is obtained by calculating the weight value of the second ranking order and the weight value corresponding to the peak temperature. The model selection unit is used to calculate the sum of the overall score and the thermal load score of each modified candidate engine simulation model, which is used as the total score of the modified candidate engine simulation model. The calibration parameters of the piston and cylinder head of the corrected candidate engine simulation model with the highest overall score are output as data.

10. A piston parameter marking device, characterized in that, include: Including memory and processor; The memory is used to store programs; The processor is configured to execute the program to implement the various steps of the piston parameter marking method as described in any one of claims 1-8.

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