Supercharger matching method applied to high-expansion-ratio circulating combustion system

Abstract

The invention provides a supercharger matching method applied to a high-expansion-ratio circulating combustion system, and the method comprises the steps: determining a first parameter value range of each combustion system parameter based on an engine operation condition and an engine target performance parameter requirement; determining a supercharger performance parameter based on the first parameter value range of the combustion system parameter and an engine target performance parameter requirement; determining an initial reference scheme based on the first experiment result; based on the target performance parameter requirement of the engine and the initial reference scheme, secondary adjustment is conducted on each supercharger performance parameter corresponding to the initial reference scheme, and a reference supercharger scheme is obtained; determining an actual supercharger scheme based on the reference supercharger scheme; determining a second parameter value range of each combustion system parameter based on the actual supercharger scheme, the engine target performance parameter requirement and the first parameter value range; and determining a target scheme based on the second experiment result.

Description

Technical Field

[0001] The present invention relates to the technical field of engines, and particularly to a supercharger matching method applied to a high expansion ratio cycle combustion system. Background Art

[0002] Adopting a high expansion ratio cycle combustion system in an engine can improve the thermal efficiency of the engine and reduce fuel consumption. In the high expansion ratio cycle combustion system, by delaying or advancing the intake valve closing moment, the effective compression ratio is reduced, and at the same time, a higher geometric compression ratio is adopted to achieve an expansion ratio greater than the effective compression ratio. At the same time, in order to solve as much as possible the problem of the engine power drop caused by the delay or advance of the intake valve closing moment, a supercharger for increasing the intake pressure is also provided in the high expansion ratio cycle combustion system.

[0003] To ensure that the engine has sufficient power, the high expansion cycle combustion system needs to be matched with a high-performance supercharger, and moreover, the coordination between the high expansion ratio cycle combustion system and the supercharger is crucial. Summary of the Invention

[0004] In view of this, the present disclosure provides a supercharger matching method applied to a high expansion ratio cycle combustion system, including: determining a first parameter value range of each combustion system parameter based on the engine operating conditions and the engine target performance parameter requirements, wherein the parameter values of the multiple combustion system parameters within the first parameter value range constitute a first simulation scheme; determining the supercharger performance parameters based on the first parameter value range of the combustion system parameters and the engine target performance parameter requirements; determining an initial reference scheme from the multiple first simulation schemes based on the first experimental results of the simulation experiments with the multiple first simulation schemes; performing secondary adjustment on each supercharger performance parameter corresponding to the initial reference scheme based on the engine target performance parameter requirements and the initial reference scheme to obtain a reference supercharger scheme; determining an actual supercharger scheme based on the reference supercharger scheme; determining a second parameter value range of each combustion system parameter based on the actual supercharger scheme, the engine target performance parameter requirements, and the first parameter value range, wherein the parameter values of the multiple combustion system parameters within the second parameter value range constitute a second simulation scheme; determining a target scheme from the second simulation schemes based on the second experimental results of the simulation experiments with the multiple second simulation schemes.

[0005] Optionally, based on the engine operating conditions and the requirements for the engine target performance parameters, determine the first parameter value range for each combustion system parameter, including: for each combustion system parameter, determine the first lower limit value and the first upper limit value of each combustion system parameter based on the engine operating conditions and the requirements for the engine target performance parameters; based on the first lower limit value and the first upper limit value of each combustion system parameter, determine the first interval pattern and the first number of levels of each combustion system parameter; based on the first interval pattern and the first number of levels of each combustion system parameter, determine the first parameter value range of each combustion system parameter.

[0006] Optionally, the supercharger performance parameters include the compressor end parameters and the turbine end parameters; based on the first parameter value range of the combustion system parameters and the requirements for the engine target performance parameters, determine the supercharger performance parameters, including: based on the first parameter value range of the combustion system parameters and the requirements for the engine target performance parameters, determine the initial parameter value range of the compressor end parameters, where the initial parameter value range of the compressor end parameters includes the compressor end pressure ratio range and the compressor end flow rate range; based on the initial supercharger characteristic map and the initial parameter value range, determine the first scaling ratio for the initial compressor end characteristic map of the supercharger; based on the requirements for the engine target performance parameters, determine the first scaling ratio for the initial turbine end characteristic map of the supercharger; scale the initial supercharger characteristic map based on the first scaling ratio to obtain the preset supercharger characteristic map.

[0007] Optionally, based on the requirements for the engine target performance parameters, determine the first scaling ratio for the initial turbine end characteristic map of the supercharger, including: based on the requirements for the engine target performance parameters, determine the maximum flow rate range of the preset turbine end characteristic map of the supercharger.

[0008] Optionally, the first experimental result includes the first indicated thermal efficiency of the high expansion ratio cycle combustion system; based on the first experimental results of the simulation experiments carried out with multiple first simulation schemes, determine the initial reference scheme from the multiple first simulation schemes, including: by comparing each first indicated thermal efficiency, determine the first simulation scheme with the maximum first indicated thermal efficiency as the initial reference scheme; where the first indicated thermal efficiency is the indicated thermal efficiency including only the compression stroke and the expansion stroke.

[0009] Optionally, based on the engine target performance parameter requirements and the initial reference solution, perform secondary adjustment on each supercharger performance parameter corresponding to the initial reference solution to obtain a reference supercharger solution, including: based on the preset supercharger characteristic map and the intake air flow condition and boost pressure ratio condition of the initial reference solution, perform secondary adjustment on the preset supercharger characteristic map to obtain a reference supercharger characteristic map; based on the initial reference solution and the reference supercharger characteristic map, determine the reference supercharger solution; wherein, the reference supercharger solution includes the reference supercharger characteristic map and the reference supercharger performance parameters; wherein, the reference supercharger performance parameters include the reference pressure end pressure ratio, the reference pressure end flow rate, the reference turbine end flow rate, and the reference turbine end expansion ratio.

[0010] Optionally, based on the preset supercharger characteristic map and the intake air flow condition and boost pressure ratio condition of the initial reference solution, perform secondary adjustment on the preset supercharger characteristic map to obtain a reference supercharger characteristic map, including: based on the preset supercharger characteristic map and the intake air flow condition and boost pressure ratio condition of the initial reference solution, determine the second scaling ratio of the preset supercharger pressure end characteristic map; based on the engine target performance parameter requirements and the wastegate valve opening degree, determine the second scaling ratio of the preset supercharger turbine end characteristic map; based on the second scaling ratio, scale the preset supercharger characteristic map to obtain a reference supercharger characteristic map.

[0011] Optionally, based on the engine target performance parameter requirements and the wastegate valve opening degree, determine the second scaling ratio of the preset supercharger turbine end characteristic map, including: based on the engine target performance parameter requirements, determine the maximum flow rate range of the reference supercharger turbine end characteristic map; based on the wastegate valve opening degree, determine the minimum flow rate range of the reference supercharger turbine end characteristic map.

[0012] Optionally, based on the actual supercharger solution, the engine target performance parameter requirements, and the first parameter value range, determine the second parameter value range of each combustion system parameter, including: for each combustion system parameter, based on the actual supercharger solution, the engine target performance parameter requirements, and the first parameter value range, determine the second lower limit value and the second upper limit value of each combustion system parameter; based on the second lower limit value and the second upper limit value of each combustion system parameter, determine the second interval mode and the second number of levels of each combustion system parameter; based on the second interval mode and the second number of levels of each combustion system parameter, determine the second parameter value range of each combustion system parameter.

[0013] Optionally, the second experimental result includes the fuel consumption of the high expansion ratio cycle combustion system; based on the second experimental results of performing simulation experiments with multiple second simulation solutions, determine the target solution from the second simulation solutions, including: by comparing each fuel consumption, determine the second simulation solution with the minimum fuel consumption as the target solution.

[0014] Another aspect of the present disclosure provides an electronic device, including: one or more processors; a memory for storing one or more programs, wherein when the one or more programs are executed by the one or more processors, the one or more processors are caused to implement the method as described above.

[0015] Another aspect of the present disclosure provides a computer-readable storage medium storing computer-executable instructions that are used to implement the method as described above when executed.

[0016] Another aspect of the present disclosure provides a computer program product, which includes computer-executable instructions that are used to implement the method as described above when executed.

[0017] According to the supercharger matching method provided by the present disclosure, first, by determining the first parameter value range of each combustion system parameter and combining the engine target performance parameter requirements, the supercharger performance parameters are determined, laying a foundation for matching a supercharger with a high expansion ratio cycle combustion system for the system; secondly, by conducting simulation experiments to screen out the initial reference scheme, the optimization of the combustion system parameters is achieved, creating conditions for improving the work capacity of the working medium; then, by making secondary adjustments to each supercharger design parameter corresponding to the initial reference scheme, the supercharger is accurately matched with the combustion system, enabling a supercharger that meets the requirements of the combustion system to be equipped when applying the high expansion ratio cycle, achieving an efficient supercharging effect, and at the same time providing an accurate reference for determining the actual supercharger scheme, improving the matching efficiency of the actual supercharger; based on the actual supercharger scheme, the combustion system parameters are further optimized, and the finally determined target scheme meets the engine target performance parameter requirements, enabling the engine to achieve efficient coordinated operation as a whole. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Through the following description of the embodiments of the present disclosure with reference to the drawings, the above and other objects, features, and advantages of the present disclosure will become clearer. In the drawings:

[0019] Figure 1 Schematically shows the schematic diagram of a high expansion ratio cycle combustion system according to an embodiment of the present disclosure;

[0020] Figure 2 Schematically shows the flowchart of the supercharger matching method according to an embodiment of the present disclosure;

[0021] Figure 3 Schematically shows the flowchart of the first parameter value range determination process according to an embodiment of the present disclosure;

[0022] Figure 4 Schematically shows the flowchart of the process for determining the preset supercharger characteristic map according to an embodiment of the present disclosure;

[0023] Figure 5 Schematically shows a flowchart of a process for determining a reference supercharger scheme according to an embodiment of the present disclosure;

[0024] Figure 6 Schematically shows a flowchart of a process for determining a reference supercharger characteristic map according to an embodiment of the present disclosure;

[0025] Figure 7 Schematically shows a flowchart of a process for determining a flow rate range of a reference supercharger turbine end characteristic map according to an embodiment of the present disclosure;

[0026] Figure 8 Schematically shows a flowchart of a process for determining a second parameter value range according to an embodiment of the present disclosure.

[0027] In the said drawings, the meanings of the reference numerals are specifically as follows:

[0028] 1 - Cylinder;

[0029] 2 - Piston;

[0030] 3 - Cylinder head;

[0031] 4 - Combustion chamber;

[0032] 5 - Ignition device;

[0033] 6 - Fuel injector;

[0034] 7 - Intake valve;

[0035] 8 - Exhaust valve;

[0036] 9 - Intake pipe;

[0037] 10 - Exhaust pipe;

[0038] 11 - Throttle valve;

[0039] 12 - Intercooler;

[0040] 13 - Compressor;

[0041] 14 - Transmission shaft;

[0042] 15 - Turbine. Detailed implementation manners

[0043] To make the objectives, technical solutions and advantages of the present disclosure clearer and more understandable, the following further elaborates on the present disclosure in detail with reference to specific embodiments and the attached drawings.

[0044] The terms used herein are merely for describing specific embodiments and are not intended to limit the present disclosure. The terms "including", "comprising", etc. used herein indicate the presence of features, steps, operations, and / or components, but do not preclude the presence or addition of one or more other features, steps, operations, or components.

[0045] All terms used herein, including technical and scientific terms, have the meanings commonly understood by those of ordinary skill in the art, unless otherwise defined. It should be noted that the terms used herein should be interpreted as having a meaning consistent with the context of this specification and should not be interpreted in an idealized or overly rigid manner.

[0046] In the case of using expressions such as "at least one of A, B, and C, etc.", generally, it should be interpreted according to the meaning commonly understood by those of ordinary skill in the art. For example, "a system having at least one of A, B, and C" should include, but not be limited to, a system having only A, only B, only C, having A and B, having A and C, having B and C, and / or having A, B, and C, etc. In the case of using expressions such as "at least one of A, B, or C, etc.", generally, it should be interpreted according to the meaning commonly understood by those of ordinary skill in the art. For example, "a system having at least one of A, B, or C" should include, but not be limited to, a system having only A, only B, only C, having A and B, having A and C, having B and C, and / or having A, B, and C, etc.

[0047] It should also be noted that the directional terms mentioned in the embodiments, such as "up", "down", "front", "rear", "left", "right", etc., are only references to the directions in the drawings and are not used to limit the protection scope of the present disclosure. Throughout the drawings, the same elements are denoted by the same or similar reference numerals. Conventional structures or configurations will be omitted when they may cause confusion in the understanding of the present disclosure.

[0048] The present disclosure provides a supercharger matching method applied to a high expansion ratio cycle combustion system, including: determining a first parameter value range for each combustion system parameter based on the engine operating conditions and the requirements of the engine target performance parameters, wherein the parameter values of multiple combustion system parameters within the first parameter value range constitute a first simulation scheme; determining the supercharger performance parameters based on the first parameter value range of the combustion system parameters and the requirements of the engine target performance parameters; determining an initial reference scheme from multiple first simulation schemes based on the first experimental results of simulating experiments with multiple first simulation schemes; performing secondary adjustment on each supercharger performance parameter corresponding to the initial reference scheme based on the requirements of the engine target performance parameters and the initial reference scheme to obtain a reference supercharger scheme; determining an actual supercharger scheme based on the reference supercharger scheme; determining a second parameter value range for each combustion system parameter based on the actual supercharger scheme, the requirements of the engine target performance parameters, and the first parameter value range, wherein the parameter values of multiple combustion system parameters within the second parameter value range constitute a second simulation scheme; determining a target scheme from the second simulation schemes based on the second experimental results of simulating experiments with multiple second simulation schemes. Embodiments of the present disclosure can be used to achieve efficient coordination between the high expansion ratio cycle combustion system adopted in the engine and the matched supercharger. Among them, the relationship among the engine, the high expansion ratio cycle combustion system, and the supercharger is: the engine includes the high expansion ratio cycle combustion system, and the high expansion ratio cycle combustion system includes the supercharger.

[0049] Figure 1 Schematically shows the schematic diagram of a high expansion ratio cycle combustion system according to an embodiment of the present disclosure. It should be noted that Figure 1 The shown is only an example of the application scenario where the embodiments of the present disclosure can be applied to help those skilled in the art understand the technical content of the present disclosure, but it does not mean that the embodiments of the present disclosure cannot be used in other devices, systems, environments or scenarios.

[0050] As Figure 1 shown, the high expansion ratio cycle combustion system includes a cylinder 1, a piston 2, a cylinder head 3, a combustion chamber 4, an ignition device 5, and an injector 6. Among them, the piston 2 is vertically installed inside the cylinder 1, the cylinder head 3 is horizontally installed on the top of the cylinder 1, and the cylinder head 3 is also provided with an intake valve 7 and an exhaust valve 8 controlled by a cam. The combustion chamber 4 is jointly surrounded by the top surface of the piston 2, the inner wall of the cylinder 1, and the bottom surface of the cylinder head 3. At the same time, the combustion chamber 4 is connected to the intake pipe 9 through the intake valve 7 and connected to the exhaust pipe 10 through the exhaust valve 8. In addition, the ignition device 5 is installed at the middle position of the cylinder head 3, and the injector 6 is used to supply fuel.

[0051] Specifically, fuel is injected by an injector 6 into the intake pipe 9 in front of the inlet of the compressor 13. The fuel and air are mixed in this intake pipe 9 to form a premixed gas mixture. The premixed gas mixture is compressed by the compressor 13 and then enters an intercooler 12 for cooling, and then enters the combustion chamber 4 through an intake valve 7. Moreover, the combustion chamber 4 is used as the main combustion chamber, and the ignition device 5 includes a pre-chamber that can independently supply pilot fuel. When the pilot fuel is mixed with the air in the pre-chamber to form a pilot gas mixture, the high-temperature and high-pressure combustion products generated after the ignition of this pilot gas mixture are sprayed into the combustion chamber 4 in the form of a jet to trigger and promote the combustion of the main combustion gas mixture in the combustion chamber 4. Among them, the main combustion gas mixture includes the air in the combustion chamber 4, the premixed gas mixture entering the combustion chamber 4, and the jet of the pilot gas mixture. When the main combustion gas mixture in the combustion chamber 4 is ignited by the jet of the pilot gas mixture, it will burn rapidly and release a large amount of heat energy. The main combustion gas mixture expands sharply to generate high pressure, which can form pressure on the top surface of the piston 2, pushing the piston 2 to perform a linear reciprocating motion in the cylinder 1, that is, converting the heat energy generated by combustion into the mechanical energy of the piston 2's motion, and then converting the linear motion into a rotational motion through a crankshaft (not shown in the figure) connected to the piston 2, and finally outputting power externally (such as driving a generator to generate electricity).

[0052] Furthermore, the high expansion ratio cycle combustion system adopts the intake valve late closing (the intake valve 7 is delayed to close after the piston 2 starts to move upward from the bottom dead center) method. The high expansion ratio cycle combustion system also includes a supercharger composed of a compressor 13, a drive shaft 14, and a turbine 15, and an intercooler 12, which is used to make up for the power drop caused by the intake valve late closing and cooperate to achieve a high expansion ratio cycle.

[0053] Furthermore, when the exhaust gas after combustion in the combustion chamber 4 enters the exhaust pipe 10 through the exhaust valve 8 and impacts the turbine 15, the heat energy and kinetic energy of this exhaust gas are converted into the mechanical energy of the rotation of the turbine 15. The rotation of the turbine 15 directly drives the compressor 13 to rotate synchronously, and through the operation of the compressor 13, the premixed gas mixture is compressed, so that the pressure of the premixed gas mixture increases and the density increases.

[0054] Furthermore, the high expansion ratio cycle combustion system also includes other accessories such as a throttle valve 11. Among them, the throttle valve 11 can be used to control the engine load.

[0055] Figure 2 Schematically shows a flowchart of a supercharger matching method according to an embodiment of the present disclosure.

[0056] As Figure 2 shown, the supercharger matching method according to an embodiment of the present disclosure includes operations S210 to S270.

[0057] In operation S210, based on the engine operating conditions and the requirements of the engine target performance parameters, determine the first parameter value range of each combustion system parameter.

[0058] According to an embodiment of the present disclosure, the engine operating conditions include steady-state conditions.

[0059] According to an embodiment of the present disclosure, the engine target performance parameter requirements refer to the target values or ranges that the designed expected engine target performance parameters are to reach. Among them, the engine target performance parameters include, but are not limited to, power performance parameters (such as rated power, torque output range, speed range), economic performance parameters (such as fuel consumption, indicated thermal efficiency, effective thermal efficiency), emission performance parameters (such as emissions of pollutants such as NOx, PM, CO, HC, etc.), and reliability parameters (such as maximum explosion pressure, temperature before the turbine).

[0060] According to an embodiment of the present disclosure, the combustion system parameters include, but are not limited to, air-fuel ratio, geometric compression ratio, and intake valve closing angle late. Specifically, the air-fuel ratio refers to the ratio of the mass of air to the mass of fuel in the main combustion mixture. Among them, when the fuel is completely burned, the theoretical mass ratio of air to fuel is the stoichiometric air-fuel ratio; the geometric compression ratio refers to the ratio of the volume of cylinder 1 when the piston 2 is at the bottom dead center to the volume of cylinder 1 when the piston 2 is at the top dead center during the process of the piston 2 compressing the main combustion mixture upward; the intake valve closing angle late refers to the crankshaft rotation angle by which the closing moment of the intake valve 7 is delayed compared to the piston 2 reaching the bottom dead center. For example, if the intake valve closing angle late is 40° crankshaft rotation angle, this means that after the piston 2 passes the bottom dead center, the crankshaft rotates another 40°, and then the intake valve 7 closes.

[0061] According to an embodiment of the present disclosure, the first parameter value range is the feasible parameter value range of each combustion system parameter determined based on the engine operating conditions and the engine target performance parameter requirements.

[0062] According to an embodiment of the present disclosure, the parameter values of multiple combustion system parameters within the first parameter value range respectively constitute the first simulation scheme.

[0063] According to an embodiment of the present disclosure, the first simulation scheme refers to a high-expansion ratio cycle combustion system scheme adopted in one-dimensional simulation software, where the parameter values of each combustion system parameter adopted are within the first parameter value range, and moreover, the parameter value combinations of multiple combustion system parameters adopted in different first simulation schemes are all different. Among them, the one-dimensional simulation software includes, but is not limited to, GT-Power.

[0064] In operation S220, based on the first parameter value range of the combustion system parameters and the engine target performance parameter requirements, determine the supercharger performance parameters.

[0065] According to an embodiment of the present disclosure, the supercharger performance parameters are the core technical indicators characterizing the working ability and efficiency of the supercharger, and the determination of the supercharger performance parameters is affected by the first parameter value range of the combustion system parameters and the engine target performance parameter requirements.

[0066] In operation S230, based on the first experimental results of performing simulation experiments with a plurality of first simulation scenarios, an initial reference scenario is determined from the plurality of first simulation scenarios.

[0067] According to an embodiment of the present disclosure, simulation experiments are performed by respectively establishing corresponding high expansion ratio cycle combustion system models in one-dimensional simulation software based on each first simulation scenario. Specifically, the simulation experiments include, but are not limited to, simulating the combustion of the main combustion mixture in the combustion chamber 4 and the movement of the piston 2 in the cylinder 1, and the rotation of the turbine 15 and the synchronous operation of the compressor 13 driven by the turbine 15.

[0068] According to an embodiment of the present disclosure, the high expansion ratio cycle combustion system further includes an exhaust gas bypass valve (not shown in the figure) disposed between the turbine 15 and the exhaust pipe 10. Specifically, a part of the exhaust gas in the exhaust pipe 10 enters the turbine 15, and the other part enters the bypass exhaust pipe (not shown in the figure) through the exhaust gas bypass valve and is discharged to the external environment. During the simulation experiment, since the high expansion ratio cycle mode may cause the maximum instantaneous pressure (explosion pressure) in the combustion chamber 4 to exceed the maximum level allowed by the materials of components such as the cylinder 1 and the piston 2, the explosion pressure is limited by adjusting the ignition timing of the ignition device 5. At the same time, by increasing the opening degree of the exhaust gas bypass valve, the driving force of the turbine 15 on the compressor 13 is reduced to avoid a large increase in the engine power caused by excessive supercharging pressure.

[0069] According to an embodiment of the present disclosure, the initial reference scenario is determined from the plurality of first simulation scenarios based on the first experimental results. Specifically, the initial reference scenario may be the scenario with the highest score by setting the weights of each performance index in the first experimental results and comprehensively scoring, or the scenario with the largest value of a certain core index (such as the first indicated thermal efficiency) in the first experimental results.

[0070] In operation S240, based on the engine target performance parameter requirements and the initial reference scenario, secondary adjustment is performed on each supercharger performance parameter corresponding to the initial reference scenario to obtain a reference supercharger scenario.

[0071] According to an embodiment of the present disclosure, the secondary adjustment refers to a process of re-taking values of the parameter values of each supercharger performance parameter multiple times.

[0072] According to an embodiment of the present disclosure, the reference supercharger scenario refers to a parameter set formed by performing secondary adjustment on each supercharger performance parameter corresponding to the initial reference scenario.

[0073] According to an embodiment of the present disclosure, although in operation S210, it starts from the engine target performance parameter requirements, in operation S240, the obtained reference supercharger scheme still needs to be verified according to the engine target performance parameter requirements to enhance the reliability of the reference supercharger scheme.

[0074] In operation S250, based on the reference supercharger scheme, determine the actual supercharger scheme.

[0075] According to an embodiment of the present disclosure, the actual supercharger scheme refers to a set of parameters with engineering feasibility obtained by further combining the technical conditions of existing producible superchargers on the basis of the determined reference supercharger scheme.

[0076] In operation S260, based on the actual supercharger scheme, the engine target performance parameter requirements, and the first parameter value range, determine the second parameter value range for each combustion system parameter.

[0077] According to an embodiment of the present disclosure, the second parameter value range is the feasible parameter value range for each combustion system parameter determined based on the actual supercharger scheme, the engine target performance parameter requirements, and the first parameter value range.

[0078] According to an embodiment of the present disclosure, the parameter values of multiple combustion system parameters within the second parameter value range constitute the second simulation scheme.

[0079] According to an embodiment of the present disclosure, the second simulation scheme refers to the high expansion ratio cycle combustion system scheme adopted in one-dimensional simulation software, where the parameter values of each combustion system parameter adopted are within the second parameter value range, and the parameter value combinations of multiple combustion system parameters adopted in different second simulation schemes are all different. Among them, the one-dimensional simulation software includes but is not limited to GT-Power.

[0080] In operation S270, based on the second experimental results of the simulation experiments with multiple second simulation schemes, determine the target scheme from the second simulation schemes.

[0081] According to an embodiment of the present disclosure, the specific process of the simulation experiments based on multiple second simulation schemes can be the same as the specific process of the simulation experiments based on multiple first simulation schemes.

[0082] According to an embodiment of the present disclosure, by determining multiple second simulation schemes for simulation experiments, a high expansion ratio cycle combustion system scheme that can meet other parameter requirements in the engine target performance can be further obtained under the condition that the first indicated thermal efficiency of the initial reference scheme is good.

[0083] According to an embodiment of the present disclosure, the target scheme is a high expansion ratio cycle combustion system scheme that completes the supercharger matching.

[0084] According to an embodiment of the present disclosure, first, by determining the first parameter value range of each combustion system parameter and combining with the engine target performance parameter requirements, the supercharger performance parameter is determined, laying a foundation for matching a supercharger with a high expansion ratio cycle combustion system for the system; secondly, by conducting simulation experiments to screen out the initial reference scheme, the optimization of the combustion system parameters is achieved, creating conditions for improving the work capacity of the working medium; then, by making secondary adjustments to each supercharger design parameter corresponding to the initial reference scheme, the supercharger is precisely matched with the combustion system, so that when applying the high expansion ratio cycle, a supercharger that meets the requirements of the combustion system can be equipped to achieve an efficient supercharging effect. At the same time, an accurate reference is provided for determining the actual supercharger scheme, improving the matching efficiency of the actual supercharger; based on the actual supercharger scheme, the combustion system parameters are further optimized, and the finally determined target scheme meets the engine target performance parameter requirements, enabling the engine to achieve efficient and coordinated operation as a whole.

[0085] In a specific embodiment, the computer can, in response to a trigger instruction from the user, obtain the engine operating conditions and the requirements for the engine target performance parameters from a preset storage address, and based on the engine operating conditions and the requirements for the engine target performance parameters, determine the first parameter value range for each combustion system parameter. Alternatively, the engine operating conditions and the requirements for the engine target performance parameters can also be input by the user. The operation of determining the first parameter value range for each combustion system parameter can be stored in the computer as an instruction. Thus, the computer can directly call this instruction to calculate the first parameter value range. Similarly, there can be other instructions in the computer to implement the following operation: based on the first parameter value range of the combustion system parameters and the requirements for the engine target performance parameters, determine the supercharger performance parameters. Among them, the parameter values of the multiple combustion system parameters within the first parameter value range constitute the first simulation scheme. The first simulation scheme can be stored in the form of a file or the like, and the interface of the simulation model can call the above file to implement the simulation of multiple first simulation schemes and obtain multiple first experimental results. After that, the computer can continue to execute instructions, based on the first experimental results of the simulation experiments with multiple first simulation schemes, determine the initial reference scheme from multiple first simulation schemes; based on the requirements for the engine target performance parameters and the initial reference scheme, perform secondary adjustment on each supercharger performance parameter corresponding to the initial reference scheme to obtain the reference supercharger scheme; based on the reference supercharger scheme, determine the actual supercharger scheme; based on the actual supercharger scheme, the requirements for the engine target performance parameters, and the first parameter value range, determine the second parameter value range for each combustion system parameter. Among them, the parameter values of the multiple combustion system parameters within the second parameter value range constitute the second simulation scheme. The second simulation scheme can be stored in the form of a file or the like, and the interface of the simulation model can call the above file to implement the simulation of multiple second simulation schemes and obtain multiple second experimental results. After that, the computer can continue to execute instructions, based on the second experimental results of the simulation experiments with multiple second simulation schemes, determine the target scheme from multiple second simulation schemes. The determination process of the above target scheme can be an end-to-end implementation process, that is, the user inputs a trigger instruction, and through the computer to execute the above operations S210 to S270, and finally outputs the determined target scheme.

[0086] Figure 3 Schematically shows a flowchart of the process for determining the first parameter value range according to an embodiment of the present disclosure.

[0087] As Figure 3 shown, the process for determining the first parameter value range according to an embodiment of the present disclosure includes operations S310 to S330 for each combustion system parameter.

[0088] In operation S310, based on the engine operating conditions and the requirements of the engine target performance parameters, determine the first lower limit value and the first upper limit value of each combustion system parameter.

[0089] According to an embodiment of the present disclosure, the first lower limit value and the first upper limit value respectively refer to the minimum feasible parameter value and the maximum feasible parameter value determined according to the engine operating conditions and the requirements of the engine target performance parameters.

[0090] In operation S320, based on the first lower limit value and the first upper limit value of each combustion system parameter, determine the first interval pattern and the first number of levels of each combustion system parameter.

[0091] According to an embodiment of the present disclosure, the first interval pattern refers to the value distribution method within the interval formed by the first lower limit value and the first upper limit value, including equal intervals (linear uniform distribution), logarithmic intervals (suitable for wide-range parameters), and non-uniform intervals (densely taking values in key areas) patterns. Among them, the specific interval pattern is determined according to the nature of different combustion system parameters. For example, for the air-fuel ratio, an equal interval pattern can be adopted.

[0092] According to an embodiment of the present disclosure, the first number of levels refers to the number of discrete value points within the interval formed by the first lower limit value and the first upper limit value. For example, when the number of levels is 5, it means that there are 5 feasible parameter values within this interval. Among them, the specific number of levels is determined according to the simulation accuracy requirements of different combustion system parameters. For example, increasing the number of levels can increase the number of the first simulation schemes and improve the fineness of the simulation experiment, but the workload will also increase accordingly.

[0093] In operation S330, based on the first interval pattern and the first number of levels of each combustion system parameter, determine the first parameter value range of each combustion system parameter.

[0094] According to an embodiment of the present disclosure, after the first interval pattern and the first number of levels are determined, the first parameter value range is formed as a list composed of a finite number of discrete parameter values within the interval formed by the first lower limit value and the first upper limit value.

[0095] According to an embodiment of the present disclosure, for each combustion system parameter, by determining the first lower limit value, the first upper limit value, the first interval pattern, and the first number of levels, the feasible domain of the combustion system parameter is systematically covered, which is beneficial to generating a sufficient number of the first simulation schemes, so that the influence weights of various parameter value combinations on the first experimental results can be compared to a great extent during the simulation experiment.

[0096] According to an embodiment of the present disclosure, the supercharger performance parameters include, but are not limited to, compressor end parameters and turbine end parameters. Among them, the compressor end parameters include, but are not limited to, compressor end flow rate and compressor end pressure ratio, and the turbine end parameters include, but are not limited to, turbine end flow rate and turbine end expansion ratio. Specifically, the compressor end flow rate is the mass of the premixed gas passing through the compressor 13 per unit time, reflecting the intake capacity of the compressor 13. Among them, the magnitude of the compressor end flow rate directly affects the intake air volume of the high expansion ratio cycle combustion system, and thus affects the power output; the compressor end pressure ratio is the ratio of the pressure of the premixed gas at the outlet of the compressor 13 to the pressure of the premixed gas at the inlet of the compressor 13, characterizing the compression capacity of the compressor 13. Among them, the higher the compressor end pressure ratio, the greater the pressure of the premixed gas after compression, and a higher intake air pressure can be provided to the high expansion ratio cycle combustion system to increase the intake air volume; the turbine end flow rate is the mass of the exhaust gas passing through the turbine 15 per unit time. Among them, the turbine end flow rate is determined by the amount of exhaust gas discharged from the high expansion ratio cycle combustion system, reflecting the available energy input of the turbine 15; the turbine end expansion ratio is the ratio of the exhaust gas pressure at the inlet of the turbine 15 to the exhaust gas pressure at the outlet of the turbine 15. Among them, the exhaust gas expands and reduces pressure in the turbine 15, converting internal energy into mechanical energy to drive the rotation of the turbine 15. The turbine end expansion ratio reflects the expansion degree of the exhaust gas in the turbine 15 and is used to characterize the energy conversion capacity of the turbine 15. For example, the greater the turbine end expansion ratio, the more energy the turbine 15 can obtain.

[0097] Figure 4 FIG. schematically shows a flowchart of a process for determining a preset supercharger characteristic map according to an embodiment of the present disclosure.

[0098] As Figure 4 shown, the process for determining a preset supercharger characteristic map according to an embodiment of the present disclosure includes operations S410 to S440.

[0099] In operation S410, based on the first parameter value range of the combustion system parameters and the engine target performance parameter requirements, determine the initial parameter value range of the compressor end parameters.

[0100] According to an embodiment of the present disclosure, the initial parameter value range of the compressor end parameters includes a compressor end pressure ratio range and a compressor end flow rate range. The initial parameter value range of the compressor end parameters is the feasible value range of the compressor end pressure ratio and the feasible value range of the compressor end flow rate determined according to the first parameter value range of the combustion system parameters and the engine target performance parameter requirements.

[0101] In operation S420, based on the initial supercharger characteristic map and the initial parameter value range, determine the first scaling ratio of the initial compressor end characteristic map.

[0102] According to an embodiment of the present disclosure, an initial supercharger characteristic map may be provided by the engine manufacturer, wherein the supercharger characteristic map is a set of curves describing the relationship of performance parameters of the supercharger under different operating conditions. Further, the initial supercharger characteristic map includes an initial supercharger compressor end characteristic map and an initial supercharger turbine end characteristic map.

[0103] According to an embodiment of the present disclosure, taking the form of a two-dimensional coordinate graph as an example, in the initial supercharger compressor end characteristic map, the abscissa represents the compressor end flow rate, and the ordinate represents the compressor end pressure ratio. The initial supercharger compressor end characteristic map further includes compressor end isoefficiency lines, compressor end constant speed lines, compressor end surge lines, and compressor end choke lines, which are used to characterize the compression capacity and efficiency distribution of the compressor 13.

[0104] According to an embodiment of the present disclosure, the first scaling ratio refers to the scaling coefficient for scaling the performance parameters in the initial supercharger characteristic map. Further, the first scaling ratio for the initial supercharger compressor end characteristic map includes: the scaling ratio for the ordinate determined according to the compressor end pressure ratio range, and the scaling ratio for the abscissa determined according to the compressor end flow rate range. Among them, the scaling ratio for the abscissa and the scaling ratio for the ordinate may not be the same. Specifically, if the compressor end pressure ratio range is [2, 3.5] and the ordinate range is [1, 3], the scaling ratio for the ordinate can be determined to be 1.3 at this time.

[0105] In operation S430, based on the engine target performance parameter requirements, determine the first scaling ratio for the initial supercharger turbine end characteristic map.

[0106] According to an embodiment of the present disclosure, taking the form of a two-dimensional coordinate graph as an example, in the initial supercharger turbine end characteristic map, the abscissa represents the turbine end flow rate, and the ordinate represents the turbine end expansion ratio. The initial supercharger turbine end characteristic map further includes turbine end isoefficiency lines, turbine end constant speed lines, turbine end low efficiency lines, and turbine end choke lines, which are used to characterize the energy conversion efficiency and work capacity of the turbine 15.

[0107] In operation S440, scale the initial supercharger characteristic map based on the first scaling ratio to obtain a preset supercharger characteristic map.

[0108] According to an embodiment of the present disclosure, the preset supercharger characteristic map refers to the scaled supercharger characteristic map. Further, the preset supercharger characteristic map includes a preset supercharger compressor end characteristic map and a preset supercharger turbine end characteristic map. Among them, the initial supercharger compressor end characteristic map is scaled based on a first scaling ratio of the initial supercharger compressor end characteristic map to obtain the preset supercharger compressor end characteristic map. At the same time, the initial supercharger turbine end characteristic map is scaled based on the first scaling ratio of the initial supercharger turbine end characteristic map to obtain the preset supercharger turbine end characteristic map. Specifically, when scaling the initial supercharger compressor end characteristic map, if the ordinate range is [1, 3] and the scaling ratio of the ordinate is 1.3, then in the obtained preset supercharger compressor end characteristic map, the scaled ordinate range is [1, 3.9].

[0109] According to an embodiment of the present disclosure, the initial supercharger compressor end characteristic map can intuitively reflect the position of the compressor end surge line. The ordinate range is enlarged according to the compressor end pressure ratio range. At the same time, the abscissa range is reduced or enlarged through the compressor end flow range, so that in the obtained preset supercharger compressor end characteristic map, sufficient compressor end pressure ratio can be ensured, and at the same time, it is ensured that the operating point of the compressor 13 will not approach the compressor end surge line. At the same time, the compressor end flow can be matched with the intake air flow conditions during the simulation experiments based on multiple first simulation schemes.

[0110] According to an embodiment of the present disclosure, determining the first scaling ratio of the initial supercharger turbine end characteristic map based on the engine target performance parameter requirements includes: determining the maximum flow range of the preset supercharger turbine end characteristic map based on the engine target performance parameter requirements.

[0111] According to an embodiment of the present disclosure, in the preset supercharger turbine end characteristic map, the flow range refers to the turbine end flow range represented by the abscissa. Further, when the maximum flow range meets the engine target performance parameter requirements, the smaller the turbine end flow, the stronger the supercharging ability of the supercharger. Therefore, when performing simulation experiments based on multiple first simulation schemes, the method of taking a smaller value of the turbine end flow can be adopted to meet the supercharging requirements of all first simulation schemes as much as possible.

[0112] According to an embodiment of the present disclosure, the first experimental result includes the first indicated thermal efficiency of the high expansion ratio cycle combustion system; determining the initial reference scheme from multiple first simulation schemes based on the first experimental results of the simulation experiments based on multiple first simulation schemes includes: comparing each first indicated thermal efficiency and determining the first simulation scheme with the maximum first indicated thermal efficiency as the initial reference scheme.

[0113] According to an embodiment of the present disclosure, the first indicated thermal efficiency is the indicated thermal efficiency including only the compression stroke and the expansion stroke. In addition, the first experimental result also includes the effective thermal efficiency of the high expansion ratio cycle combustion system. Among them, the effective thermal efficiency is the overall thermal efficiency index of the pumping loss and mechanical loss in the intake and exhaust processes of the high expansion ratio cycle combustion system.

[0114] According to an embodiment of the present disclosure, the advantage of determining the initial reference scheme according to the maximum value of the first indicated thermal efficiency is that: the high expansion ratio cycle combustion system realizes the purpose of increasing the expansion ratio by increasing the intake valve closing angle late. Therefore, the range of the first parameter value of the intake valve closing angle determined should be as large as possible to achieve a higher intake valve closing angle. When conducting a simulation experiment, in order to avoid a large increase in the engine power caused by too high a boost pressure, it is necessary to increase the opening of the wastegate valve. At this time, the pumping loss in the exhaust process increases, resulting in a decrease in the effective thermal efficiency, but it has no impact on the first indicated thermal efficiency. That is, the first indicated thermal efficiency can better reflect the advantage brought by increasing the intake valve closing angle late, and greatly explores the potential of different high expansion ratio cycle combustion system schemes for improving the engine thermal efficiency. In addition, by adopting the method of increasing the intake valve closing angle late, compared with the high expansion ratio cycle with the intake valve closing early, it has the advantage of avoiding reliability problems.

[0115] Figure 5 Schematically shows a flowchart of a process for determining a reference supercharger scheme according to an embodiment of the present disclosure.

[0116] As Figure 5 shown, the process for determining a reference supercharger scheme according to an embodiment of the present disclosure includes operations S510 to S520.

[0117] In operation S510, based on the preset supercharger characteristic map and the intake air flow condition and boost pressure ratio condition of the initial reference scheme, the preset supercharger characteristic map is adjusted twice to obtain a reference supercharger characteristic map.

[0118] In operation S520, based on the initial reference scheme and the reference supercharger characteristic map, a reference supercharger scheme is determined.

[0119] According to an embodiment of the present disclosure, the reference supercharger scheme includes a reference supercharger characteristic map and reference supercharger performance parameters. Among them, the reference supercharger performance parameters include a reference pressure end pressure ratio, a reference pressure end flow rate, a reference turbine end flow rate, and a reference turbine end expansion ratio.

[0120] Figure 6 Schematically shows a flowchart of a process for determining a reference supercharger characteristic map according to an embodiment of the present disclosure.

[0121] As Figure 6As shown, the process of determining the reference supercharger characteristic map according to the embodiments of the present disclosure includes operations S610 to S630.

[0122] In operation S610, based on the intake air flow rate condition and the boost pressure ratio condition of the preset supercharger characteristic map and the initial reference scheme, determine the second scaling ratio of the preset supercharger compressor end characteristic map.

[0123] According to the embodiments of the present disclosure, the intake air flow rate condition refers to the value of the compressor end flow rate after the initial reference scheme is determined; the boost pressure ratio condition refers to the value of the compressor end boost pressure ratio after the initial reference scheme is determined.

[0124] According to the embodiments of the present disclosure, the second scaling ratio refers to the proportional coefficient for scaling the performance parameters in the preset supercharger characteristic map. Further, the second scaling ratio of the preset supercharger compressor end characteristic map includes: the scaling ratio of the ordinate determined according to the boost pressure ratio condition and the scaling ratio of the abscissa determined according to the intake air flow rate condition. Among them, the scaling ratio of the abscissa and the scaling ratio of the ordinate may be different.

[0125] In operation S620, based on the engine target performance parameter requirements and the wastegate valve opening degree, determine the second scaling ratio of the preset supercharger turbine end characteristic map.

[0126] In operation S630, scale the preset supercharger characteristic map based on the second scaling ratio to obtain the reference supercharger characteristic map.

[0127] According to the embodiments of the present disclosure, the reference supercharger characteristic map includes a reference supercharger compressor end characteristic map and a reference supercharger turbine end characteristic map. Among them, scale the preset supercharger compressor end characteristic map based on the second scaling ratio of the preset supercharger compressor end characteristic map to obtain the reference supercharger compressor end characteristic map, and at the same time scale the preset supercharger turbine end characteristic map based on the second scaling ratio of the preset supercharger turbine end characteristic map to obtain the reference supercharger turbine end characteristic map.

[0128] According to the embodiments of the present disclosure, by scaling the preset supercharger compressor end characteristic map, the operating point falls into the efficient area to ensure sufficient boosting ability. At the same time, in the preset supercharger turbine end characteristic map, by enlarging the turbine end flow rate range represented by the abscissa, prevent the turbine end flow rate from being too small, resulting in excessive boosting ability and increased pumping loss.

[0129] Figure 7 Schematically shows a flowchart of the process for determining the flow rate range of the reference supercharger turbine end characteristic map according to the embodiments of the present disclosure.

[0130] As Figure 7As shown, the process for determining the flow rate range with reference to the turbine end characteristic map according to an embodiment of the present disclosure includes operations S710 to S720.

[0131] In operation S710, based on the requirements of the engine target performance parameters, determine the maximum flow rate range of the reference turbine end characteristic map.

[0132] According to an embodiment of the present disclosure, in the reference turbine end characteristic map, the flow rate range refers to the turbine end flow rate range represented by the abscissa.

[0133] In operation S720, based on the opening degree of the exhaust gas bypass valve, determine the minimum flow rate range of the reference turbine end characteristic map.

[0134] Figure 8 Schematically shows a flowchart of the process for determining the second parameter value range according to an embodiment of the present disclosure.

[0135] As Figure 8 shown, the process for determining the second parameter value range according to an embodiment of the present disclosure includes, for each combustion system parameter, operations S810 to S830.

[0136] In operation S810, based on the actual supercharger scheme, the requirements of the engine target performance parameters, and the first parameter value range, determine the second lower limit value and the second upper limit value of each combustion system parameter.

[0137] According to an embodiment of the present disclosure, the second lower limit value and the second upper limit value respectively refer to the minimum feasible parameter value and the maximum feasible parameter value determined according to the actual supercharger scheme, the requirements of the engine target performance parameters, and the first parameter value range.

[0138] According to an embodiment of the present disclosure, the speed of determining the second parameter value range can be accelerated by narrowing the range, such as setting the second lower limit value to be greater than the first lower limit value and the second upper limit value to be less than the first upper limit value.

[0139] In operation S820, based on the second lower limit value and the second upper limit value of each combustion system parameter, determine the second interval pattern and the second number of levels of each combustion system parameter.

[0140] According to an embodiment of the present disclosure, the second interval pattern refers to the value distribution mode within the interval formed by the second lower limit value and the second upper limit value; the second number of levels refers to the number of discrete value points within the interval formed by the second lower limit value and the second upper limit value.

[0141] According to an embodiment of the present disclosure, the speed of determining the second parameter value range can be accelerated by reducing the number of levels, such as setting the second number of levels to be less than the first number of levels.

[0142] At operation S830, based on the second interval pattern and the second number of levels of each combustion system parameter, determine the second parameter value range of each combustion system parameter.

[0143] According to an embodiment of the present disclosure, after the second interval pattern and the second number of levels are determined, the second parameter value range is formed as a list consisting of a finite number of discrete parameter values within the interval formed by the second lower limit value and the second upper limit value.

[0144] According to an embodiment of the present disclosure, the process of determining the second parameter value range is performed after the initial reference scheme has been determined and the supercharger performance parameters have been further adjusted. Compared with the first parameter value range, the values of the second parameter value range are more reliable.

[0145] According to an embodiment of the present disclosure, the second experimental result includes the fuel consumption of the high expansion ratio cycle combustion system; based on the second experimental results of performing simulation experiments with multiple second simulation schemes, determine the target scheme from the second simulation schemes, including: by comparing each fuel consumption, determine the second simulation scheme with the minimum fuel consumption as the target scheme.

[0146] According to an embodiment of the present disclosure, the fuel consumption is the total mass of fuel that the injector 6 needs to inject during the simulation experiment for each second simulation scheme.

[0147] According to an embodiment of the present disclosure, the specific values of parameters such as the geometric compression ratio and expansion ratio of the high expansion ratio cycle combustion system corresponding to the obtained target scheme can meet the requirements of the target performance parameters such as the power and torque of the engine, and moreover, the specific values of the supercharger performance parameters adopted by the matched supercharger are accurately obtained through multiple adjustments, providing a reliable guarantee for the efficient operation of the high expansion ratio cycle combustion system.

[0148] According to an embodiment of the present disclosure, based on the specific parameter value of the intake valve closing angle in the target scheme, the cam profile of the intake valve 7 is determined to extend the cam angle at the maximum lift of the intake valve 7 so as to delay the closing moment of the intake valve 7, such that during the upward movement of the piston 2 in the initial stage of compression, part of the gas in the cylinder 1 is squeezed back into the intake port, thereby reducing the mass of the main combustion mixture to be compressed. At the same time, based on the specific value of the geometric compression ratio in the target scheme, the geometric dimensions of the top of the piston 2 are determined to determine the first volume of the combustion chamber 4, such that the first volume and the mass of the main combustion mixture compressed by the piston 2 are reduced in equal proportion, resulting in a relatively small change in the pressure in the combustion chamber 4 at the end of the compression stroke. Among them, the cam profile is the cam contour curve that controls the opening and closing movement laws of the intake valve 7; the cam angle at the maximum lift of the intake valve 7 refers to the camshaft rotation angle that the intake valve 7 continues from the start to reach the maximum lift until the lift of the intake valve starts to decrease; the first volume is the volume of the combustion chamber 4 when the piston 2 is at the top dead center. Through such an implementation manner, it is possible to realize the separation of the geometric compression ratio and the expansion ratio of the high expansion ratio cycle combustion system, effectively avoiding the problems restricted by the engine mechanical load or knock during the process of increasing the expansion ratio.

[0149] According to an embodiment of the present disclosure, by optimizing the combustion system parameters and the supercharger performance parameters multiple times to promote the efficient collaborative work between the high expansion ratio cycle combustion system and the supercharger, among which, the matched supercharger further ensures the stable operation of the high expansion ratio cycle combustion system during the supercharging cycle process of "exhaust gas-driven turbine 15, turbine 15 drives compressor 13, compressor 13 increases the intake air volume, and ensures the actual output power". At the same time, by using the supercharger characteristic map as an auxiliary tool and the simulation experiment as an implementation means, not only the supercharger matching speed is improved, but also the time cost of conducting multiple groups of experiments on the engine physical object is effectively reduced, and resource waste is reduced.

[0150] An embodiment of the present disclosure further provides a supercharger matching device applied to a high expansion ratio cycle combustion system, including:

[0151] A first determination module, configured to determine the first parameter value range of each combustion system parameter based on the engine operating conditions and the engine target performance parameter requirements, wherein the parameter values of the multiple combustion system parameters within the first parameter value range constitute the first simulation scheme;

[0152] A second determination module, configured to determine the supercharger performance parameters based on the first parameter value range of the combustion system parameters and the engine target performance parameter requirements;

[0153] A third determination module, configured to determine the initial reference scheme from the multiple first simulation schemes based on the first experimental results of the simulation experiments with the multiple first simulation schemes;

[0154] A fourth determination module, configured to perform secondary adjustment on each supercharger performance parameter corresponding to the initial reference solution based on the engine target performance parameter requirements and the initial reference solution, to obtain a reference supercharger solution;

[0155] A fifth determination module, configured to determine an actual supercharger solution based on the reference supercharger solution;

[0156] A sixth determination module, configured to determine a second parameter value range for each combustion system parameter based on the actual supercharger solution, the engine target performance parameter requirements, and the first parameter value range, wherein parameter values of the multiple combustion system parameters within the second parameter value range constitute a second simulation solution;

[0157] A seventh determination module, configured to determine a target solution from the second simulation solutions based on the second experimental results of performing simulation experiments on the multiple second simulation solutions.

[0158] According to embodiments of the present disclosure, any plurality of modules, sub-modules, units, and sub-units, or at least part of the functions of any of them can be implemented in one module. Any one or more of the modules, sub-modules, units, and sub-units according to embodiments of the present disclosure can be split into multiple modules for implementation. Any one or more of the modules, sub-modules, units, and sub-units according to embodiments of the present disclosure can be at least partially implemented as a hardware circuit, such as a field programmable gate array (FPGA), a programmable logic array (PLA), a system on chip, a system on a substrate, a system in a package, an application specific integrated circuit (ASIC), or can be implemented by any other reasonable way of integrating or packaging circuits in hardware or firmware, or implemented in any one of the three implementation manners of software, hardware, and firmware, or in an appropriate combination of any several of them. Alternatively, one or more of the modules, sub-modules, units, and sub-units according to embodiments of the present disclosure can be at least partially implemented as a computer program module, and when the computer program module is run, it can execute the corresponding functions.

[0159] It should be noted that the device part in the embodiments of the present disclosure corresponds to the method part in the embodiments of the present disclosure. For the description of the device part, please refer to the method part specifically, and details will not be elaborated here.

[0160] The present disclosure also provides a computer-readable storage medium, which can be included in the device / device / system described in the above embodiments; or can exist separately without being assembled into the device / device / system. The above computer-readable storage medium carries one or more programs, and when the one or more programs are executed, the method according to the embodiments of the present disclosure is implemented.

[0161] Embodiments of the present disclosure also include a computer program product, which includes a computer program containing program code for executing the methods provided by the embodiments of the present disclosure. When the computer program product runs on an electronic device, the program code is used to cause the electronic device to implement the methods provided by the embodiments of the present disclosure.

[0162] The above describes the embodiments of the present disclosure. However, these embodiments are merely for illustrative purposes and not for limiting the scope of the present disclosure. Although the embodiments are described separately above, this does not mean that the measures in each embodiment cannot be used advantageously in combination. The scope of the present disclosure is defined by the appended claims and their equivalents. Without departing from the scope of the present disclosure, those skilled in the art can make various substitutions and modifications, and these substitutions and modifications should all fall within the scope of the present disclosure.

Claims

1. A supercharger matching method applied to a high expansion ratio cycle combustion system, characterized in that Including: Based on the engine operating conditions and the requirements of the engine target performance parameters, determine the first parameter value range of each combustion system parameter, where the parameter values of the multiple combustion system parameters within the first parameter value range constitute a first simulation scheme; Based on the first parameter value range of the combustion system parameters and the requirements of the engine target performance parameters, determine the supercharger performance parameters; Based on the first experimental results of performing simulation experiments with multiple first simulation schemes, determine an initial reference scheme from the multiple first simulation schemes; Based on the requirements of the engine target performance parameters and the initial reference scheme, perform secondary adjustment on each supercharger performance parameter corresponding to the initial reference scheme to obtain a reference supercharger scheme; Based on the reference supercharger scheme, determine the actual supercharger scheme; Based on the actual supercharger scheme, the requirements of the engine target performance parameters, and the first parameter value range, determine the second parameter value range of each combustion system parameter, where the parameter values of the multiple combustion system parameters within the second parameter value range constitute a second simulation scheme; Based on the second experimental results of performing simulation experiments with multiple second simulation schemes, determine a target scheme from the second simulation schemes.

2. The method according to claim 1, wherein The determining the first parameter value range of each combustion system parameter based on the engine operating conditions and the requirements of the engine target performance parameters includes: For each combustion system parameter, Based on the engine operating conditions and the requirements of the engine target performance parameters, determine the first lower limit value and the first upper limit value of each combustion system parameter; Based on the first lower limit value and the first upper limit value of each combustion system parameter, determine the first interval mode and the first number of levels of each combustion system parameter; Based on the first interval mode and the first number of levels of each combustion system parameter, determine the first parameter value range of each combustion system parameter.

3. The method according to claim 1, characterized in that The supercharger performance parameters include a compressor end parameter and a turbine end parameter; The determining the supercharger performance parameters based on the first parameter value range of the combustion system parameters and the requirements of the engine target performance parameters includes: Based on the first parameter value range of the combustion system parameters and the requirements of the engine target performance parameters, determine the initial parameter value range of the compressor end parameter, where the initial parameter value range of the compressor end parameter includes a compressor end pressure ratio range and a compressor end flow rate range; Based on the initial supercharger characteristic map and the initial parameter value range, determine the first scaling ratio for the initial supercharger compressor end characteristic map; Based on the requirements of the engine target performance parameters, determine the first scaling ratio for the initial supercharger turbine end characteristic map; Scale the initial supercharger characteristic map based on the first scaling ratio to obtain a preset supercharger characteristic map.

4. The method according to claim 3, characterized in that The determining the first scaling ratio for the initial supercharger turbine end characteristic map based on the requirements of the engine target performance parameters includes: Based on the requirements of the engine target performance parameters, determine the maximum flow rate range of the preset supercharger turbine end characteristic map.

5. The method according to claim 2, wherein The first experimental result includes the first indicated thermal efficiency of the high expansion ratio cycle combustion system; Determining an initial reference scheme from multiple first simulation schemes based on the first experimental results of performing simulation experiments with the multiple first simulation schemes includes: By comparing each of the first indicated thermal efficiencies, determining the first simulation scheme with the maximum first indicated thermal efficiency as the initial reference scheme; Wherein, the first indicated thermal efficiency is the indicated thermal efficiency including only the compression stroke and the expansion stroke.

6. The method according to claim 4, characterized in that Based on the engine target performance parameter requirements and the initial reference scheme, performing secondary adjustment on each of the supercharger performance parameters corresponding to the initial reference scheme to obtain a reference supercharger scheme, including: Based on the preset supercharger characteristic map and the intake air flow condition and boost pressure ratio condition of the initial reference scheme, performing secondary adjustment on the preset supercharger characteristic map to obtain a reference supercharger characteristic map; Based on the initial reference scheme and the reference supercharger characteristic map, determining the reference supercharger scheme; Wherein, the reference supercharger scheme includes a reference supercharger characteristic map and reference supercharger performance parameters; Wherein, the reference supercharger performance parameters include a reference pressure end pressure ratio, a reference pressure end flow rate, a reference turbine end flow rate, and a reference turbine end expansion ratio.

7. The method according to claim 6, wherein Performing secondary adjustment on the preset supercharger characteristic map based on the preset supercharger characteristic map and the intake air flow condition and boost pressure ratio condition of the initial reference scheme to obtain a reference supercharger characteristic map, including: Based on the preset supercharger characteristic map and the intake air flow condition and boost pressure ratio condition of the initial reference scheme, determining a second scaling ratio of the preset supercharger pressure end characteristic map; Based on the engine target performance parameter requirements and the waste gas bypass valve opening degree, determining a second scaling ratio of the preset supercharger turbine end characteristic map; Scaling the preset supercharger characteristic map based on the second scaling ratio to obtain the reference supercharger characteristic map.

8. The method according to claim 7, wherein Determining the second scaling ratio of the preset supercharger turbine end characteristic map based on the engine target performance parameter requirements and the waste gas bypass valve opening degree, including: Based on the engine target performance parameter requirements, determining the maximum flow rate range of the reference supercharger turbine end characteristic map; Based on the waste gas bypass valve opening degree, determining the minimum flow rate range of the reference supercharger turbine end characteristic map.

9. The method according to claim 1, wherein Based on the actual supercharger scheme, the engine target performance parameter requirements, and the first parameter value range, determining the second parameter value range of each of the combustion system parameters, including: For each of the combustion system parameters, Based on the actual supercharger scheme, the engine target performance parameter requirements, and the first parameter value range, determining the second lower limit value and the second upper limit value of each of the combustion system parameters; Based on the second lower limit value and the second upper limit value of each of the combustion system parameters, determining the second interval mode and the second number of levels of each of the combustion system parameters; Determine the second parameter value range of each combustion system parameter based on the second interval pattern and the second number of levels of each of the combustion system parameters.

10. The method according to claim 9, wherein The second experimental result includes the fuel consumption of the high expansion ratio cycle combustion system; Determining a target scenario from the second simulation scenarios based on the second experimental results of performing simulation experiments with a plurality of the second simulation scenarios includes: By comparing each of the fuel consumptions, determining the second simulation scenario with the minimum fuel consumption as the target scenario.

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