CN106089463B - Fire protection method of gasoline EMS system - Google Patents
Fire protection method of gasoline EMS system Download PDFInfo
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- CN106089463B CN106089463B CN201610435035.7A CN201610435035A CN106089463B CN 106089463 B CN106089463 B CN 106089463B CN 201610435035 A CN201610435035 A CN 201610435035A CN 106089463 B CN106089463 B CN 106089463B
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- ecu
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- 238000000034 method Methods 0.000 title claims abstract description 23
- 239000000446 fuel Substances 0.000 claims description 20
- 238000002347 injection Methods 0.000 claims description 12
- 239000007924 injection Substances 0.000 claims description 12
- 101100361281 Caenorhabditis elegans rpm-1 gene Proteins 0.000 claims description 3
- 238000009825 accumulation Methods 0.000 claims description 3
- 230000003247 decreasing effect Effects 0.000 claims description 3
- 238000001514 detection method Methods 0.000 claims description 3
- 230000001133 acceleration Effects 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- 230000007257 malfunction Effects 0.000 description 2
- 206010000369 Accident Diseases 0.000 description 1
- 230000003197 catalytic effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 239000003344 environmental pollutant Substances 0.000 description 1
- 235000003642 hunger Nutrition 0.000 description 1
- 231100000719 pollutant Toxicity 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
- 230000037351 starvation Effects 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B77/00—Component parts, details or accessories, not otherwise provided for
- F02B77/08—Safety, indicating, or supervising devices
- F02B77/083—Safety, indicating, or supervising devices relating to maintenance, e.g. diagnostic device
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
- F02D31/001—Electric control of rotation speed
- F02D31/007—Electric control of rotation speed controlling fuel supply
- F02D31/009—Electric control of rotation speed controlling fuel supply for maximum speed control
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1015—Engines misfires
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
The invention discloses a fire protection method of a gasoline EMS system, which is applied to a gasoline engine EMS system with a mechanical stay wire type valve body. The invention can effectively prevent serious consequences of vehicles caused by continuous fire faults of the engine and can also reduce fire hidden dangers.
Description
Technical Field
The invention relates to a fire protection method of a gasoline EMS system, in particular to a fire protection method of a gasoline EMS system for a mechanical stay-supported throttle body, belonging to the technical field of automobile systems.
Background
Misfire, which is the most common fault in gasoline engines, refers to insufficient combustion within the cylinder due to a spark plug misfire, fuel starvation, poor cylinder sealing, or other reasons. In case of fire, the power performance and the economical efficiency of an automobile engine are reduced, more seriously, unburned mixed gas enters an exhaust pipe and then undergoes secondary combustion, the temperature of the exhaust pipe rises to more than 1000 ℃, fire hazard exists, and meanwhile, the three-way catalytic package is burnt out at high temperature.
For an EMS (engine management) system with an electronic throttle body, an ECU (electronic control unit) can directly control the opening of the throttle, so that after a fire fault is detected, the air inflow of the engine is directly limited, and the fuel injection quantity is correspondingly reduced, thereby achieving the purposes of limiting the output power of the engine and leading a user to drive to a repair shop in a 'limp' mode.
However, in the EMS system of the mechanical pull-type throttle body, the ECU cannot control the opening degree of the throttle valve, and therefore the intake air amount of the engine is not limited. In order to reach the tail gas emission environmental protection standard, the oil injection quantity and the air inflow of the gasoline engine are strictly executed according to the proportion, so that the ECU can not unilaterally reduce the oil injection quantity to limit the output power of the engine under the condition that the air inflow can not be reduced, otherwise, pollutants in the tail gas can exceed the standard.
At present, a throttle body is a mechanical stay wire type EMS system, and has no strategy of actively protecting a fire fault, and only a passive strategy of lightening an OBD (on-board diagnostic) fault lamp to prompt a driver.
Disclosure of Invention
In view of the above-mentioned drawbacks of the prior art, it is an object of the present invention to provide a misfire protection method for a gasoline EMS system, which can actively cut off fuel injection to limit power output of an engine and blink a malfunction indicator lamp to prompt a driver to check and repair a vehicle when a continuous misfire malfunction occurs in the engine.
The purpose of the invention is realized by the following technical scheme: a fire protection method for a gasoline EMS system is characterized in that in the gasoline EMS system with a mechanical pull-wire valve body, when an engine has continuous fire faults, fuel injection is actively cut off to limit the power output of the engine, and a flashing fault indicator lamp prompts a user to check and repair a vehicle,
the misfire protection method comprises the following steps:
i, in order to distinguish accidental fire faults and continuous fire faults, an accumulation counting variable is additionally arranged in an ECU program: ENGINE _ SPEED _ LIMIT _ default _ COUNT, with a default value of 0;
II, when the ENGINE works, after detecting a MISFIRE fault according to the change rate of the rotating SPEED of the crankshaft, and judging that the MISFIRE fault is a continuous MISFIRE fault by the ECU, accumulating and counting a variable Engine _ SPEED _ LIMIT _ MISFIRE _ COUNT;
III, starting a primary SPEED limiting strategy when the value of the variable Engine _ SPEED _ LIMIT _ MISFIRE _ COUNT is larger than a critical value; if the ECU does not detect the fire fault within the time specified by the primary speed-limiting strategy, the normal working mode is recovered; starting a secondary speed limiting strategy when the ECU detects the fire fault again within the time specified by the primary speed limiting strategy;
and IV, stopping and flameout, resetting after the ECU is powered off, temporarily recovering the normal state, and entering a vehicle detection program.
Further, in the method for protecting misfire in the gasoline EMS system, in step ii: the variable Engine _ SPEED _ LIMIT _ MISFIRE _ COUNT accumulated COUNT process is: when the ECU detects that the MISFIRE rate exceeds the LIMIT value during a detection period, the value is cumulatively increased by 1, otherwise the value is decreased by 1, and the variable Engine _ SPEED _ LIMIT _ MISFIRE _ COUNT is automatically reset when the ECU is powered off or the value is less than 0.
Further, in the method for protecting against fire of the gasoline EMS system, in step iii: when the variable ENGINE _ SPEED _ LIMIT _ default _ COUNT value > the critical value 20, the primary SPEED limiting strategy is activated.
Further, in the method for protecting the MISFIRE of the gasoline EMS system, the primary SPEED limiting strategy is provided with a calibration quantity, ENGINE _ SPEED _ LIMIT _ default _ RPM _0, for detecting the limited rotation SPEED when the MISFIRE occurs, and the value is calibrated to be 2500 RPM;
ENGINE _ SPEED _ LIMIT _ default _ TIME0, i.e. the MISFIRE duration, within which TIME the rotational SPEED LIMIT is adjusted down, which is calibrated to 60 s;
ENGINE _ SPEED _ LIMIT _ MISFIRE _ TIME1, default value of 255s, i.e. duration of no longer misfiring, within which TIME range normal injection ignition is resumed, which value is calibrated to 60 s;
the first-level speed limit strategy is that when the rotating speed of the engine is more than 2500rpm, the ECU stops the fuel supply of each cylinder until the rotating speed is reduced by less than 2500rpm, and the fuel supply is recovered; meanwhile, an OBD fault lamp on the instrument flickers to prompt a user that the engine has a fault, and the duration time of a primary speed limiting strategy is 60 s; .
When the ECU does not detect the misfire fault any more within the duration of 60s, the normal working mode is recovered; and when the ECU detects the fire fault again, starting a secondary speed limit strategy.
Further, in the MISFIRE protection method of the gasoline EMS system, the secondary SPEED LIMIT strategy is provided with a calibration quantity ENGINE _ SPEED _ LIMIT _ default _ RPM _1, the default value of which is 6550rmp, and is used for limiting the rotation SPEED for the second time, and the value is calibrated to be 1500 rmp;
the secondary speed limit strategy is that when the rotating speed of the engine is more than 1500rpm, the ECU stops fuel supply of each cylinder until the rotating speed is reduced by <1500rpm, and the ECU resumes fuel supply.
Further, in the primary and secondary speed limit strategies, the ECU limits the rotation speed of the engine by a strategy of cutting off fuel injection of each cylinder, so that a user can overhaul the vehicle.
Further, in the method for protecting the fire accident of the gasoline EMS system, in the step iv, the ECU is reset by the key switch after power failure, and is temporarily restored to a normal state.
The invention has the following outstanding effects: the invention can actively cut off fuel injection to limit the power output of the engine and flash the fault indicator lamp to prompt a driver to check and repair the vehicle when the engine has continuous fire fault by adding variable in the gasoline EMS system and controlling the system. The invention can effectively prevent serious consequences of vehicles caused by continuous fire faults of the engine and can also reduce fire hidden dangers.
The following detailed description of the embodiments of the present invention is provided in connection with the accompanying drawings for the purpose of facilitating understanding and understanding of the technical solutions of the present invention.
Drawings
FIG. 1 is a schematic flow diagram of the present invention.
Detailed Description
Example 1
The invention is applied to an Ivy little fuxing LJ469 series vehicle model (the model of a notice vehicle is NJ1022PBGBNZ/NJ1022PBGBNS 1/NJ 5022 XXYPBGBNS), and takes the NJ1022PBGBNZ vehicle model as an example, when an engine works, an ECU can always detect a position signal of a crankshaft. When the throttle valve is in an open state, whether the working cycle has a misfire phenomenon can be judged by calculating the positive and negative acceleration values of the crankshaft at a plurality of set positions (the acceleration value is negative, which indicates that the misfire phenomenon exists). Continuously detecting by taking 50 working cycles as a unit, judging that the ENGINE has a continuous MISFIRE fault when the overall MISFIRE rate of the ENGINE is more than 10%, and accumulating and counting a variable Engine _ SPEED _ LIMIT _ MISFIRE _ COUNT; wherein, the variable Engine _ SPEED _ LIMIT _ MISFIRE _ COUNT accumulation counting process is as follows: when the ECU detects that the MISFIRE rate exceeds 10% for 50 duty cycles in a detection period, the value is cumulatively increased by 1, otherwise the value is decreased by 1, and the variable ENGINE _ SPEED _ LIMIT _ mismatch _ COUNT is automatically reset when the ECU is powered off or the value is less than 0.
When the variable ENGINE _ SPEED _ LIMIT _ default _ COUNT value > the critical value 20, the primary SPEED limiting strategy is initiated.
The primary SPEED limiting strategy is provided with a calibration quantity Engine _ SPEED _ LIMIT _ MISFIRE _ RPM _0 used for detecting the limited rotating SPEED when a fire occurs, and the value is calibrated to be 2500 RPM; calibration quantity ENGINE _ SPEED _ LIMIT _ MISFIRE _ TIME0, i.e. the MISFIRE duration, within which TIME range the rotational SPEED LIMIT is adjusted down, which is calibrated to 60 s;
a calibrated quantity, ENGINE _ SPEED _ LIMIT _ MISFIRE _ TIME1, with a default value of 255s, i.e. the duration of no longer misfiring, within which TIME range normal injection ignition is resumed, this value being calibrated to 60 s;
the first-level speed limit strategy is as follows: when the engine speed is more than 2500rpm, the ECU stops fuel supply of each cylinder until the speed is reduced by less than 2500rpm, and the fuel supply is resumed; meanwhile, an OBD fault lamp on the instrument flickers to prompt a user that the engine has a fault, and the duration time of the primary speed limiting strategy is 60 s.
When the ECU does not detect the misfire fault any more within the duration of 60s, the normal working mode is recovered; and when the ECU detects the fire fault again, starting a secondary speed limit strategy.
And the secondary speed limit strategy is provided with a calibration quantity:
ENGINE _ SPEED _ LIMIT _ default _ RPM _1 for the second limited SPEED, which is calibrated to 1500 rmp;
the secondary speed limit strategy is that when the engine speed is more than 1500rpm, the ECU stops fuel supply of each cylinder until the speed drops to <1500rpm, and then the ECU resumes fuel supply.
Finally, when the secondary speed limit strategy is unsuccessful, the engine is in a stop and flameout state, the ECU is reset through the key switch, the normal state is temporarily recovered, and a vehicle detection program is entered.
Claims (5)
1. A fire protection method of a gasoline EMS system is characterized in that: in a gasoline EMS system with a mechanical stay wire valve body, when an engine has continuous fire fault, the power output of the engine is limited by actively cutting off fuel injection, and a fire protection method for prompting a user to check and repair a vehicle by a flashing fault indicator lamp is adopted,
the misfire protection method comprises the following steps:
i, in order to distinguish accidental fire faults and continuous fire faults, an accumulation counting variable is additionally arranged in an ECU program: ENGINE _ SPEED _ LIMIT _ default _ COUNT, with a default value of 0;
II, when the ENGINE works, after detecting a MISFIRE fault according to the change rate of the rotating SPEED of the crankshaft, and judging that the MISFIRE fault is a continuous MISFIRE fault by the ECU, accumulating and counting a variable Engine _ SPEED _ LIMIT _ MISFIRE _ COUNT;
III, starting a primary SPEED limiting strategy when the value of the variable Engine _ SPEED _ LIMIT _ MISFIRE _ COUNT is larger than a critical value; if the ECU does not detect the fire fault within the time specified by the primary speed-limiting strategy, the normal working mode is recovered; starting a secondary speed limiting strategy when the ECU detects the fire fault again within the time specified by the primary speed limiting strategy;
the primary SPEED limiting strategy is provided with a calibration quantity Engine _ SPEED _ LIMIT _ MISFIRE _ RPM _0 used for detecting the limited rotating SPEED when a fire is detected, and the value is calibrated to be 2500 RPM;
ENGINE _ SPEED _ LIMIT _ default _ TIME0, i.e. the MISFIRE duration, within which TIME the rotational SPEED LIMIT is adjusted down, which is calibrated to 60 s;
ENGINE _ SPEED _ LIMIT _ MISFIRE _ TIME1, i.e. the duration of no longer misfiring, within which TIME range normal injection ignition is resumed, this value being calibrated to 60 s;
the first-level speed limit strategy is that when the rotating speed of the engine is more than 2500rpm, the ECU stops the fuel supply of each cylinder until the rotating speed is reduced by less than 2500rpm, and the fuel supply is recovered; meanwhile, an OBD fault lamp on the instrument flickers to prompt a user that the engine has a fault, and the duration time of a primary speed limiting strategy is 60 s;
when the ECU does not detect the misfire fault any more within the duration of 60s, the normal working mode is recovered; when the ECU detects the fire fault again, a secondary speed limiting strategy is started;
the secondary SPEED LIMIT strategy is provided with a calibration quantity Engine _ SPEED _ LIMIT _ MISFIRE _ RPM _1 for limiting the rotating SPEED for the second time, and the value is calibrated to be 1500 RPM;
the secondary speed limit strategy is that when the rotating speed of the engine is more than 1500rpm, the ECU stops the fuel supply of each cylinder until the rotating speed drops to <1500rpm, and then the ECU resumes the fuel supply;
and IV, stopping and flameout, resetting after the ECU is powered off, temporarily recovering the normal state, and entering a vehicle detection program.
2. The misfire protection method of the gasoline EMS system as recited in claim 1, wherein: in the step II: the variable Engine _ SPEED _ LIMIT _ MISFIRE _ COUNT accumulated COUNT process is: when the ECU detects that the MISFIRE rate exceeds the LIMIT value during a detection period, the value is cumulatively increased by 1, otherwise the value is decreased by 1, and the variable Engine _ SPEED _ LIMIT _ MISFIRE _ COUNT is automatically reset when the ECU is powered off or the value is less than 0.
3. The misfire protection method of the gasoline EMS system as recited in claim 1, wherein: in the step III: when the variable ENGINE _ SPEED _ LIMIT _ default _ COUNT value > the critical value 20, the primary SPEED limiting strategy is activated.
4. The misfire protection method of the gasoline EMS system as recited in claim 1, wherein: in the primary and secondary speed-limiting strategies, the ECU limits the rotating speed of the engine by a strategy of cutting off fuel injection of each cylinder, so that a user can repair the vehicle.
5. The misfire protection method of the gasoline EMS system as recited in claim 1, wherein: and IV, performing power-off reset on the ECU through a key switch, and temporarily recovering to a normal state.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201610435035.7A CN106089463B (en) | 2016-06-17 | 2016-06-17 | Fire protection method of gasoline EMS system |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201610435035.7A CN106089463B (en) | 2016-06-17 | 2016-06-17 | Fire protection method of gasoline EMS system |
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| CN106089463A CN106089463A (en) | 2016-11-09 |
| CN106089463B true CN106089463B (en) | 2021-01-05 |
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| CN113803181B (en) * | 2021-08-06 | 2023-07-11 | 广西玉柴机器股份有限公司 | Fire protection strategy for national six-natural gas engine |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5343844A (en) * | 1990-06-25 | 1994-09-06 | Mitsubishi Denki Kabushiki Kaisha | Apparatus and method for detecting misfiring in an internal combustion engine |
| JP2003009730A (en) * | 2001-07-02 | 2003-01-14 | Shimano Inc | Reel main body for spinning reel |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2507550B2 (en) * | 1988-08-29 | 1996-06-12 | 三菱電機株式会社 | Fuel control device |
| US6520159B2 (en) * | 2001-03-26 | 2003-02-18 | General Motors Corporation | Engine converter misfire protection method and apparatus |
| JP4424178B2 (en) * | 2004-11-30 | 2010-03-03 | スズキ株式会社 | Misfire detection system for multi-cylinder engines |
| JP2007023834A (en) * | 2005-07-13 | 2007-02-01 | Toyota Motor Corp | Control device of internal combustion engine |
| US7591172B2 (en) * | 2007-03-27 | 2009-09-22 | Temic Automotive Of North America, Inc. | Method and system for misfire detection |
| KR101566733B1 (en) * | 2013-11-22 | 2015-11-06 | 현대자동차 주식회사 | Method and apparatus for misfire detection by rev count of vehicle engine |
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Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5343844A (en) * | 1990-06-25 | 1994-09-06 | Mitsubishi Denki Kabushiki Kaisha | Apparatus and method for detecting misfiring in an internal combustion engine |
| JP2003009730A (en) * | 2001-07-02 | 2003-01-14 | Shimano Inc | Reel main body for spinning reel |
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