CN108223181B - Cold start emission reduction strategy monitoring system - Google Patents
Cold start emission reduction strategy monitoring system Download PDFInfo
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- CN108223181B CN108223181B CN201711386660.8A CN201711386660A CN108223181B CN 108223181 B CN108223181 B CN 108223181B CN 201711386660 A CN201711386660 A CN 201711386660A CN 108223181 B CN108223181 B CN 108223181B
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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
- F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
The invention provides a cold start emission reduction strategy monitoring system, which comprises: the system comprises an engine, a control module and a monitoring module; the control module is used for controlling the engine through a control strategy and sending information about the control strategy to be monitored to the monitoring module, wherein the information comprises monitoring information for monitoring the control strategy to be monitored and environmental information for determining whether to monitor the control strategy to be monitored; the monitoring module is used for monitoring the control strategy to be monitored and generating a corresponding monitoring result. The system of the invention realizes functions by monitoring several key parameters of the control module, can accurately identify cold start strategy failure fault in time, does not interfere the system, is easy to realize and can meet the rigorous requirements of future regulations.
Description
Technical Field
The invention relates to a cold-start emission reduction strategy monitoring system, and belongs to the technical field of emission control of On-board diagnostic (OBD) systems of gasoline vehicles.
Background
The three-way catalyst can normally work under certain high temperature, most of the emission pollutants are generated before the catalyst is ignited during cold start, so that aiming at the cold start period, the engine and the control module are provided with a plurality of cold start emission reduction strategies for the rapid ignition of the catalyst, if the strategies are invalid, the emission is easily deteriorated, even the vehicle is damaged, and in order to meet OBD regulations and remind a user of timely maintaining, the vehicle must be provided with a cold start emission reduction strategy system.
Chinese patent application No. CN201510347984.5, which is implemented by excitation of a system, is an interference to a system in a cold start stage and does not describe in detail key parameters, discloses a monitoring cold start emission reduction strategy, which determines whether an engine control system implements a cold start emission reduction strategy by comparing generated output signals based on two control commands input to the engine control strategy.
Disclosure of Invention
The technical problem to be solved by the embodiment of the invention is to provide a cold start emission reduction strategy monitoring system, which can realize functions by monitoring several key parameters of a control module, can timely and accurately identify cold start strategy failure faults, does not interfere the system, is easy to realize and can meet the harsh requirements of future regulations.
The technical scheme adopted by the invention is as follows:
the embodiment of the invention provides a cold start emission reduction strategy monitoring system, which is used for the quick ignition of a catalytic converter and comprises the following components: the system comprises an engine, a control module and a monitoring module; the control module is used for controlling an engine through a control strategy and sending information about the control strategy to be monitored to the monitoring module, wherein the control strategy to be monitored comprises an ignition angle control strategy, an idle speed control strategy and a VVT control strategy, and the information comprises monitoring information for monitoring the control strategy to be monitored and environment information for determining whether to monitor the control strategy to be monitored; the monitoring module is used for monitoring the control strategy to be monitored and generating a corresponding monitoring result and comprises a control unit, an ignition angle control strategy monitoring unit, an idle speed control strategy monitoring unit and a VVT control strategy monitoring unit, wherein the control unit is used for determining the monitoring unit to be monitored based on the received environmental information and sending a corresponding control command to the determined monitoring unit, and each monitoring unit monitors the corresponding control strategy by using corresponding monitoring information based on the control command and generates a corresponding monitoring result.
Optionally, the control unit is configured to determine, based on the received environmental information, that a monitoring operation needs to be performed, and includes: comparing the received environmental information with monitoring conditions under which each monitoring unit executes monitoring operation, and determining the monitoring unit which needs to execute the monitoring operation based on the comparison result; the monitored information includes an actual firing angle efficiency, an actual engine speed, and an actual camshaft position.
Alternatively, if the received environmental information satisfies the following monitoring condition: under the idle working condition, the heating time of the catalyst at least exceeds 11 seconds, the ignition angle delay is less than 80%, the heating function of the catalyst is activated, the idle speed control is activated, the vehicle speed is 0, the engine load change is within 5%, or under the partial load working condition, the heating time of the catalyst at least exceeds 9 seconds, the ignition angle delay is less than 80%, the heating function of the catalyst is activated, the idle speed control is not activated, the vehicle speed exceeds 2km/h, and the engine load change is within 5%, and then the ignition angle control strategy monitoring unit is determined to execute the monitoring operation; if the received environmental information satisfies the following monitoring conditions: the altitude of the vehicle is lower than 2700 m, the engine is in an idle state, the vehicle speed is 0, the catalyst is heated and activated, and the load of the engine is 28% -38%, and then the idle speed control strategy monitoring unit is determined to execute monitoring operation; if the received environmental information satisfies the following monitoring conditions: and when the engine is in an operating state, the camshaft control is activated, and the camshaft timing correction command is activated, determining that the VVT control strategy monitoring unit executes monitoring operation.
Optionally, when it is determined that the ignition angle control strategy monitoring unit performs the monitoring operation, the ignition angle control strategy monitoring unit monitors the ignition angle control strategy by using the actual ignition angle efficiency and generates a corresponding monitoring result, including monitoring the ignition angle control strategy under an idle condition and monitoring the ignition angle control strategy under a partial load condition.
Optionally, the monitoring unit of the ignition angle control strategy for monitoring the ignition angle control strategy under the idle condition by using the actual ignition angle efficiency and generating a corresponding monitoring result comprises: performing difference processing on the actual ignition angle efficiency of the engine under the idling working condition and the ignition angle efficiency of the expected catalyst to initiate combustion to obtain a difference value; performing integration processing on the obtained difference value to obtain an integral value; dividing the obtained integral value by the integral time to obtain the average efficiency difference of the catalyst heating process under the idle working condition; comparing the obtained average efficiency difference with a preset efficiency difference when the heating time of the catalyst is determined to reach the preset heating time; and when the obtained average efficiency difference exceeds the preset efficiency difference, generating a monitoring result that the ignition angle has a fault.
Optionally, the monitoring of the ignition angle control strategy by the ignition angle control strategy monitoring unit using the actual ignition angle efficiency under a part load condition and generating a corresponding monitoring result comprises: performing difference processing on the actual ignition angle efficiency of the engine under the partial load working condition and the ignition angle efficiency of the expected catalyst ignition to obtain a difference value; performing integration processing on the obtained difference value to obtain an integral value; dividing the obtained integral value by the integral time to obtain the average efficiency difference of the heating process of the catalyst under the partial load working condition; comparing the obtained average efficiency difference with a preset efficiency difference when the heating time of the catalyst is determined to reach the preset heating time; and when the obtained average efficiency difference exceeds the preset efficiency difference, generating a monitoring result that the ignition angle has a fault.
Optionally, when it is determined that the idle speed control strategy monitoring unit executes a monitoring operation, the idle speed control strategy monitoring unit monitors an idle speed control strategy by using the actual engine speed and generates a corresponding monitoring result, which specifically includes: if the difference between the actual engine speed and the set engine speed continuously exceeds a preset upper limit threshold value for a preset time, generating a monitoring result of the overspeed of the engine; and if the difference between the actual engine speed and the set engine speed is lower than a preset lower limit threshold value for a preset time and the idle speed controller torque is lower than an idle speed minimum torque limit value, generating a monitoring result of the engine underspeed.
Optionally, when it is determined that the VVT control strategy monitoring unit executes the monitoring operation, the VVT control strategy monitoring unit monitors the VVT control strategy by using the actual camshaft position and generates a corresponding monitoring result, which specifically includes: performing difference processing on the actual camshaft position and a set camshaft position to obtain a position difference value; and comparing the obtained position difference value with a set difference value threshold value, and if the position difference value lasts for a preset time and is longer than the set difference value threshold value, generating a monitoring result that the position of the camshaft has a fault.
Optionally, the control strategy to be monitored further includes an oil rail pressure control strategy, the monitoring module further includes an oil rail pressure control strategy monitoring unit that monitors the oil rail pressure control strategy, and the monitoring information further includes actual oil rail pressure; and if the received environmental information satisfies the following monitoring condition: and if the oil cut working condition occurs and needs to be finished for more than 2 seconds, determining that the oil rail pressure control strategy monitoring unit executes the monitoring operation.
Optionally, when it is determined that the oil rail pressure control strategy monitoring unit executes the monitoring operation, the oil rail pressure control strategy monitoring unit monitors the oil rail pressure control strategy by using the actual oil rail pressure and generates a corresponding monitoring result, which specifically includes: performing difference processing on the actual oil rail pressure and the expected oil rail pressure to obtain a pressure difference value; and comparing the obtained pressure difference with a set pressure threshold, and if the pressure difference exceeds the set pressure threshold, generating a monitoring result that the pressure of the oil way is too high or too low.
According to the cold start emission reduction strategy monitoring system provided by the embodiment of the invention, the functions are realized through a plurality of key parameters carried by the monitoring control module, the failure fault of the cold start strategy can be timely and accurately identified, the system is not interfered, the realization is easy, and the harsh requirements of future regulations can be met.
Drawings
FIG. 1 is a schematic structural diagram of a cold start emission reduction strategy monitoring system provided by an embodiment of the invention;
FIG. 2 is a block diagram of monitoring modules of a cold start emission reduction strategy monitoring system provided by an embodiment of the present invention;
fig. 3 is a flowchart of a cold start emission reduction strategy monitoring method according to an embodiment of the present invention.
Detailed Description
In order to make the technical problems, technical solutions and advantages of the present invention more apparent, the following detailed description is given with reference to the accompanying drawings and specific embodiments.
FIG. 1 is a schematic structural diagram of a cold start emission reduction strategy monitoring system provided by an embodiment of the invention; fig. 2 is a block diagram of a monitoring module of a cold start emission reduction strategy monitoring system according to an embodiment of the present invention.
The cold start emission reduction strategy monitoring system provided by the embodiment of the invention is suitable for a vehicle provided with a three-way catalytic converter (not shown), and as shown in fig. 1 and fig. 2, the system comprises: the system comprises an engine 1, a control module 2 and a monitoring module 3, wherein the monitoring module 3 is used for receiving signals sent by the engine 1 and the control module 2 and evaluating the received signals during the heating of the catalyst so as to monitor whether the engine and the control module have faults or not. Specifically, the control module 2 is configured to control the engine through a control strategy, and send information about a control strategy to be monitored, including an ignition angle control strategy, an idle speed control strategy, and a Variable Valve Timing (VVT) control strategy, to the monitoring module 3, the information including monitoring information for monitoring the control strategy to be monitored and environmental information for determining whether to monitor the control strategy to be monitored; the monitoring module 3 is configured to monitor the control strategy to be monitored and generate a corresponding monitoring result, and includes a control unit 301, an ignition angle control strategy monitoring unit 302, an idle speed control strategy monitoring unit 303, and a VVT control strategy monitoring unit 304, where the control unit 301 is configured to determine a monitoring unit that needs to perform a monitoring operation based on the received environmental information and send a corresponding control instruction to the determined monitoring unit, and each monitoring unit monitors the corresponding control strategy by using corresponding monitoring information based on the control instruction and generates a corresponding monitoring result.
Further, the control unit 301 compares the received environmental information with the monitoring conditions under which the monitoring operations are performed by the respective monitoring units, and determines the monitoring unit that needs to perform the monitoring operation based on the comparison result. The method specifically comprises the following steps:
if the received environmental information satisfies the following monitoring conditions: under the idle working condition, the heating time of the catalyst at least exceeds 11 seconds, the ignition angle delay is less than 80%, the heating function of the catalyst is activated, the idle speed control is activated, the vehicle speed is 0, the engine load change is within 5%, or under the partial load working condition, the heating time of the catalyst at least exceeds 9 seconds, the ignition angle delay is less than 80%, the heating function of the catalyst is activated, the idle speed control is not activated, the vehicle speed exceeds 2km/h, and the engine load change is within 5%, and then the ignition angle control strategy monitoring unit 302 is determined to execute the monitoring operation;
if the received environmental information satisfies the following monitoring conditions: when the altitude of the vehicle is lower than 2700 m, the engine is in an idle state (the position of an acceleration pedal is 0), the vehicle speed is 0, the catalyst is heated and activated, and the load of the engine is 28% -38%, the idle speed control strategy monitoring unit 303 is determined to execute monitoring operation;
if the received environmental information satisfies the following monitoring conditions: when the engine is in an operating state, the camshaft control is activated, and the camshaft timing correction command is activated, it is determined that the VVT control strategy monitoring unit 304 is performing the monitoring operation.
Further, the monitoring information includes an actual firing angle efficiency, an actual engine speed, and an actual camshaft position.
Further, when it is determined that the ignition angle control strategy monitoring unit performs the monitoring operation, the ignition angle control strategy monitoring unit 302 monitors the ignition angle control strategy using the actual ignition angle efficiency and generates a corresponding monitoring result, specifically during the catalyst heating period (the heating time is about 40 seconds or more), including monitoring the ignition angle control strategy under the idle condition and monitoring the ignition angle control strategy under the partial load condition. The monitoring of the ignition angle control strategy by the ignition angle control strategy monitoring unit 302 under the idle condition by using the actual ignition angle efficiency and generating the corresponding monitoring result may include:
s101, performing difference processing on the actual ignition angle efficiency of the engine under the idling working condition and the ignition angle efficiency of the expected catalyst to initiate combustion to obtain a difference value.
In this step, the actual firing angle efficiency may be calculated according to a difference between the optimal firing angle and the actual firing angle, the torque at the optimal firing angle is used as a reference, the firing angle efficiency is 100% at this time, the actual firing angle efficiency is obtained by comparing the torque at the actual firing angle with the reference, and the actual firing angle efficiency may be calculated by the control module 2. The ignition angle efficiency at which the catalyst is expected to light off is stored in advance in the monitoring module 3.
And S110, integrating the obtained difference value to obtain an integral value.
In this step, the formula can be integrated
The resulting difference is subjected to integration processing, where f is the ignition angle efficiency, t0 is the integration start time, and t1 is the integration end time.
And S111, dividing the obtained integral value by the integral time to obtain the average efficiency difference of the catalyst heating process under the idling working condition.
In this step, the integration time is the effective integration time from the start of integration to the end of integration.
And S112, when the heating time of the catalyst reaches the preset heating time, comparing the obtained average efficiency difference with the preset efficiency difference.
The heating time of the catalyst may be compared with a preset heating time, which may be 11 seconds in one example, to determine whether the heating time of the catalyst reaches the preset heating time. If the heating time of the catalyst does not reach the preset heating time, continuing to wait until the condition is satisfied.
And S113, when the obtained average efficiency difference exceeds the preset efficiency difference, generating a monitoring result that the ignition angle has a fault.
In this embodiment, the predetermined efficiency difference may be 20%. The generated monitoring result can be prompted by turning on the corresponding fault lamp.
The ignition angle control strategy monitoring unit 302 may monitor the ignition angle control strategy at part load conditions using the actual ignition angle efficiency and generate corresponding monitoring results, including:
and S120, performing difference processing on the actual ignition angle efficiency of the engine under the partial load working condition and the ignition angle efficiency of the expected catalyst to initiate combustion to obtain a difference value.
In this step, the actual firing angle efficiency may be calculated according to a difference between the optimal firing angle and the actual firing angle, the torque at the optimal firing angle is used as a reference, the firing angle efficiency is 100% at this time, the actual firing angle efficiency is obtained by comparing the torque at the actual firing angle with the reference, and the actual firing angle efficiency may be calculated by the control module 2. The ignition angle efficiency at which the catalyst is expected to light off is stored in advance in the monitoring module 3.
And S121, integrating the obtained difference value to obtain an integral value.
In this step, the formula can be integrated
The resulting difference is subjected to integration processing, where f is the ignition angle efficiency, t0 is the integration start time, and t1 is the integration end time.
And S122, dividing the obtained integral value by the integral time to obtain the average efficiency difference of the heating process of the catalyst under the partial load working condition.
In this step, the integration time is the effective integration time from the start of integration to the end of integration.
And S123, comparing the obtained average efficiency difference with a preset efficiency difference when the heating time of the catalyst reaches the preset heating time.
The heating time of the catalyst may be compared with a preset heating time, which may be 11 seconds in one example, to determine whether the heating time of the catalyst reaches the preset heating time. If the heating time of the catalyst does not reach the preset heating time, continuing to wait until the condition is satisfied.
And S124, when the obtained average efficiency difference exceeds the preset efficiency difference, generating a monitoring result that the ignition angle has faults.
In this embodiment, the predetermined efficiency difference may be 20%. The generated monitoring result can be prompted by turning on the corresponding fault lamp.
The above steps can be executed according to corresponding subunits configured in the ignition angle control strategy monitoring unit, for example, the ignition angle control strategy monitoring unit 302 can include an optimal ignition angle collecting subunit, an actual ignition angle collecting subunit, an ignition angle difference calculating subunit, an ignition angle efficiency calculating subunit, an idle condition average efficiency difference calculating subunit, a partial load condition average efficiency difference calculating subunit, an idle condition fault judging subunit, a partial load condition fault judging subunit, and a fault processing subunit, where the optimal ignition angle collecting subunit and the actual ignition angle collecting subunit are respectively configured to collect an optimal ignition angle and an actual ignition angle, the ignition angle difference calculating subunit is configured to calculate a difference between the collected optimal ignition angle and the actual ignition angle, and the ignition angle efficiency calculating subunit is configured to obtain an actual ignition angle efficiency based on the calculated difference, the idling condition average efficiency difference calculating subunit and the partial load condition average efficiency difference calculating subunit are respectively used for calculating average efficiency difference under two working conditions, the idling condition fault judging subunit and the partial load working condition fault judging subunit are respectively used for judging fault conditions of the two working conditions, and the fault processing subunit is used for processing faults judged by the idling condition fault judging subunit and the partial load working condition fault judging subunit.
Further, when it is determined that the idle speed control strategy monitoring unit performs the monitoring operation, the idle speed control strategy monitoring unit monitors the idle speed control strategy by using the actual engine speed and generates a corresponding monitoring result, including: and comparing the actual engine speed with the set engine speed, and generating a corresponding monitoring result based on the comparison result. Wherein comparing the actual engine speed with a set engine speed and generating a corresponding monitoring result based on the comparison result may specifically include the steps of:
s201, if the difference between the actual engine speed and the set engine speed continuously exceeds a preset upper limit threshold value for a preset time, generating a monitoring result of the overspeed of the engine.
In this embodiment, the preset upper threshold may be 200 rpm, and the generated monitoring result may be prompted by turning on a corresponding fault light.
S202, if the difference between the actual engine speed and the set engine speed is lower than a preset lower limit threshold continuously for a preset time and the torque of the idle speed controller is lower than an idle speed minimum torque limit value, an engine underspeed monitoring result is generated.
In this embodiment, the preset lower threshold may be-200 rpm, the idle minimum torque limit may be 12N · m, and the generated monitoring result may be indicated by turning on a corresponding fault lamp.
Further, when it is determined that the VVT control strategy monitoring unit 303 executes the monitoring operation, the VVT control strategy monitoring unit monitors the VVT control strategy by using the actual camshaft position and generates a corresponding monitoring result, which specifically includes:
s301, performing difference processing on the actual camshaft position and a set camshaft position to obtain a position difference value;
s302, comparing the obtained position difference value with a set difference value threshold, and if the position difference value lasts for a preset time and is longer than the set difference value threshold, generating a monitoring result that the position of the camshaft has a fault.
In this step, the preset time may be 5 seconds, and the set difference threshold may be: the intake VVT is 22 degrees; the exhaust VVT is 40 degrees.
In more detail, the VVT control strategy monitoring unit 303 may include an intake VVT control strategy monitoring subunit and an exhaust VVT control strategy monitoring subunit, and monitors whether the actual camshaft position is sufficiently close to the set position during the catalyst warm-up phase, and when the camshaft actuator is stuck and the set position is not reached within a certain time, for example, 5 seconds, a failure is indicated, which is mainly determined by comparing the difference between the set position value and the actual position value of each camshaft with a set difference threshold, which is determined by the engine speed and the oil temperature. By evaluating the deviation between the actual position and the set position of the camshaft, if the deviation exceeds the preset time and is still higher than the set difference threshold value, a fault is reported through a fault lamp.
In another embodiment of the present invention, when the engine 1 is of an in-cylinder direct injection type, the control strategy to be monitored further includes an oil rail pressure control strategy, the monitoring module 3 further includes an oil rail pressure control strategy monitoring unit for monitoring the oil rail pressure control strategy, and the monitoring information further includes an actual oil rail pressure.
In this embodiment, if the received environmental information satisfies the following monitoring condition: and if the oil cut working condition occurs and needs to be finished for more than 2 seconds, determining that the oil rail pressure control strategy monitoring unit executes the monitoring operation.
Further, when it is determined that the oil rail pressure control strategy monitoring unit executes the monitoring operation, the oil rail pressure control strategy monitoring unit monitors the oil rail pressure control strategy by using the actual oil rail pressure sent by the control module and generates a corresponding monitoring result, which specifically includes:
s401, performing difference processing on the actual oil rail pressure and the expected oil rail pressure to obtain a pressure difference value.
S402, comparing the obtained pressure difference value with a set pressure threshold value, and if the pressure difference value exceeds the set pressure threshold value, generating a monitoring result that the oil line pressure is too high or too low.
In this step, the set pressure threshold may be 1.5 Mpa. The generated monitoring result can be prompted by turning on the corresponding fault lamp.
It should be noted that the control module of the present invention may include not only the control of the engine by the control strategy described above, but also other control strategies, such as fuel injection control strategy and air-fuel ratio control strategy. Further, similar to the ignition angle control strategy monitoring unit, the idle speed control strategy monitoring unit, the VVT control strategy monitoring unit and the rail pressure control strategy monitoring unit may also comprise a fault handling sub-unit for handling generated faults.
In summary, the cold start emission reduction strategy monitoring system provided by the embodiment of the invention can realize functions by monitoring several key parameters of the control module, can timely and accurately identify the failure fault of the cold start strategy, does not interfere the system, is easy to realize, and can meet the harsh requirements of future regulations.
Based on the same inventive concept, the embodiment of the invention also provides a cold start emission reduction strategy monitoring method, and as the principle of the problem solved by the method is similar to that of the cold start emission reduction strategy monitoring system, the implementation of the method can refer to the implementation of the system, and repeated parts are not repeated.
As shown in fig. 3, the method for monitoring the cold start emission reduction strategy according to the embodiment of the present invention includes the following steps:
s501, acquiring information about a control strategy to be monitored, wherein the control strategy to be monitored comprises an ignition angle control strategy, an idle speed control strategy, a VVT control strategy and an oil rail pressure control strategy, and the information comprises monitoring information for monitoring the control strategy to be monitored and environmental information for determining whether to monitor the control strategy to be monitored;
s502, determining a control strategy to be monitored based on the received environmental information, and monitoring the corresponding control strategy by using the corresponding monitoring information to generate a corresponding monitoring result.
Further, the determining of the control strategy to be monitored based on the received environment information in step S502 includes: and comparing the received environment information with the monitoring condition for performing the monitoring operation on the control strategy to be monitored, and determining the monitoring unit required to perform the monitoring operation based on the comparison result.
Further, the monitoring information includes an actual firing angle efficiency, an actual engine speed, and an actual camshaft position.
Further, if the received environment information satisfies the following monitoring condition: under the idle working condition, the heating time of the catalyst at least exceeds 11 seconds, the ignition angle delay is less than 80%, the heating function of the catalyst is activated, the idle control is activated, the vehicle speed is 0, the engine load change is within 5%, or under the partial load working condition, the heating time of the catalyst at least exceeds 9 seconds, the ignition angle delay is less than 80%, the heating function of the catalyst is activated, the idle control is not activated, the vehicle speed exceeds 2km/h, and the engine load change is within 5%, and then the monitoring operation of the ignition angle control strategy is determined to be executed;
if the received environmental information satisfies the following monitoring conditions: the altitude of the vehicle is lower than 2700 m, the engine is in an idle state, the vehicle speed is 0, the catalyst is heated and activated, and the load of the engine is 28% -38%, so that the monitoring operation is determined to be executed on the idle speed control strategy;
if the received environmental information satisfies the following monitoring conditions: and when the engine is in an operating state, the camshaft control is activated, and the camshaft timing correction command is activated, the VVT control strategy is determined to be executed with monitoring operation.
Further, when it is determined that the monitoring operation is performed on the ignition angle control strategy, the ignition angle control strategy is monitored by using the actual ignition angle efficiency and corresponding monitoring results are generated, wherein the monitoring operation comprises monitoring the ignition angle control strategy under an idle condition and monitoring the ignition angle control strategy under a partial load condition.
Further, monitoring the ignition angle control strategy at idle conditions using the actual ignition angle efficiency and generating corresponding monitoring results comprises:
performing difference processing on the actual ignition angle efficiency of the engine under the idling working condition and the ignition angle efficiency of the expected catalyst to initiate combustion to obtain a difference value;
performing integration processing on the obtained difference value to obtain an integral value;
dividing the obtained integral value by the integral time to obtain the average efficiency difference of the catalyst heating process under the idle working condition;
comparing the obtained average efficiency difference with a preset efficiency difference when the heating time of the catalyst is determined to reach the preset heating time;
and when the obtained average efficiency difference exceeds the preset efficiency difference, generating a monitoring result that the ignition angle has a fault.
Further, monitoring the firing angle control strategy at part load conditions using the actual firing angle efficiency and generating corresponding monitoring results includes:
performing difference processing on the actual ignition angle efficiency of the engine under the partial load working condition and the ignition angle efficiency of the expected catalyst ignition to obtain a difference value;
performing integration processing on the obtained difference value to obtain an integral value;
dividing the obtained integral value by the integral time to obtain the average efficiency difference of the heating process of the catalyst under the partial load working condition;
comparing the obtained average efficiency difference with a preset efficiency difference when the heating time of the catalyst is determined to reach the preset heating time;
and when the obtained average efficiency difference exceeds the preset efficiency difference, generating a monitoring result that the ignition angle has a fault.
Further, when it is determined that the monitoring operation is performed on the idle speed control strategy, monitoring the idle speed control strategy by using the actual engine speed and generating a corresponding monitoring result, comprising: and comparing the actual engine speed with the set engine speed, and generating a corresponding monitoring result based on the comparison result.
Further, comparing the actual engine speed with a set engine speed, and generating a corresponding monitoring result based on the comparison result, specifically comprising: if the difference between the actual engine speed and the set engine speed continuously exceeds a preset upper limit threshold value for a preset time, generating a monitoring result of the overspeed of the engine; and if the difference between the actual engine speed and the set engine speed is lower than a preset lower limit threshold value for a preset time and the idle speed controller torque is lower than an idle speed minimum torque limit value, generating a monitoring result of the engine underspeed.
Further, when it is determined to perform a monitoring operation on the VVT control strategy monitoring unit, monitoring the VVT control strategy using the actual camshaft position and generating a corresponding monitoring result, specifically including: performing difference processing on the actual camshaft position and a set camshaft position to obtain a position difference value; and comparing the obtained position difference value with a set difference value threshold value, and if the position difference value lasts for a preset time and is longer than the set difference value threshold value, generating a monitoring result that the position of the camshaft has a fault.
Further, the control strategy to be monitored further comprises an oil rail pressure control strategy, and the monitoring information further comprises actual oil rail pressure.
Further, if the received environment information satisfies the following monitoring condition: and if the oil cut working condition occurs and needs to be finished for more than 2 seconds, determining to execute monitoring operation on the oil rail pressure control strategy monitoring unit.
Further, when it is determined that the monitoring operation is performed on the oil rail pressure control strategy monitoring unit, the actual oil rail pressure sent by the control module is used for monitoring the oil rail pressure control strategy and generating a corresponding monitoring result, which specifically includes: performing difference processing on the actual oil rail pressure and the expected oil rail pressure to obtain a pressure difference value; and comparing the obtained pressure difference with a set pressure threshold, and if the pressure difference exceeds the set pressure threshold, generating a monitoring result that the pressure of the oil way is too high or too low.
The above steps can be realized by the above modules, and are not described herein again. And the embodiments and features of the embodiments in the present application may be combined with each other without conflict.
The above-mentioned embodiments are only specific embodiments of the present invention, which are used for illustrating the technical solutions of the present invention and not for limiting the same, and the protection scope of the present invention is not limited thereto, although the present invention is described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: any person skilled in the art can modify or easily conceive the technical solutions described in the foregoing embodiments or equivalent substitutes for some technical features within the technical scope of the present disclosure; such modifications, changes or substitutions do not depart from the spirit and scope of the embodiments of the present invention, and they should be construed as being included therein. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (6)
1. A cold start emission reduction strategy monitoring system for rapid light-off of a catalyst, comprising: the system comprises an engine, a control module and a monitoring module;
the control module is used for controlling an engine through a control strategy and sending information about the control strategy to be monitored to the monitoring module, wherein the control strategy to be monitored comprises an ignition angle control strategy, an idle speed control strategy and a VVT control strategy, and the information comprises monitoring information for monitoring the control strategy to be monitored and environment information for determining whether to monitor the control strategy to be monitored;
the monitoring module is used for monitoring the control strategy to be monitored and generating a corresponding monitoring result and comprises a control unit, an ignition angle control strategy monitoring unit, an idle speed control strategy monitoring unit and a VVT control strategy monitoring unit, wherein the control unit is used for determining the monitoring unit to be monitored based on the received environmental information and sending a corresponding control instruction to the determined monitoring unit, and each monitoring unit monitors the corresponding control strategy by using corresponding monitoring information based on the control instruction and generates a corresponding monitoring result;
the control unit is used for determining that a monitoring operation needs to be executed based on the received environment information, and comprises the following steps: comparing the received environmental information with monitoring conditions under which each monitoring unit executes monitoring operation, and determining the monitoring unit which needs to execute the monitoring operation based on the comparison result;
the monitoring information comprises actual ignition angle efficiency, actual engine speed and actual camshaft position;
when the ignition angle control strategy monitoring unit is determined to execute monitoring operation, the ignition angle control strategy monitoring unit monitors the ignition angle control strategy by using the actual ignition angle efficiency and generates a corresponding monitoring result, wherein the monitoring operation comprises monitoring the ignition angle control strategy under an idle working condition and monitoring the ignition angle control strategy under a partial load working condition;
when it is determined that the idle speed control strategy monitoring unit executes the monitoring operation, the idle speed control strategy monitoring unit monitors an idle speed control strategy by using the actual engine speed and generates a corresponding monitoring result, which specifically includes:
if the difference between the actual engine speed and the set engine speed continuously exceeds a preset upper limit threshold value for a preset time, generating a monitoring result of the overspeed of the engine; and
if the difference between the actual engine speed and the set engine speed is lower than a preset lower limit threshold value continuously for a preset time and the torque of the idle speed controller is lower than an idle speed minimum torque limit value, generating an engine underspeed monitoring result;
when it is determined that the VVT control strategy monitoring unit executes the monitoring operation, the VVT control strategy monitoring unit monitors the VVT control strategy by using the actual camshaft position and generates a corresponding monitoring result, which specifically includes:
performing difference processing on the actual camshaft position and a set camshaft position to obtain a position difference value;
and comparing the obtained position difference value with a set difference value threshold value, and if the position difference value lasts for a preset time and is longer than the set difference value threshold value, generating a monitoring result that the position of the camshaft has a fault.
2. The cold-start emission reduction strategy monitoring system of claim 1, wherein if the received environmental information satisfies the following monitoring condition: under the idle working condition, the heating time of the catalyst at least exceeds 11 seconds, the ignition angle delay is less than 80%, the heating function of the catalyst is activated, the idle speed control is activated, the vehicle speed is 0, the engine load change is within 5%, or under the partial load working condition, the heating time of the catalyst at least exceeds 9 seconds, the ignition angle delay is less than 80%, the heating function of the catalyst is activated, the idle speed control is not activated, the vehicle speed exceeds 2km/h, and the engine load change is within 5%, and then the ignition angle control strategy monitoring unit is determined to execute the monitoring operation;
if the received environmental information satisfies the following monitoring conditions: the altitude of the vehicle is lower than 2700 m, the engine is in an idle state, the vehicle speed is 0, the catalyst is heated and activated, and the load of the engine is 28% -38%, and then the idle speed control strategy monitoring unit is determined to execute monitoring operation;
if the received environmental information satisfies the following monitoring conditions: and when the engine is in an operating state, the camshaft control is activated, and the camshaft timing correction command is activated, determining that the VVT control strategy monitoring unit executes monitoring operation.
3. The cold start emission reduction strategy monitoring system of claim 1, wherein the ignition angle control strategy monitoring unit monitoring an ignition angle control strategy at idle conditions using the actual ignition angle efficiency and generating corresponding monitoring results comprises:
performing difference processing on the actual ignition angle efficiency of the engine under the idling working condition and the ignition angle efficiency of the expected catalyst to initiate combustion to obtain a difference value;
performing integration processing on the obtained difference value to obtain an integral value;
dividing the obtained integral value by the integral time to obtain the average efficiency difference of the catalyst heating process under the idle working condition;
comparing the obtained average efficiency difference with a preset efficiency difference when the heating time of the catalyst is determined to reach the preset heating time;
and when the obtained average efficiency difference exceeds the preset efficiency difference, generating a monitoring result that the ignition angle has a fault.
4. The cold start emission reduction strategy monitoring system of claim 1, wherein the ignition angle control strategy monitoring unit monitoring an ignition angle control strategy at part load conditions using the actual ignition angle efficiency and generating corresponding monitoring results comprises:
performing difference processing on the actual ignition angle efficiency of the engine under the partial load working condition and the ignition angle efficiency of the expected catalyst ignition to obtain a difference value;
performing integration processing on the obtained difference value to obtain an integral value;
dividing the obtained integral value by the integral time to obtain the average efficiency difference of the heating process of the catalyst under the partial load working condition;
comparing the obtained average efficiency difference with a preset efficiency difference when the heating time of the catalyst is determined to reach the preset heating time;
and when the obtained average efficiency difference exceeds the preset efficiency difference, generating a monitoring result that the ignition angle has a fault.
5. The system for monitoring the cold start emission reduction strategy of claim 1, wherein the control strategy to be monitored further comprises a fuel rail pressure control strategy, the monitoring module further comprises a fuel rail pressure control strategy monitoring unit for monitoring the fuel rail pressure control strategy, and the monitoring information further comprises actual fuel rail pressure; and
if the received environmental information satisfies the following monitoring conditions: and if the oil cut working condition occurs and needs to be finished for more than 2 seconds, determining that the oil rail pressure control strategy monitoring unit executes the monitoring operation.
6. The system for monitoring the cold start emission reduction strategy according to claim 5, wherein when it is determined that the oil rail pressure control strategy monitoring unit performs the monitoring operation, the oil rail pressure control strategy monitoring unit monitors the oil rail pressure control strategy by using the actual oil rail pressure and generates a corresponding monitoring result, specifically comprising:
performing difference processing on the actual oil rail pressure and the expected oil rail pressure to obtain a pressure difference value;
and comparing the obtained pressure difference with a set pressure threshold, and if the pressure difference exceeds the set pressure threshold, generating a monitoring result that the pressure of the oil way is too high or too low.
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| CN111878229A (en) * | 2020-06-30 | 2020-11-03 | 东风汽车集团有限公司 | Gasoline engine cold start emission reduction monitoring method and system |
| CN115045740B (en) * | 2021-03-08 | 2024-02-09 | 上汽通用汽车有限公司 | Monitoring device and method for cold start emission reduction strategy and vehicle |
| CN115247606A (en) * | 2022-04-29 | 2022-10-28 | 长城汽车股份有限公司 | Engine fault processing method, control equipment and storage medium |
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