CN109236537B - Knock control method and apparatus, and computer-readable storage medium - Google Patents
Knock control method and apparatus, and computer-readable storage medium Download PDFInfo
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- CN109236537B CN109236537B CN201811415756.7A CN201811415756A CN109236537B CN 109236537 B CN109236537 B CN 109236537B CN 201811415756 A CN201811415756 A CN 201811415756A CN 109236537 B CN109236537 B CN 109236537B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
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- F02P5/152—Digital data processing dependent on pinking
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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Abstract
The invention discloses a knock control method and device and a computer readable storage medium, and belongs to the technical field of automobiles. The method comprises the following steps: when the stable running time of the engine is greater than a first threshold value, determining an ignition advance angle offset value corresponding to the rotation speed and the load of the engine according to the rotation speed and the load of the engine; correcting the ignition advance angle by adopting the ignition advance angle offset value, and igniting the engine by adopting the corrected ignition advance angle; periodically acquiring a knock sensor signal in the engine; adjusting the spark advance offset value based on the knock sensor signal until the spark advance offset value reaches a knock threshold value.
Description
Technical Field
The present invention relates to the field of automotive technologies, and in particular, to a knock control method and apparatus, and a computer-readable storage medium.
Background
When the engine sucks the gas mixture, the gas mixture does not reach the designed ignition position in the compression stroke, and the gas mixture is ignited and combusted. At this time, the great impact force generated by combustion is opposite to the direction of piston movement, causing engine vibration, a phenomenon called knocking.
Knocking is a very harmful phenomenon for the engine, the main detriments being: the engine power is reduced, the oil consumption is increased, the noise is increased, the automobile comfort is poor, the emission is deteriorated, and in the most serious condition, cylinder knocking, engine flameout and damage to mechanical parts of the engine can be caused, so that huge economic loss is brought to an owner.
At present, knocking of an engine is usually avoided before sale. Specifically, an Electronic Control Unit (ECU)) collects signals of a knock sensor mounted on a prototype (engine) or a prototype vehicle (vehicle), identifies whether a current combustion cycle has a knock condition caused by unreasonable ignition advance angle setting according to the knock sensor signals, and adjusts the ignition advance angle based on whether the knock occurs.
However, due to unavoidable production tolerance, difference of fuel quality characteristics and insufficient coverage of ECU calibration data, and considering the influence of adverse factors such as change of environment in a combustion chamber and wear and aging of engine body hardware on combustion caused by long-term use of the engine, it is difficult to avoid the occurrence of knocking problem of the engine after the automobile is sold.
Disclosure of Invention
The embodiment of the invention provides a knock control method and device and a computer readable storage medium, which are used for solving the problem of knocking of an after-sale engine of an automobile. The technical scheme is as follows:
in one aspect, an embodiment of the present invention provides a knock control method, where the knock control method includes:
when the stable running time of the engine is greater than a first threshold value, determining an ignition advance angle offset value corresponding to the rotation speed and the load of the engine according to the rotation speed and the load of the engine;
correcting the ignition advance angle by adopting the ignition advance angle offset value, and igniting the engine by adopting the corrected ignition advance angle;
periodically acquiring a knock sensor signal in the engine;
adjusting the spark advance offset value based on the knock sensor signal until the spark advance offset value reaches a knock threshold value.
In one implementation manner of the embodiment of the present invention, the determining an offset value of a spark advance angle corresponding to a rotation speed and a load of the engine according to the rotation speed and the load of the engine includes:
and searching a comparison table of the offset value of the ignition advance according to the rotation speed and the load of the engine, and selecting the offset value of the ignition advance corresponding to the rotation speed and the load of the engine from the comparison table of the offset value of the ignition advance.
In one implementation of the embodiment of the present invention, the adjusting the spark advance angle offset value according to the knock sensor signal includes:
judging whether knocking occurs at present according to the signal of the knocking sensor to obtain a judgment result;
adjusting the offset value of the ignition advance angle according to the step value according to the judgment result;
correcting the ignition advance angle by the corrected ignition advance angle offset value, and igniting the engine by adopting the corrected ignition advance angle;
judging whether knocking occurs or not according to the signal of the knocking sensor;
and when the judgment result is different from the last judgment result, stopping adjusting the offset value of the ignition advance angle.
In an implementation manner of the embodiment of the present invention, the method further includes:
and after the adjustment of the ignition advance angle deviation value is stopped and the stable running time of the engine is greater than a second threshold value, replacing the original ignition advance angle deviation value in the ignition advance angle deviation value comparison table with the adjusted ignition advance angle deviation value.
In another aspect, an embodiment of the present invention further provides a knock control apparatus, including:
the device comprises a determining module, a judging module and a judging module, wherein the determining module is used for determining an ignition advance angle offset value corresponding to the rotation speed and the load of an engine according to the rotation speed and the load of the engine when the stable operation time length of the engine is greater than a first threshold;
the correction module is used for correcting the ignition advance angle by adopting the ignition advance angle offset value and igniting the engine by adopting the corrected ignition advance angle;
an acquisition module to periodically acquire a knock sensor signal in the engine;
an adjustment module to adjust the spark advance offset value based on the knock sensor signal until the spark advance offset value reaches a knock threshold value.
In an implementation manner of the embodiment of the present invention, the determining module is configured to search a comparison table of an offset value of a spark advance according to a rotation speed and a load of the engine, and select the offset value of the spark advance corresponding to the rotation speed and the load of the engine from the comparison table of the offset value of the spark advance.
In an implementation manner of the embodiment of the present invention, the adjusting module includes:
the judgment submodule is used for judging whether knocking occurs currently according to the signal of the knocking sensor to obtain a judgment result;
the adjusting submodule is used for adjusting the offset value of the ignition advance angle according to the step value according to the judgment result;
the correction module is further configured to correct the ignition advance angle by using the modified ignition advance angle offset value, and perform ignition of the engine by using the corrected ignition advance angle;
the judgment submodule is also used for judging whether knocking occurs or not according to the signal of the knocking sensor again;
and the adjusting submodule is also used for stopping adjusting the offset value of the ignition advance angle when the judgment result is different from the last judgment result.
In an implementation manner of the embodiment of the present invention, the apparatus further includes:
and the storage module is used for replacing the original ignition advance angle deviation value in the ignition advance angle deviation value comparison table with the adjusted ignition advance angle deviation value when the adjustment of the ignition advance angle deviation value is stopped and the stable running time of the engine is greater than a second threshold value.
In another aspect, an embodiment of the present invention further provides a knock control apparatus, where the apparatus includes: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to perform a knock control method as described in any one of the preceding.
In another aspect, embodiments of the present invention also provide a computer-readable storage medium, where instructions, when executed by a processor of a knock control device, enable the knock control device to perform any one of the knock control methods described above.
The technical scheme provided by the embodiment of the invention has the following beneficial effects:
in the embodiment of the invention, when the engine runs stably, according to the initial value of the ignition advance angle deviation value corresponding to the rotation speed and the load of the engine, the knock sensor signal in the engine is periodically acquired, and the ignition advance angle deviation value is adjusted according to the knock sensor signal until the ignition advance angle deviation value reaches the knock critical value, so that the engine does not knock any more. The scheme belongs to a dynamic adjustment process, not only can solve the detonation problem of the engine, but also is not influenced by adverse factors such as production and manufacturing tolerance, difference of fuel quality characteristics, insufficient coverage of ECU calibration data, environment change in a combustion chamber of the engine, abrasion and aging of engine body hardware and the like.
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In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a flow chart of a knock control method provided by an embodiment of the present invention;
FIG. 2 is a flow chart of another knock control method provided by an embodiment of the present invention;
fig. 3 is a flowchart of a method for adjusting an offset value of a spark advance according to an embodiment of the present invention;
fig. 4 is a schematic structural diagram of a knock control apparatus according to an embodiment of the present invention;
fig. 5 is a block diagram of a knock control apparatus according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
Fig. 1 is a flowchart of a knock control method according to an embodiment of the present invention. The knock control method may be executed by an ECU in the vehicle. Referring to fig. 1, the knock control method includes:
step 101: and when the stable running time of the engine is greater than a first threshold value, determining an ignition advance angle offset value corresponding to the rotation speed and the load of the engine according to the rotation speed and the load of the engine.
The ECU judges whether the engine runs stably or not by acquiring data such as the rotating speed of the engine, the pressure of an intake manifold, the inflation efficiency, the load and the like. For example, the ECU determines whether the engine is running smoothly by determining whether the rotation speed and the load are matched; when the rotating speed is matched with the load, the engine is judged to run stably, and when the rotating speed is not matched with the load, the engine is judged to run non-stably. The ECU is preset with a matching relation between the rotating speed and the load, and judges whether the rotating speed is matched with the load or not according to the matching relation. If the rotating speed is 2000rpm and the load is 85%, the ECU judges that the rotating speed is matched with the load according to the matching relation of the rotating speed and the load, and further judges that the engine runs stably.
Of course, the above is merely an example, and a plurality of parameters may be used simultaneously to determine whether the engine is working smoothly. The first threshold value can be designed according to actual needs.
Step 102: and correcting the ignition advance angle by adopting the ignition advance angle offset value, and igniting the engine by adopting the corrected ignition advance angle.
The angle through which the crankshaft rotates during the period from the time of ignition until the piston reaches compression top dead center is referred to as the spark advance angle. Therefore, the ignition timing is set as well as the advance angle.
Step 103: knock sensor signals in the engine are acquired periodically.
The knock sensor is installed in the middle of the cylinder block of the engine, and in the case of a four-cylinder engine, the knock sensor may be installed between 2 cylinders and 3 cylinders. The knock sensor is used for measuring the shake degree of the engine, and when the engine knocks, the shake degree of the engine is converted into a voltage signal to be output to the ECU.
The ECU periodically collects the knock sensor signal, for example, every 1 second.
Step 104: the spark advance offset value is adjusted based on the knock sensor signal until the spark advance offset value reaches a knock threshold value.
Here, adjusting the spark advance offset value according to the knock sensor signal may refer to: the spark advance offset value is decreased by a step size when the knock sensor signal indicates that knock is occurring, and increased by a step size when the knock sensor signal indicates that knock is not occurring. This step is repeated until the spark advance offset value reaches a knock threshold value, where the knock threshold value is such that the engine does not knock and if the spark advance offset value continues to be decreased or increased, knock will again occur.
In the embodiment of the invention, when the engine runs stably, according to the initial value of the ignition advance angle offset value corresponding to the rotation speed and the load of the engine, the knock sensor signal in the engine is periodically acquired, and the ignition advance angle offset value is adjusted according to the knock sensor signal until the ignition advance angle offset value reaches the knock critical value, so that the engine does not knock any more. The scheme belongs to a dynamic adjustment process, not only can solve the detonation problem of the engine, but also is not influenced by adverse factors such as production and manufacturing tolerance, difference of fuel quality characteristics, insufficient coverage of ECU calibration data, environment change in a combustion chamber of the engine, abrasion and aging of engine body hardware and the like.
In addition, the method only adds an adaptive control strategy in the ECU, the adjustment of the offset value of the ignition advance angle can be automatically completed in the process that a user uses the vehicle, the current hardware does not need to be changed, and the product cost can be effectively controlled.
FIG. 2 is a flow chart of another knock control method provided by an embodiment of the invention. Referring to fig. 2, the knock control method may be performed by an ECU in a vehicle, the knock control method including:
step 200: a knock sensor signal in an engine is acquired.
The knock sensor is usually installed in the middle of the cylinder block of the engine, and in the case of a four-cylinder engine, the knock sensor may be installed between 2 cylinders and 3 cylinders. The knock sensor is used for measuring the jitter of the engine, when the engine knocks, the engine shakes, and the knock sensor converts the jitter of the engine into a voltage signal to be output to the ECU.
Step 201: and judging whether a knock sensor signal in the engine is normal or not.
When the knock sensor signal is normal, executing step 202; and when the signal of the knock sensor is abnormal, ending the process.
When the signal of the knock sensor is abnormal, the knock sensor can output a signal to alarm, so that a worker can timely overhaul the signal of the knock sensor.
The signal output by the knock sensor has a value range, and the ECU can determine whether the knock sensor signal is normal or not based on the value range.
Further, when the conditions of short circuit, open circuit and the like occur, the range of the signal of the knock sensor is also known, so that when the ECU judges that the signal of the knock sensor is abnormal, whether the fault of the knock sensor occurs or not can be determined according to whether the signal of the knock sensor is in the signal range of short circuit, open circuit and the like, and then a corresponding alarm signal, such as a short circuit or short circuit alarm signal, is output according to the determined fault type.
The embodiment of the invention ensures that the working state of the knock sensor is normal, if the knock sensor is abnormal, the signal fed back by knock judgment loses reference value, and error guidance is generated for the adaptive control of the ECU knock, so under the condition, the adaptive regulation of the knock is not carried out, and after the signal of the knock sensor is ensured to be reasonable after the maintenance to be checked, the subsequent steps are carried out.
Step 202: and judging whether the stable running time of the engine is greater than a first threshold value or not.
The ECU judges whether the engine runs stably or not by acquiring data such as the rotating speed of the engine, the pressure of an intake manifold, the inflation efficiency, the load and the like. For example, the ECU determines whether the engine is running smoothly by determining whether the rotation speed and the load are matched; when the rotating speed is matched with the load, the engine is judged to run stably, and when the rotating speed is not matched with the load, the engine is judged to run non-stably. The ECU is preset with a matching relation between the rotating speed and the load, and judges whether the rotating speed is matched with the load or not according to the matching relation. If the rotating speed is 2000rpm and the load is 85%, the ECU judges that the rotating speed is matched with the load according to the matching relation of the rotating speed and the load, and further judges that the engine runs stably. And, through periodic judgment, it can be determined whether the current engine steady operation duration is greater than the first threshold, for example, if the engine steady operation is judged for a plurality of times continuously, and the time interval between the first time and the last time in the plurality of times of judgment is greater than the first threshold, it indicates whether the current engine steady operation duration is greater than the first threshold.
Of course, the above is merely an example, and a plurality of parameters may be used simultaneously to determine whether the engine is working smoothly. The first threshold value can be designed according to actual needs.
Step 203: and when the stable running time of the engine is greater than a first threshold value, determining an ignition advance angle offset value corresponding to the rotation speed and the load of the engine according to the rotation speed and the load of the engine.
In the embodiment of the present invention, determining the offset value of the spark advance angle corresponding to the rotation speed and the load of the engine according to the rotation speed and the load of the engine may include:
and searching a comparison table of the offset value of the ignition advance according to the rotation speed and the load of the engine, and selecting the offset value of the ignition advance corresponding to the rotation speed and the load of the engine from the comparison table of the offset value of the ignition advance.
For example, in the embodiment of the present disclosure, the engine speed and the engine load may be equally divided into a plurality of sections, as shown in tables 1 and 2 below. According to tables 1 and 2, a comparison table of offset values of the ignition advance angle shown in table 3 can be designed, the offset value of the ignition advance angle corresponding to the combination of any rotating speed interval and any load interval is defined in the comparison table of the offset values of the ignition advance angle, and the corresponding offset value of the ignition advance angle can be found from the comparison table of the offset values of the ignition advance angle only by determining the interval where the rotating speed and the load of the engine are located.
TABLE 1 (maximum rotation speed 6000rpm as an example)
Wherein, the rotation speed is divided into 12 intervals, wherein the 0 th interval is 0-1000rpm, the 1 st interval is 1000-1500rpm, and the 11 th interval of … … is more than 6000 rpm.
TABLE 2 (maximum load as 100%)
| Load (%) | 0 | 10 | 20 | 30 | 40 | 50 | 60 | 70 | 80 | 90 | 100 |
| Serial number | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 |
Wherein, the load is divided into 11 intervals, wherein the 0 th interval is 0-10%, the 1 st interval is 10% -20%, and the 10 th interval of … … is 100%.
TABLE 3
| Region(s) | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 |
| 0 | ||||||||||||
| 1 | ||||||||||||
| 2 | ||||||||||||
| 3 | ||||||||||||
| 4 | ΔCrk54 | |||||||||||
| 5 | ||||||||||||
| 6 | ||||||||||||
| 7 | ||||||||||||
| 8 | ||||||||||||
| 9 | ||||||||||||
| 10 |
In table 3, the first row number indicates the section where the rotation speed is located, and the first column number indicates the section where the load is located. The division of the ignition advance angle deviation value comparison table is based on two characteristic parameters of a rotating speed interval and a load interval, and 132 areas are counted: the initial value of each region may be set to 0 in crank angle units. The values of the ignition advance angle deviation values corresponding to the intervals are respectively delta Crki，i＝1,2，…132，ΔCrkiIs within the adjustable range of [ - Δ, Δ [ - Δ]In the meantime.
Determining the respective intervals of the rotating speed and the load according to the rotating speed and the load of the engine; and looking up a table according to the respective intervals of the rotating speed and the load to obtain the corresponding offset value of the ignition advance angle.
For example, if the rotation speed is in the 5 th interval and the load is in the 4 th interval, the ignition timing offset value obtained by looking up the table 3 is Δ Crk54。
When the stable running time of the engine is judged to be longer than the first threshold value, the ECU closes the closed loop feedback function of the engine, and the conflict with the automatic adaptation scheme provided by the invention is avoided. The closed loop feedback function is also controlled by the ECU, and in the function, the ECU judges whether knocking occurs or not according to a signal of the knock sensor, and when the knocking occurs, the ignition advance angle is quickly reduced, and when the knocking does not occur, the ignition advance angle is slowly increased. This approach requires constant adjustment to achieve a relatively steady state. According to the scheme, only fine adjustment is needed after the ignition advance angle deviation values corresponding to each rotating speed interval and each load interval are determined, so that the time of subsequent adjustment is saved, and the engine runs more stably.
When the engine steady operation time period is not greater than the first threshold, step 203 is not executed, and the result of judging whether the engine steady operation time period is greater than the first threshold is waited for next time.
Step 204: and correcting the ignition advance angle by adopting the ignition advance angle offset value, and igniting the engine by adopting the corrected ignition advance angle.
The angle through which the crankshaft rotates during the period from the time of ignition until the piston reaches compression top dead center is referred to as the spark advance angle. Therefore, the ignition timing is set as well as the advance angle.
In the disclosed embodiment, the spark advance angle is a reference value that is stored in the ECU and that may be used directly by the ECU during knock control. The ignition advance angle can be obtained through experiments in advance.
Step 205: knock sensor signals in the engine are acquired periodically.
The ECU periodically collects the knock sensor signal, for example, every 1 second. After each knock sensor signal is collected, the spark advance offset value is adjusted as in step 206.
The acquisition period of the signal of the knock sensor can be set as required.
Step 206: the spark advance offset value is adjusted based on the knock sensor signal until the spark advance offset value reaches a knock threshold value.
Here, adjusting the spark advance offset value according to the knock sensor signal may refer to: the spark advance offset value is decreased by a step size when the knock sensor signal indicates that knock is occurring, and increased by a step size when the knock sensor signal indicates that knock is not occurring. This step is repeated until the spark advance offset value reaches a knock threshold value, where the knock threshold value is such that the engine does not knock and if the spark advance offset value continues to be decreased or increased, knock will again occur.
Fig. 3 is a flowchart of a method for adjusting a spark advance offset value according to an embodiment of the present invention. Referring to fig. 3, adjusting the spark advance offset value based on the knock sensor signal may include:
step S1, judging whether knocking occurs at present according to the signal of the knocking sensor to obtain a judgment result; when the determination result is that knocking occurred, step S2 is executed; when the determination result is that knocking has not occurred, step S3 is executed.
The knock sensor converts vibration in the engine into a voltage value, and the ECU can determine whether knocking occurs at present according to the voltage value of a signal of the knock sensor.
Step S2, the spark advance offset value is decreased by one step value.
Step S3, the spark advance offset value is increased by one step value.
Wherein, the step values in step S2 and step S3 are the same. The step length value can be the same as the step length of the closed loop feedback function adopted by the ECU, so that the ECU design is facilitated.
And step S4, correcting the ignition advance angle by the corrected ignition advance angle offset value, and igniting the engine by adopting the corrected ignition advance angle.
During engine operation, each combustion cycle includes an ignition stroke during which the engine ignition event is performed.
Step S5, it is determined again whether knocking occurred or not based on the knock sensor signal.
The ECU periodically collects knock sensor signals and determines whether knocking occurs in the engine. The acquisition period of the signal of the knock sensor is larger than or equal to the time of one combustion cycle, so that the time interval of judging whether knocking occurs or not twice is larger than or equal to the time of one combustion cycle.
And step S6, when the judgment result is different from the last judgment result, stopping adjusting the ignition advance angle offset value.
For example, if it is determined in step S1 that knocking occurred and it is determined in step S6 that knocking no longer occurred, adjustment of the spark advance offset value is stopped, and the spark advance offset value at that time is used as the spark advance offset value corresponding to the knock sensor signal that follows.
If it is determined in step S1 that knocking has not occurred and it is determined in step S6 that knocking has occurred, adjustment of the spark advance offset value is stopped, and the previous spark advance offset value (the current spark advance offset value before adjustment) is used as the spark advance offset value corresponding to the knock sensor signal that follows.
Further, there exists a range of values for the spark advance offset value that are related to the range of spark advance angles. Accordingly, in adjusting the spark advance offset value, the method further comprises:
judging whether the adjusted ignition advance angle deviation value exceeds the range value, if so, stopping adjusting the ignition advance angle deviation value, and taking the ignition advance angle deviation value at the moment as the ignition advance angle deviation value corresponding to the subsequent knock sensor signal; and if the adjusted ignition advance angle deviation value does not exceed the range value, continuing to adjust the ignition advance angle deviation value.
Further, the range value may be designed according to the engine speed and the load by referring to each operation condition of the engine, for example, different engine speed intervals and different load intervals correspond to different range values. All the rotation speed intervals and the load intervals can correspond to the same range value.
According to the embodiment of the invention, the signal of the knock sensor is obtained through the ECU, the combustion in the current engine cylinder is evaluated and judged, and the adaptive adjustment of the ignition advance angle is implemented, so that the knock adaptive control under various working modes is realized.
Step 207: and after the adjustment of the ignition advance angle deviation value is stopped, replacing the original ignition advance angle deviation value in the ignition advance angle deviation value comparison table with the adjusted ignition advance angle deviation value when the stable running time of the engine is greater than a second threshold value.
And replacing the adjusted ignition advance angle offset value with the original ignition advance angle offset value in the table 3, so that the next adjustment period is shorter.
And if the steady running time of the engine is not greater than the second threshold value, the adjusted ignition advance angle deviation value is not stored in the ignition advance angle deviation value comparison table. The ECU discards the currently adapted ignition advance angle deviant, and does not replace the ignition advance angle deviant in the ignition advance angle deviant comparison table, so that unreasonable adaptation results caused by accidental factors generated by too short stable combustion duration are avoided.
For example, adjusting the spark advance offset value Δ Crk at a stop54And then, if the engine smooth running time length is not greater than the second threshold value, the ignition advance angle deviation value delta Crk in the ignition advance angle deviation value comparison table is not changed54。
The time of the second threshold value can cover a plurality of combustion cycles under the current working condition so as to better evaluate the combustion state, and the ignition advance angle offset value is adopted only when the knocking tendency is not increased in the plurality of combustion cycles.
In the embodiment of the invention, when the engine runs stably, according to the initial value of the ignition advance angle offset value corresponding to the rotation speed and the load of the engine, the knock sensor signal in the engine is periodically acquired, and the ignition advance angle offset value is adjusted according to the knock sensor signal until the ignition advance angle offset value reaches the knock critical value, so that the engine does not knock any more. The scheme belongs to a dynamic adjustment process, not only can solve the detonation problem of the engine, but also is not influenced by adverse factors such as production and manufacturing tolerance, difference of fuel quality characteristics, insufficient coverage of ECU calibration data, environment change in a combustion chamber of the engine, abrasion and aging of engine body hardware and the like.
Fig. 4 is a schematic structural diagram of a knock control apparatus according to an embodiment of the present invention. Referring to fig. 4, the knock control apparatus includes: a determination module 301, a modification module 302, an acquisition module 303, and an adjustment module 304.
The determining module 301 is configured to determine an ignition advance angle offset value corresponding to a rotation speed and a load of an engine according to the rotation speed and the load of the engine when a steady operation duration of the engine is greater than a first threshold;
the correction module 302 is configured to correct the spark advance angle by using the spark advance angle offset value, and perform ignition of the engine by using the corrected spark advance angle;
an acquisition module 303 for periodically acquiring a knock sensor signal in the engine;
an adjustment module 304 adjusts a spark advance offset value based on the knock sensor signal until the spark advance offset value reaches a knock threshold value.
In an implementation manner of the embodiment of the present invention, the determining module 301 is configured to search a spark advance offset value comparison table according to a rotation speed and a load of an engine, and select a spark advance offset value corresponding to the rotation speed and the load of the engine from the spark advance offset value comparison table.
In an implementation manner of the embodiment of the present invention, the adjusting module 304 includes:
the judging submodule 341 is configured to judge whether knocking occurs currently according to the knock sensor signal, and obtain a judgment result;
the adjusting sub-module 342 is configured to adjust the offset value of the advance angle of ignition according to the step value according to the determination result;
the correcting module 302 is further configured to correct the spark advance angle by using the modified spark advance angle offset value, and perform ignition of the engine by using the corrected spark advance angle;
the judging submodule 341 is further configured to judge whether knocking occurs again according to the knock sensor signal;
the adjusting sub-module 342 is further configured to stop adjusting the offset value of the advance angle when the determination result is different from the previous determination result.
In an implementation manner of the embodiment of the present invention, the apparatus further includes:
and the storage module 305 is configured to, after the adjustment of the offset value of the ignition advance angle is stopped and the engine smooth running time is greater than the second threshold, replace the original offset value of the ignition advance angle in the comparison table with the adjusted offset value of the ignition advance angle.
In an implementation manner of the embodiment of the present invention, the apparatus further includes:
the judging module 306 is used for judging whether a knock sensor signal in the engine is normal or not;
when the signal of the knock sensor is normal, whether the stable running time of the engine is larger than a first threshold value or not is judged.
It should be noted that: in the knock control apparatus provided in the above embodiment, when performing knock control, only the division of the above functional modules is taken as an example, and in practical applications, the above functions may be distributed by different functional modules as needed, that is, the internal structure of the apparatus may be divided into different functional modules to complete all or part of the above described functions. In addition, the knock control device and the knock control method provided by the above embodiments belong to the same concept, and the specific implementation process is described in the method embodiments in detail, which is not described herein again.
Fig. 5 shows a block diagram of a knock control apparatus 400 according to an exemplary embodiment of the present invention. The terminal 400 may be an in-vehicle terminal including the aforementioned ECU.
Illustratively, the terminal 400 includes: a processor 401 and a memory 402.
In some embodiments, the terminal 400 may further optionally include: a peripheral interface 403 and at least one peripheral. The processor 401, memory 402 and peripheral interface 403 may be connected by bus or signal lines. Each peripheral may be connected to the peripheral interface 403 via a bus, signal line, or circuit board. Specifically, the peripheral device includes: at least one of radio frequency circuitry 404, touch screen display 405, camera 406, audio circuitry 407, positioning components 408, and power supply 409.
The peripheral interface 403 may be used to connect at least one peripheral related to I/O (Input/Output) to the processor 401 and the memory 402. In some embodiments, processor 401, memory 402, and peripheral interface 403 are integrated on the same chip or circuit board; in some other embodiments, any one or two of the processor 401, the memory 402 and the peripheral interface 403 may be implemented on a separate chip or circuit board, which is not limited by this embodiment.
The Radio Frequency circuit 404 is used for receiving and transmitting RF (Radio Frequency) signals, also called electromagnetic signals. The radio frequency circuitry 404 communicates with communication networks and other communication devices via electromagnetic signals. The rf circuit 404 converts an electrical signal into an electromagnetic signal to transmit, or converts a received electromagnetic signal into an electrical signal. Optionally, the radio frequency circuit 404 includes: an antenna system, an RF transceiver, one or more amplifiers, a tuner, an oscillator, a digital signal processor, a codec chipset, a subscriber identity module card, and so forth. The radio frequency circuitry 404 may communicate with other terminals via at least one wireless communication protocol. The wireless communication protocols include, but are not limited to: metropolitan area networks, various generation mobile communication networks (2G, 3G, 4G, and 4G), Wireless local area networks, and/or WiFi (Wireless Fidelity) networks. In some embodiments, the rf circuit 404 may further include NFC (Near Field Communication) related circuits, which are not limited in this application.
The Display 405 may be used to Display a UI (User Interface) that may include graphics, text, icons, video, and any combination thereof, when the Display 405 is a touch screen, the Display 405 may also have the ability to capture touch signals on or over the surface of the Display 405. the touch signals may be input to the processor 401 for processing as control signals, at which time the Display 405 may also be used to provide virtual buttons and/or a virtual keyboard, also referred to as soft buttons and/or a soft keyboard. in some embodiments, the Display 405 may be one, providing the front panel of the terminal 400, in other embodiments, the Display 405 may be at least two, each disposed on a different surface of the terminal 400 or in a folded design, in still other embodiments, the Display 405 may be a flexible Display disposed on a curved surface or on a folded surface of the terminal 400. even, the Display 405 may be provided in non-rectangular irregular graphics, the Display 405 may be provided in L CD (L idCry Display, Display L), Emotig-Diode, or the like.
The camera assembly 406 is used to capture images or video. Optionally, camera assembly 406 includes a front camera and a rear camera. Generally, a front camera is disposed at a front panel of the terminal, and a rear camera is disposed at a rear surface of the terminal. In some embodiments, the number of the rear cameras is at least two, and each rear camera is any one of a main camera, a depth-of-field camera, a wide-angle camera and a telephoto camera, so that the main camera and the depth-of-field camera are fused to realize a background blurring function, and the main camera and the wide-angle camera are fused to realize panoramic shooting and VR (Virtual Reality) shooting functions or other fusion shooting functions.
The audio circuit 407 may include a microphone and a speaker. The microphone is used for collecting sound waves of a user and the environment, converting the sound waves into electric signals, and inputting the electric signals to the processor 401 for processing, or inputting the electric signals to the radio frequency circuit 404 for realizing voice communication. For the purpose of stereo sound collection or noise reduction, a plurality of microphones may be provided at different portions of the terminal 400. The microphone may also be an array microphone or an omni-directional pick-up microphone. The speaker is used to convert electrical signals from the processor 401 or the radio frequency circuit 404 into sound waves. The loudspeaker can be a traditional film loudspeaker or a piezoelectric ceramic loudspeaker. When the speaker is a piezoelectric ceramic speaker, the speaker can be used for purposes such as converting an electric signal into a sound wave audible to a human being, or converting an electric signal into a sound wave inaudible to a human being to measure a distance. In some embodiments, audio circuitry 407 may also include a headphone jack.
The positioning component 408 is used to locate the current geographic location of the terminal 400 to implement navigation or L BS (L geographic based Service). the positioning component 408 may be a positioning component based on the united states GPS (global positioning System), the beidou System of china, the greiner System of russia, or the galileo System of the european union.
The power supply 409 is used to supply power to the various components in the terminal 400. The power source 409 may be alternating current, direct current, disposable or rechargeable. When power source 409 comprises a rechargeable battery, the rechargeable battery may support wired or wireless charging. The rechargeable battery may also be used to support fast charge technology.
In some embodiments, the terminal 400 also includes one or more sensors 410. The one or more sensors 410 include, but are not limited to: acceleration sensor 411, gyro sensor 412, pressure sensor 413, fingerprint sensor 414, optical sensor 414, and proximity sensor 416.
Those skilled in the art will appreciate that the configuration shown in fig. 5 is not intended to be limiting of terminal 400 and may include more or fewer components than those shown, or some components may be combined, or a different arrangement of components may be used.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (8)
1. A knock control method, characterized by comprising:
when the steady operation time of the engine is greater than a first threshold value, determining an ignition advance angle offset value corresponding to the rotation speed and the load of the engine according to the rotation speed and the load of the engine, wherein when the steady operation time of the engine is judged to be greater than the first threshold value, a closed loop feedback function of the engine is closed;
correcting the ignition advance angle by adopting the ignition advance angle offset value, and igniting the engine by adopting the corrected ignition advance angle;
periodically acquiring a knock sensor signal in the engine;
adjusting the spark advance offset value as a function of the knock sensor signal until the spark advance offset value reaches a knock threshold value, wherein adjusting the spark advance offset value as a function of the knock sensor signal comprises:
judging whether knocking occurs at present according to the signal of the knocking sensor to obtain a judgment result;
adjusting the offset value of the ignition advance angle according to the step value according to the judgment result, wherein when the judgment result is that knocking occurs, the offset value of the ignition advance angle is reduced by one step value; when the judgment result shows that the knocking does not occur, increasing the offset value of the ignition advance angle by a step value;
correcting the ignition advance angle by the corrected ignition advance angle offset value, and igniting the engine by adopting the corrected ignition advance angle;
judging whether knocking occurs or not according to the signal of the knocking sensor;
when the judgment result is different from the last judgment result, stopping adjusting the ignition advance angle deviation value, wherein if the judgment result is that no knocking occurs, the ignition advance angle deviation value at the moment is used as the ignition advance angle deviation value corresponding to the subsequent knock sensor signal; and if the judgment result is that knocking occurs, taking the above ignition advance angle deviation value as the ignition advance angle deviation value corresponding to the subsequent knock sensor signal.
2. The method of claim 1, wherein determining a spark advance offset value for the engine speed and load based on the engine speed and load comprises:
and searching a comparison table of the offset value of the ignition advance according to the rotation speed and the load of the engine, and selecting the offset value of the ignition advance corresponding to the rotation speed and the load of the engine from the comparison table of the offset value of the ignition advance.
3. The method of claim 2, further comprising:
and after the adjustment of the ignition advance angle deviation value is stopped and the stable running time of the engine is greater than a second threshold value, replacing the original ignition advance angle deviation value in the ignition advance angle deviation value comparison table with the adjusted ignition advance angle deviation value.
4. A knock control apparatus, characterized by comprising:
the determining module is used for determining an ignition advance angle offset value corresponding to the rotating speed and the load of the engine according to the rotating speed and the load of the engine when the stable running time of the engine is greater than a first threshold, wherein the closed-loop feedback function of the engine is closed when the stable running time of the engine is judged to be greater than the first threshold;
the correction module is used for correcting the ignition advance angle by adopting the ignition advance angle offset value and igniting the engine by adopting the corrected ignition advance angle;
an acquisition module to periodically acquire a knock sensor signal in the engine;
an adjustment module to adjust the spark advance offset value based on the knock sensor signal until the spark advance offset value reaches a knock threshold, wherein the adjustment module comprises:
the judgment submodule is used for judging whether knocking occurs currently according to the signal of the knocking sensor to obtain a judgment result;
the adjusting submodule is used for adjusting the offset value of the ignition advance angle according to the step value according to the judgment result, wherein the offset value of the ignition advance angle is reduced by one step value when the judgment result is that knocking occurs; when the judgment result shows that the knocking does not occur, increasing the offset value of the ignition advance angle by a step value;
the correction module is further configured to correct the ignition advance angle by using the modified ignition advance angle offset value, and perform ignition of the engine by using the corrected ignition advance angle;
the judgment submodule is also used for judging whether knocking occurs or not according to the signal of the knocking sensor again;
the adjusting submodule is further configured to stop adjusting the offset value of the ignition advance angle when the determination result is different from the previous determination result, wherein if the determination result indicates that knocking does not occur, the offset value of the ignition advance angle at the time is used as the offset value of the ignition advance angle corresponding to the subsequent knock sensor signal; and if the judgment result is that knocking occurs, taking the above ignition advance angle deviation value as the ignition advance angle deviation value corresponding to the subsequent knock sensor signal.
5. The apparatus of claim 4, wherein the determining module is configured to look up a table of spark advance offset values according to the speed and the load of the engine, and select the spark advance offset value corresponding to the speed and the load of the engine from the table of spark advance offset values.
6. The apparatus of claim 4, further comprising:
and the storage module is used for replacing the original ignition advance angle deviation value in the ignition advance angle deviation value comparison table with the adjusted ignition advance angle deviation value when the adjustment of the ignition advance angle deviation value is stopped and the stable running time of the engine is greater than a second threshold value.
7. A knock control apparatus, characterized by comprising: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to perform the knock control method of any of claims 1 to 3.
8. A computer readable storage medium having instructions stored thereon that, when executed by a processor of a knock control device, enable the knock control device to perform a knock control method according to any one of claims 1 to 3.
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| CN201811415756.7A CN109236537B (en) | 2018-11-26 | 2018-11-26 | Knock control method and apparatus, and computer-readable storage medium |
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| CN201811415756.7A CN109236537B (en) | 2018-11-26 | 2018-11-26 | Knock control method and apparatus, and computer-readable storage medium |
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| CN112682241B (en) * | 2020-12-29 | 2022-10-04 | 联合汽车电子有限公司 | Method and device for controlling ignition timing of engine |
| CN113982806B (en) * | 2021-10-22 | 2022-10-21 | 奇瑞汽车股份有限公司 | Method and device for determining ignition advance angle of engine and computer storage medium |
| CN114263557A (en) * | 2021-12-24 | 2022-04-01 | 重庆美沣秦安汽车驱动系统有限公司 | Hybrid vehicle engine ignition advance angle control method, system, storage medium and terminal |
| CN116305969A (en) * | 2023-03-23 | 2023-06-23 | 广州汽车集团股份有限公司 | Combustion parameter acquisition method and device of engine, storage medium and electronic equipment |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS55131565A (en) * | 1979-03-30 | 1980-10-13 | Yamaha Motor Co Ltd | Control method of ignition advance angle for internal combustion engine |
| JPS5759056A (en) * | 1980-09-25 | 1982-04-09 | Toyota Motor Corp | Ignition timing control method of internal combustion engine |
| FR2511435B1 (en) * | 1981-08-11 | 1986-06-06 | Marchal Equip Auto | METHOD FOR MODIFYING THE IGNITION SHIFT ANGLE TO AVOID CLICKING IN AN INTERNAL COMBUSTION ENGINE AND CORRESPONDING DEVICE |
| JPH07101027B2 (en) * | 1986-12-26 | 1995-11-01 | 富士重工業株式会社 | Ignition timing control device |
| GB8721688D0 (en) * | 1987-09-15 | 1987-10-21 | Lucas Ind Plc | Adaptive control system |
| DE10043693A1 (en) * | 2000-09-04 | 2002-03-14 | Bosch Gmbh Robert | Method for operating an internal combustion engine and corresponding device |
| JP4301993B2 (en) * | 2004-04-27 | 2009-07-22 | 三菱重工業株式会社 | Gas engine and ignition timing control / storage device |
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