CN110388290B - Engine air inlet heating control method and device and starter - Google Patents
Engine air inlet heating control method and device and starter Download PDFInfo
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- CN110388290B CN110388290B CN201910873364.3A CN201910873364A CN110388290B CN 110388290 B CN110388290 B CN 110388290B CN 201910873364 A CN201910873364 A CN 201910873364A CN 110388290 B CN110388290 B CN 110388290B
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- 238000010438 heat treatment Methods 0.000 title claims abstract description 132
- 239000007858 starting material Substances 0.000 title claims abstract description 99
- 238000000034 method Methods 0.000 title claims abstract description 58
- 125000004122 cyclic group Chemical group 0.000 claims abstract description 9
- 238000003303 reheating Methods 0.000 claims abstract description 5
- 230000008569 process Effects 0.000 claims description 34
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 14
- 239000010705 motor oil Substances 0.000 claims description 12
- 239000003921 oil Substances 0.000 claims description 2
- 238000010586 diagram Methods 0.000 description 4
- 230000009471 action Effects 0.000 description 3
- 230000003068 static effect Effects 0.000 description 3
- 238000010276 construction Methods 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 1
- 238000010009 beating Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
- F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
- F02M31/12—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating electrically
- F02M31/13—Combustion air
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0859—Circuits or control means specially adapted for starting of engines specially adapted to the type of the starter motor or integrated into it
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/087—Details of the switching means in starting circuits, e.g. relays or electronic switches
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N19/00—Starting aids for combustion engines, not otherwise provided for
- F02N19/02—Aiding engine start by thermal means, e.g. using lighted wicks
- F02N19/04—Aiding engine start by thermal means, e.g. using lighted wicks by heating of fluids used in engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/087—Details of the switching means in starting circuits, e.g. relays or electronic switches
- F02N2011/0874—Details of the switching means in starting circuits, e.g. relays or electronic switches characterised by said switch being an electronic switch
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
The invention discloses an engine air inlet heating control method, which comprises the following steps: determining a heating time period T1 required before the engine is started, and determining a time period T2 required when a heating grid in an air inlet pipe heats a preset volume of air to a first preset temperature; when the ratio of T1 to T2 exceeds a preset value, determining the number N of cyclic heating times according to the ratio; after the heating of the heating grid is controlled to be T2, controlling the starter to drive the engine to rotate for a preset time, and after N times of heating of the heating grid is controlled to be T2 in a circulating mode, controlling the starter to drive the engine to rotate for the preset time; controlling a heater grid reheating (T1-N T2) to complete the intake air heating process. Because the starter drives the engine to rotate after the heating grid heats the gas around the heating grid at T2 each time, the gas heated by the heating grid is pushed to the cylinder for a certain distance, and therefore, the heating grid heats new gas each time, and the problem of overhigh local temperature of the gas is avoided.
Description
Technical Field
The invention relates to the technical field of engines, in particular to an engine intake air heating control method and device and a starter.
Background
At present, an air inlet pipe is heated for a period of time before an engine is started under a low-temperature condition (for short, cold start), namely, after a vehicle is powered on, an Electronic Control Unit (ECU) controls a heating grid arranged on the air inlet pipe to heat air.
The power of the heating grid is usually relatively large (about 2 kW), and in order to ensure enough power for the starter to operate to drive the engine to start normally, the heating grid is stopped (i.e., in an inactive state) during the engine starting process. Therefore, during intake air heating before the engine is started, the air in the intake pipe is in a static state and does not flow, so that the heating grid can only heat the surrounding air.
Under the condition of not starting the engine, if the vehicle is electrified and powered off for many times, the temperature of local gas (namely gas around the heating grid) in the air inlet pipe is easily overhigh, and further, the potential safety hazard of burning is brought.
Disclosure of Invention
The invention aims to provide an engine air inlet heating control method, an engine air inlet heating control device and a starter aiming at the defects of the prior art, and the aim is realized by the following technical scheme.
The invention provides a starter in a first aspect, which comprises a first control relay, an electromagnetic switch and a motor, wherein the output end of the first control relay is connected with the input end of the electromagnetic switch, the output end of the electromagnetic switch is connected with the motor, and the starter also comprises a second control relay; the output end of the second control relay is connected with the power supply end of the electromagnetic switch, and the power supply end of the first control relay and the power supply end of the second control relay are both connected with a power supply.
A second aspect of the present invention proposes an engine intake air heating control method that applies the starter according to the first aspect described above, the method being applied to an electronic control unit ECU of the engine, the method including:
determining a heating time period T1 required before the engine is started, and determining a time period T2 required when a heating grid in an air inlet pipe heats a preset volume of air to a first preset temperature;
when the ratio of T1 to T2 exceeds a preset value, determining the number N of cyclic heating times according to the ratio;
after the heating grid is controlled to be heated T2, a starter is controlled to drive the engine to rotate for a preset time, and after the heating grid is controlled to be heated T2 for N times in a circulating mode, the starter is controlled to drive the engine to rotate for the preset time;
controlling a heater grid reheating (T1-N T2) to complete the intake air heating process.
Preferably, the controlling the starter to drive the engine to rotate for a preset time period includes: and controlling the first control relay to be closed and the second control relay to be disconnected for a preset time length, so that the starter drives the engine to rotate for the preset time length.
Preferably, the determining the heating time period T1 required before the engine start includes: detecting the air inlet temperature, the circulating water temperature, the ambient temperature and the engine oil temperature of the engine; determining the current temperature of an engine according to the air inlet temperature, the circulating water temperature, the environment temperature and the engine oil temperature; and if the current temperature is lower than a second preset temperature, determining the T1 according to the current temperature.
Preferably, the determining the time period T2 required for the heating grid in the intake pipe to heat the preset volume of gas to the first preset temperature includes: determining the T2 according to the inlet air temperature, the fixed power of the heating grid and the preset volume; wherein the predetermined volume is used to characterize the volume of gas that the heater grid can heat.
Preferably, in the process of controlling the starter to drive the engine to rotate for a preset time period, the rotating speed of the starter is lower than the rotating speed which needs to be reached by the starter in the process of starting the engine.
A third aspect of the present invention provides an engine intake air heating control apparatus to which the starter according to the first aspect described above is applied, the apparatus being applied to an electronic control unit ECU of the engine, the apparatus including:
the device comprises a first determination module, a second determination module and a control module, wherein the first determination module is used for determining a heating time period T1 required before the engine is started and determining a time period T2 required when a heating grid in an air inlet pipe heats a preset volume of air to a first preset temperature;
the second determining module is used for determining the cyclic heating times N according to the ratio of T1 to T2 when the ratio exceeds a preset value;
the first control module is used for controlling the starter to drive the engine to rotate for a preset time after the heating grid is heated by T2, and circularly executing the step of controlling the starter to drive the engine to rotate for the preset time after the heating grid is heated by T2 for N times;
a second control module for controlling a heater grid reheating (T1-N T2) to complete the intake air heating process.
Preferably, the first control module is specifically configured to control the first control relay to be closed and the second control relay to be disconnected for a preset time period in a process of controlling the starter to drive the engine to rotate for the preset time period, so that the starter drives the engine to rotate for the preset time period.
Preferably, the first determination module is specifically configured to detect an intake air temperature, a circulating water temperature, an ambient temperature, and an engine oil temperature of the engine in the process of determining a heating time period T1 required before the engine is started; determining the current temperature of an engine according to the air inlet temperature, the circulating water temperature, the environment temperature and the engine oil temperature; and if the current temperature is lower than a second preset temperature, determining the T1 according to the current temperature.
Preferably, the first determining module is specifically configured to determine, during determination of a time period T2 required when a heater grid in an intake pipe heats a preset volume of gas to a first preset temperature, the time period T2 according to the intake air temperature, a fixed power of the heater grid, and the preset volume; wherein the predetermined volume is used to characterize the volume of gas that the heater grid can heat.
Preferably, in the process of controlling the starter to drive the engine to rotate for a preset time period, the rotating speed of the starter is lower than the rotating speed which needs to be reached by the starter in the process of starting the engine.
In the embodiment of the application, before the engine is started, by determining the heating time period T1 required before the engine is started and the time period T2 required when the heating grid in the air inlet pipe heats the preset volume of gas to the first preset temperature, when the ratio of T1 to T2 exceeds the preset value, the cyclic heating number N is determined according to the ratio, the process of controlling the heating grid to heat T2 and then controlling the starter to drive the engine to rotate for the preset time period is circularly executed for N times, and finally, the heating grid is controlled to reheat (T1-N T2), so that the intake air heating process is completed.
Based on the above description, after the heating grid heats the gas around the heating grid to T2 each time, the starter drives the engine to rotate for a preset time, and the gas heated by the heating grid is pushed to the cylinder for a certain distance, so that the heating grid heats new gas each time, and the problem of local over-high temperature of the gas is avoided. Compared with the prior art, the invention can heat more gas under the condition of the same heating duration, and simultaneously can eliminate the potential safety hazard problem caused by overhigh local temperature.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 is a schematic diagram of a starter construction according to an exemplary embodiment of the present invention;
FIG. 2 is a starter map according to an exemplary embodiment of the present invention;
FIG. 3 is a schematic diagram of another starter construction according to an exemplary embodiment of the present invention;
FIG. 4 is a flowchart illustrating an embodiment of a method of engine intake air heating control according to an exemplary embodiment of the present disclosure;
FIG. 5 is a flowchart illustrating an embodiment of an engine intake air heating control apparatus according to the present disclosure, in accordance with an exemplary embodiment.
Detailed Description
Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present invention. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the invention, as detailed in the appended claims.
The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used in this specification and the appended claims, the singular forms "a", "an", and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.
It is to be understood that although the terms first, second, third, etc. may be used herein to describe various information, these information should not be limited to these terms. These terms are only used to distinguish one type of information from another. For example, first information may also be referred to as second information, and similarly, second information may also be referred to as first information, without departing from the scope of the present invention. The word "if" as used herein may be interpreted as "at … …" or "when … …" or "in response to a determination", depending on the context.
The starter and the engine of a motor vehicle are indispensable parts of the motor vehicle. In general, the starter serves as a starter motor for driving the engine to rotate so as to start the engine. That is, in the prior art, the starter is operated only during the engine start.
Fig. 1 is a schematic structural diagram illustrating a starter according to an exemplary embodiment of the present invention, and the starter in fig. 1 includes a first control relay K0, an electromagnetic switch K1, and a motor M. The power supply ends of K0 and K1 are connected with a power supply, the control end of K0 is connected with the ECU, the output end of K0 is connected with the input end of K1, and the output end of K1 is connected with the motor M.
The working principle of the starter is described in detail as follows:
under normal conditions, when the starter works, the ECU controls the K0 to be closed, and the current can be divided into two paths: one way is 30- > K0- > HW- > negative electrode, and 30- > K0- > EW- >30b- > motor M- > negative electrode. At this point, the current of pull-coil EW in K1 is about 200A, which has three effects: firstly, a shifting fork is controlled to push a starter gear to move towards an engine gear ring; secondly, the motor M is driven to rotate slowly, so that the starter gear and the engine gear ring can be meshed quickly, and tooth beating is avoided; thirdly, the armature pulling the K1 moves, and the K1 is controlled to be closed. When K1 is closed, the potential of 30 points is the same as the potential of 50 points, the current of the pull-in coil EW is zero, the pull-in coil EW is out of action, but the holding coil HW can also hold the current, and the positions of the shift fork and the armature are kept still, at the moment, K1 can provide the current larger than 1000A for the motor M, so that the engine can be driven to run at high torque quickly, and the engine is driven to start.
In the air inlet heating process before the starting of the engine at present, air in an air inlet pipe does not flow and is in a static state, so that a heating grid can only heat surrounding air, the temperature of local air in the air inlet pipe is high, and certain potential safety hazard is brought.
In order to solve the technical problems, the starter can be controlled to drive the engine to slowly rotate in the air intake and heating process of the engine by improving the circuit structure of the starter so as to perform the air intake and exhaust processes, so that the airflow of the air intake pipe can be driven to flow to the cylinder, and the local gas heated by the heating grid can flow to the cylinder, so that the heating grid can heat the new gas, and the potential safety hazard caused by overhigh local temperature can be prevented.
Based on the above description of the working principle of the starter, after the K0 is closed, as long as 30-30b is always open, EW can keep the current of about 200A unchanged, and the motor M can be kept running slowly. However, under the condition that EW keeps the current of 200A unchanged, the starter can not drive the engine to rotate, so that the resistance of the pull-up coil needs to be improved to increase the current of the pull-up coil EW.
Taking a certain type of engine as an example, the friction torque required by the engine at a low rotation speed is about 100Nm, considering that the starter needs to overcome static friction to do work at the moment, the torque required by the engine can be 450Nm, and if the number of teeth of the starter gear is 10, the number of teeth of the flywheel gear ring of the engine is 143, and the available gear ratio is 14.3:1, the torque required to be provided by the starter is 450/14.3=31 Nm. As shown in fig. 2, it can be seen from the characteristic curve of the starter that the current of the pull-up coil EW is about 400A when the motor M supplies 31Nm of torque. Therefore, the current of the pull-in coil EW needs to be improved to 400A, and when the air is heated, the starter can be ensured to drive the engine to rotate.
Based on the above-mentioned embodiment shown in fig. 2, fig. 3 is a schematic diagram of another starter structure according to an exemplary embodiment of the present invention, and based on the above-mentioned embodiment shown in fig. 2, the starter in fig. 3 further includes a second control relay K2, and the connection line in fig. 3 is also improved compared with fig. 2, that is, the power supply terminal of K1 is connected to the output terminal of K2, and the power supply terminals of K0 and K2 are both connected to the power supply. Among them, the control end of K2 is also connected with ECU.
In the process of air inlet heating, when a starter is needed to drive the engine to rotate, the ECU can control K0 to be closed and K2 to be opened, so that the current of 400A can be kept by drawing the coil EW, the motor is driven to rotate, and the engine is driven to rotate slowly.
It is worth noting that when the starter is not needed to drive the engine to rotate, the K0 is required to be controlled to be opened, and the K2 is required to be controlled to be closed.
It is understood by those skilled in the art that the pull-up coil current 400A obtained by the above analysis is only an exemplary one, and in the present invention, as long as the pull-up coil current can ensure that the starter operates to drive the engine to rotate slowly, but the torque of the starter does not reach the torque that the starter needs to reach during the engine starting process, the current that the pull-up coil EW can provide is not particularly limited.
The following describes the engine intake air heating control method according to the present invention in detail with specific embodiments.
Fig. 4 is a flowchart illustrating an embodiment of an engine intake air heating control method according to an exemplary embodiment of the present invention, which may be applied to an ECU of an engine, the ECU being connected to a control terminal of K0 and a control terminal of K2, respectively, based on the starter illustrated in fig. 3.
As shown in fig. 4, the engine intake air heating control method includes the steps of:
step 401: the required heating period T1 before the engine is started is determined, and the period T2 required for the heater grid in the intake pipe to heat the preset volume of gas to the first preset temperature is determined.
In one embodiment, for the process of determining the heating time period T1 required before the engine is started, after the vehicle is powered on and before the engine is started, the ECU may detect an intake air temperature, a circulating water temperature, an ambient temperature, and an engine oil temperature of the engine, determine a current temperature of the engine according to the intake air temperature, the circulating water temperature, the ambient temperature, and the engine oil temperature, and determine the T1 according to the current temperature if the current temperature is less than a second preset temperature.
The intake air temperature, the circulating water temperature, the ambient temperature, and the engine oil temperature may be detected by sensors (e.g., temperature sensors, infrared sensors, etc.) disposed at different positions, respectively. The second preset temperature is used for representing whether a critical temperature of the heating process before starting is needed, and may be set according to practical experience, for example, may be set to 0 ℃.
It is worth noting that T1 represents the total operating time required to heat the grille during intake air heating.
In one example, for the current temperature determination process of the engine, a minimum temperature may be selected from the intake air temperature, the circulating water temperature, the ambient temperature, and the oil temperature as the current temperature of the engine.
It will be understood by those skilled in the art that the process of determining the required heating time period T1 before the engine is started based on the current temperature may be implemented using related art, and the present invention will not be described in detail herein.
In an embodiment, for the process of determining the time period T2 required for the heater grid in the intake pipe to heat the preset volume of gas to the first preset temperature, T2 may be determined according to the intake air temperature, the fixed power of the heater grid, and the preset volume.
The predetermined volume is used to characterize the gas volume of the heatable area of the heater grid, and may be 1L, for example. The fixed power of the heating grid is usually relatively large, about 2 kW. The first preset temperature is used to characterize a specified temperature to be heated by the heater grid, and may be, for example, 50 degrees celsius. The determination formula of T2 may be:
wherein C represents the air specific heat capacity, V represents the preset volume, ρ represents the air density, Δ t represents the temperature difference of heating from the intake temperature to the first preset temperature, and P represents the fixed power of the heating grid.
Step 402: and when the ratio of T1 to T2 exceeds a preset value, determining the number N of the cyclic heating according to the ratio.
The preset value can be set according to actual requirements, in general, the preset value can be set to 1, when the ratio of the T1 to the T2 is smaller than 1, namely T1 is smaller than T2, the heating grille can be directly controlled to heat the T1, namely the preheating process before starting is completed, intake air heating is prompted to be completed, and the engine is waited to be started; and when the ratio of T1 to T2 is more than or equal to 1, namely T1> T2, determining the cyclic heating number N according to the ratio.
Illustratively, the heating may be indicated by an intake heating indicator light, such as a 3-time flashing indicator light.
In an embodiment, for the process of determining the number N of heating cycles according to the ratio, an integer of the ratio may be taken as the number N of heating cycles.
Step 403: and (4) controlling the heating grid to be heated T2, and then controlling the starter to drive the engine to rotate for a preset time period, and executing the process circularly for N times.
Step 404: and controlling the heating grid to reheat (T1-N T2) to finish the intake air heating process.
In one embodiment, in the process of controlling the starter to drive the engine to rotate for the preset time period, the starter can drive the engine to rotate for the preset time period by simultaneously controlling the first control relay to be closed and the second control relay to be disconnected for the preset time period.
And in the process of controlling the starter to drive the engine to rotate for a preset time, the rotating speed of the starter is lower than the rotating speed which needs to be reached by the starter in the process of starting the engine. That is, during the intake air heating process, even though the starter can rotate the engine, the engine speed is much lower than the speed required for starting.
It should be noted that, because the power of the heater grid and the starter is very large, these two components cannot work at the same time, so the heater grid is heated T2 first, then stops working, and then controls the starter to work for a preset time, and the process can be executed in a circulating manner, so that the air flow in the intake pipe flows to the cylinder gradually after being heated.
The principle of setting the preset duration is explained in detail below:
because when the starter works, the existence of the back electromotive force exists, so:
wherein U represents a power supply voltage of the starter;
represents a reverse electromotive force; i represents a current of the pull-up coil EW; r represents the resistance of the pull-up coil EW.
Back electromotive force
Wherein,
represents a constant related to the structure of the motor M; phi represents the armature magnetic flux of the motor and is a constant; n represents the rotation speed of the starter.
This gives:
based on fig. 3, it is assumed that current I of pull-up coil EW is 400A, and rotation speed n =300rpm of the starter is obtained. Therefore, the engine speed n' =300/14.3 ≈ 21rpm, and further, taking the engine displacement of 10L as an example, the intake air amount per second of the engine is 21 × (10/2)/60 =1.75L under the condition of the engine speed of 21rpm, that is, the engine can intake 1.75L when the starter is operated for 1 s.
The preset time period may be set to 2 in consideration of the time of the starter fork action and the like. Therefore, when the starter is electrified for 2s during air inlet heating, the heated local gas of the heating grid can flow to the cylinder, so that the heating grid can heat new gas again, and potential safety hazards caused by overhigh local temperature are prevented.
It will be understood by those skilled in the art that the above analysis of the setting of the preset duration is merely an illustrative setting principle, and the present invention is not limited to the preset duration.
In an exemplary scenario, taking a preset time duration of 2 seconds as an example, assuming that T1=30 seconds and T2=8 seconds, since the ratio of T1 to T2 is 3.75, the number of times N =3 of heating cycles can be obtained. The specific air inlet heating process comprises the following steps: firstly, the heating grid is controlled to be heated for 8 seconds, then the starter is controlled to drive the engine to rotate for 2 seconds, the process is circularly executed for 3 times, then the heating grid is controlled to be heated again for (30-3 x 8) =6 seconds, and the intake air heating process is completed.
Based on the above scenario, after the heating grid heats the surrounding gas for 8 seconds to reach the designated temperature, the starter drives the engine to rotate for 2 seconds, and the gas which is just heated is pushed to the cylinder for a certain distance, so that the heating grid heats new gas every time, and the problem of overhigh local temperature of the gas is avoided.
In the embodiment of the application, before the engine is started, by determining the heating time period T1 required before the engine is started and the time period T2 required when the heating grid in the air inlet pipe heats the preset volume of gas to the first preset temperature, when the ratio of T1 to T2 exceeds the preset value, the cyclic heating number N is determined according to the ratio, the process of controlling the heating grid to heat T2 and then controlling the starter to drive the engine to rotate for the preset time period is circularly executed for N times, and finally, the heating grid is controlled to reheat (T1-N T2), so that the intake air heating process is completed.
Based on the above description, after the heating grid heats the gas around the heating grid to T2 each time, the starter drives the engine to rotate for a preset time, and the gas heated by the heating grid is pushed to the cylinder for a certain distance, so that the heating grid heats new gas each time, and the problem of local over-high temperature of the gas is avoided. Compared with the prior art, the invention can heat more gas under the condition of the same heating duration, and simultaneously can eliminate the potential safety hazard problem caused by overhigh local temperature.
Fig. 5 is a flowchart illustrating an embodiment of an engine intake air heating control apparatus according to an exemplary embodiment of the present invention, which may be applied to an ECU of an engine, the ECU being connected to a control terminal of K0 and a control terminal of K2, respectively, based on the starter illustrated in fig. 3.
As shown in fig. 5, the engine intake air heating control apparatus includes:
a first determination module 510 for determining a desired heating period T1 before an engine start and determining a period T2 when a heater grid in an intake pipe heats a predetermined volume of gas to a first predetermined temperature;
a second determining module 520, configured to determine the number N of heating cycles according to a ratio between T1 and T2 when the ratio exceeds a preset value;
the first control module 530 is configured to control the starter to drive the engine to rotate for a preset time after the heating of the heating grid is controlled to be T2, and to cyclically execute the step of controlling the starter to drive the engine to rotate for the preset time after the heating of the heating grid is controlled to be T2 for N times;
a second control module 540 for controlling heater grid reheating (T1-N x T2) to complete the intake air heating process.
In an optional implementation manner, the first control module 530 is specifically configured to control the first control relay to be closed and the second control relay to be disconnected for a preset time period in a process of controlling the starter to drive the engine to rotate for the preset time period, so that the starter drives the engine to rotate for the preset time period.
In an alternative implementation, the first determining module 510 is specifically configured to detect an intake air temperature, a circulating water temperature, an ambient temperature, and an engine oil temperature of the engine in the process of determining the heating time period T1 required before the engine is started; determining the current temperature of an engine according to the air inlet temperature, the circulating water temperature, the environment temperature and the engine oil temperature; and if the current temperature is lower than a second preset temperature, determining the T1 according to the current temperature.
In an optional implementation manner, the first determining module 510 is specifically configured to determine, during the determination of the time period T2 required for the heater grid in the intake pipe to heat the preset volume of gas to the first preset temperature, the time period T2 according to the intake air temperature, the fixed power of the heater grid, and the preset volume; wherein the predetermined volume is used to characterize the volume of gas that the heater grid can heat.
In an optional implementation manner, in the process of controlling the starter to drive the engine to rotate for the preset time period, the rotating speed of the starter is lower than the rotating speed which needs to be reached by the starter in the process of starting the engine.
The implementation process of the functions and actions of each unit in the above device is specifically described in the implementation process of the corresponding step in the above method, and is not described herein again.
For the device embodiments, since they substantially correspond to the method embodiments, reference may be made to the partial description of the method embodiments for relevant points. The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the scheme of the invention. One of ordinary skill in the art can understand and implement it without inventive effort.
Other embodiments of the invention will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention following, in general, the principles of the invention and including such departures from the present disclosure as come within known or customary practice within the art to which the invention pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the invention being indicated by the following claims.
It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
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 made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (9)
1. An engine intake air heating control method, applied to an Electronic Control Unit (ECU) of the engine, comprising:
determining a heating time period T1 required before the engine is started, and determining a time period T2 required when a heating grid in an air inlet pipe heats a preset volume of air to a first preset temperature;
when the ratio of T1 to T2 exceeds a preset value, determining the number N of cyclic heating times according to the ratio;
after the heating grid is controlled to be heated T2, a starter is controlled to drive the engine to rotate for a preset time, and after the heating grid is controlled to be heated T2 for N times in a circulating mode, the starter is controlled to drive the engine to rotate for the preset time;
controlling a heating grid reheating T1-N T2 to complete the intake air heating process.
2. The method of claim 1, wherein the starter includes a first control relay, a second control relay, an electromagnetic switch, and a motor; the output end of the first control relay is connected with the input end of the electromagnetic switch, the output end of the electromagnetic switch is connected with the motor, the output end of the second control relay is connected with the power supply end of the electromagnetic switch, and the power supply end of the first control relay and the power supply end of the second control relay are both connected with a power supply;
the control starter drives the engine rotates for a preset duration, including:
and controlling the first control relay to be closed and the second control relay to be disconnected for a preset time length, so that the starter drives the engine to rotate for the preset time length.
3. The method of claim 1, wherein said determining a desired warm-up period T1 before engine start comprises:
detecting the air inlet temperature, the circulating water temperature, the ambient temperature and the engine oil temperature of the engine;
determining the current temperature of an engine according to the air inlet temperature, the circulating water temperature, the environment temperature and the engine oil temperature;
and if the current temperature is lower than a second preset temperature, determining the T1 according to the current temperature.
4. The method of claim 3, wherein determining the time period T2 required for the heater grid in the intake duct to heat the preset volume of gas to the first preset temperature comprises:
determining the T2 according to the inlet air temperature, the fixed power of the heating grid and the preset volume;
wherein the predetermined volume is used to characterize the volume of gas that the heater grid can heat.
5. The method of claim 1, wherein the rotational speed of the starter is lower than the rotational speed that the starter is required to reach in starting the engine during the controlling of the starter to rotate the engine for the preset period of time.
6. An engine intake air heating control apparatus, characterized in that the apparatus is applied to an Electronic Control Unit (ECU) of the engine, the apparatus comprising:
the device comprises a first determination module, a second determination module and a control module, wherein the first determination module is used for determining a heating time period T1 required before the engine is started and determining a time period T2 required when a heating grid in an air inlet pipe heats a preset volume of air to a first preset temperature;
the second determining module is used for determining the cyclic heating times N according to the ratio of T1 to T2 when the ratio exceeds a preset value;
the first control module is used for controlling the starter to drive the engine to rotate for a preset time after the heating grid is heated by T2, and circularly executing the step of controlling the starter to drive the engine to rotate for the preset time after the heating grid is heated by T2 for N times;
and a second control module for controlling a heater grid reheat T1-N x T2 to complete the intake air heating process.
7. The apparatus of claim 6, wherein the starter includes a first control relay, a second control relay, an electromagnetic switch, and a motor; the output end of the first control relay is connected with the input end of the electromagnetic switch, the output end of the electromagnetic switch is connected with the motor, the output end of the second control relay is connected with the power supply end of the electromagnetic switch, and the power supply end of the first control relay and the power supply end of the second control relay are both connected with a power supply;
the first control module is specifically configured to control the first control relay to be closed and the second control relay to be disconnected for a preset time period in a process of controlling the starter to drive the engine to rotate for the preset time period, so that the starter drives the engine to rotate for the preset time period.
8. The device according to claim 6, characterized in that the first determination module is specifically configured to detect an intake air temperature, a circulating water temperature, an ambient temperature and an oil temperature of the engine during the determination of the heating time period T1 required before the engine is started; determining the current temperature of an engine according to the air inlet temperature, the circulating water temperature, the environment temperature and the engine oil temperature; and if the current temperature is lower than a second preset temperature, determining the T1 according to the current temperature.
9. The apparatus of claim 8, wherein the first determining module is configured to determine the T2 based on the intake air temperature, a fixed power of a heater grid, and a preset volume, during a determination of a time period T2 required for the heater grid in the intake air to heat the preset volume of gas to a first preset temperature; wherein the predetermined volume is used to characterize the volume of gas that the heater grid can heat.
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| CN201910873364.3A CN110388290B (en) | 2019-09-17 | 2019-09-17 | Engine air inlet heating control method and device and starter |
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| CN115013214B (en) * | 2022-07-25 | 2023-12-15 | 潍柴动力股份有限公司 | Engine low-temperature starting method, device and equipment |
| CN116357485B (en) * | 2023-05-30 | 2023-09-19 | 潍柴动力股份有限公司 | Engine intake air heating method, engine intake air heating system, storage medium and electronic equipment |
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| JP4825283B2 (en) * | 2009-04-02 | 2011-11-30 | 三菱電機株式会社 | Engine control device |
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