CN111075585B - Engine fault diagnosis and correction method and system - Google Patents
Engine fault diagnosis and correction method and system Download PDFInfo
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- CN111075585B CN111075585B CN201911344916.8A CN201911344916A CN111075585B CN 111075585 B CN111075585 B CN 111075585B CN 201911344916 A CN201911344916 A CN 201911344916A CN 111075585 B CN111075585 B CN 111075585B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/08—Introducing corrections for particular operating conditions for idling
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3005—Details not otherwise provided for
Abstract
The invention discloses a method and a system for diagnosing and correcting engine faults, wherein the method comprises the steps of based on crankshaft angular acceleration corresponding to each cylinder and corresponding crankshaft phase; calculating a maximum crankshaft angular acceleration deviation absolute value alpha and a corresponding crankshaft phase deviation absolute value beta corresponding to each cylinder according to the screened maximum crankshaft angular acceleration corresponding to each cylinder, the corresponding crankshaft phase and a pre-calibrated MAP table, and judging and identifying the cylinder with the corresponding deviation fault based on a corresponding preset deviation value; calculating and judging the cylinders with corresponding deviation faults again, and diagnosing that the cylinders have the deviation faults if the same cylinders appear in the two recognition results and the deviation faults of the cylinders are the same; correcting corresponding oil injection parameters according to the diagnosis result; the system includes program modules for performing the above-described methods. The invention can effectively identify the cylinder fault and carry out corresponding correction to realize the control of the combustion consistency of the engine.
Description
Technical Field
The invention belongs to the technical field of engine fault diagnosis and correction, and particularly relates to an engine fault diagnosis and correction method and system.
Background
In the prior art, the instantaneous rotating speed obtained by a crankshaft rotating speed sensor is mainly used for carrying out fire diagnosis on an engine cylinder, the instantaneous rotating speed is greatly influenced by the inertia of a transmission system of a whole vehicle, and the phenomenon of misdiagnosis often occurs. At present, combustion parameters (oil injection parameters) are monitored and corrected in a closed-loop control mode mainly through a combustion model or by using a cylinder pressure sensor, the combustion model is complex in precision, simplified and empirical formulas are greatly used, repeated calibration and verification are needed, the adaptability is poor, and the purpose of accurate control cannot be achieved; in addition, the cylinder pressure sensor needs to be installed on an engine cylinder cover, so that the cost is high, and the popularization and the use are inconvenient;
according to newton's second law, the angular acceleration of the rotating body is directly proportional to the exact couple of forces; and each cylinder of the engine is fired in a certain firing order. Through a large number of experimental verifications, the crankshaft discontinuity acquires energy and angular acceleration, and the crankshaft angular acceleration will show a larger identified peak in the event of a cylinder misfire, so that the actual operating conditions of the engine and related faults can be directly reflected based on the crankshaft instantaneous angular acceleration and the corresponding crankshaft phase. Under normal working conditions, the power performance of each cylinder is basically consistent, the engine runs stably, and the instantaneous angular acceleration fluctuation of the crankshaft corresponding to each cylinder and the phase position of the corresponding crankshaft are abnormal but always within a certain range and present certain regularity; however, when a certain cylinder works abnormally, the consistency of the power performance is damaged, the running stability of the engine is deteriorated, the instantaneous angular acceleration fluctuation signal of the crankshaft and the corresponding crankshaft phase can generate serious deformation, and the quality of each cylinder in the working cycle can be identified according to the deformation degree.
In view of this, it is necessary to develop a method and a system for diagnosing and correcting engine faults based on crankshaft angular acceleration and corresponding crankshaft phase to ensure smooth operation of the engine, aiming at test verification results.
Disclosure of Invention
The invention aims to overcome the defects in the prior art, and provides an engine fault diagnosis and correction method, which is used for diagnosing and correcting cylinder faults based on crankshaft angular acceleration and corresponding crankshaft phases so as to ensure the stable operation of an engine.
The invention provides an engine fault diagnosis and correction system, which solves the second technical problem.
The technical scheme adopted by the invention for solving the first technical problem is as follows: an engine fault diagnosis correction method, the engine including a plurality of cylinders and a crankshaft associated with the plurality of cylinders; characterized in that the method comprises the following steps:
s1, respectively acquiring crankshaft angular acceleration corresponding to each cylinder in a working cycle and crankshaft phases corresponding to different crankshaft angular accelerations under preset working conditions;
s2, calculating a maximum crankshaft angular acceleration deviation absolute value alpha and a corresponding crankshaft phase deviation absolute value beta corresponding to each cylinder according to the screened maximum crankshaft angular acceleration corresponding to each cylinder, the crankshaft phase corresponding to the maximum crankshaft angular acceleration when the maximum crankshaft angular acceleration occurs and a pre-calibrated MAP table;
s3, when the absolute value alpha of the maximum crankshaft angular acceleration deviation and the absolute value beta of the corresponding crankshaft phase deviation are judged to be smaller than corresponding preset deviation values, the step S1 is returned; otherwise, go to step S4;
s4, identifying the cylinder in which the corresponding deviation fault occurs based on the determination result, recording the counter as event 1, and performing the same steps as the steps 1 and S2 again;
s5, when the absolute value alpha of the maximum crankshaft angular acceleration deviation and the absolute value beta of the crankshaft phase deviation obtained again in the step S4 are judged to be smaller than the corresponding preset deviation values, the counter is cleared and returns to the step S1, and if not, the step S6 is executed;
s6, identifying the cylinder with the corresponding deviation fault again based on the judgment result, and recording the counter as an event 2; judging that the same cylinder exists in the event 1 and the event 2 and the deviation fault of the cylinder is the same, and diagnosing that the deviation fault exists in the cylinder; correcting corresponding oil injection parameters according to the diagnosis result; otherwise, the counter is cleared and returns to the step S1.
Further, the step S2 specifically includes:
s21, calculating the absolute value Ai of the change of the maximum crankshaft angular acceleration corresponding to each cylinder and the absolute value Bi of the change of the corresponding crankshaft phase according to the maximum crankshaft angular acceleration corresponding to each cylinder, the crankshaft phase corresponding to the maximum crankshaft angular acceleration when the maximum crankshaft angular acceleration value occurs and the pre-calibrated MAP table;
s22, calculating the maximum crankshaft angular acceleration value change average value C and the crankshaft phase change average value D corresponding to all the cylinders;
s23, calculating the absolute value of the difference between the maximum crankshaft angular acceleration change absolute value Ai and the maximum crankshaft angular acceleration change average value C corresponding to each cylinder, and recording the absolute value as a maximum crankshaft angular acceleration deviation absolute value alpha; and calculating the absolute value of the difference value between the corresponding crankshaft phase change absolute value Bi and the crankshaft phase change average value D, and recording the absolute value as a crankshaft phase deviation absolute value beta.
Further, the preset deviation value includes a first preset deviation value corresponding to the maximum crankshaft angular acceleration deviation absolute value α and a second preset deviation value corresponding to the crankshaft phase deviation absolute value β;
the deviation faults comprise a maximum crankshaft angular acceleration deviation fault and a crankshaft phase deviation fault; when the absolute value alpha of the maximum crankshaft angular acceleration deviation is larger than or equal to the first preset deviation value, determining that the maximum crankshaft angular acceleration deviation fault occurs in the corresponding cylinder; and when the absolute value beta of the crankshaft phase deviation is larger than or equal to the second preset deviation value, determining that the crankshaft phase deviation fault occurs in the corresponding cylinder.
Further, the step S6 further includes:
when the same cylinder exists in the event 1 and the event 2 and the cylinder simultaneously has the maximum crankshaft angular acceleration deviation fault, correcting the power-on time of the corresponding oil injector;
when the same cylinder exists in the event 1 and the event 2 and the cylinder has the crankshaft phase deviation fault at the same time, correcting the fuel injection advance angle of the corresponding fuel injector;
and when the same cylinder exists in the event 1 and the event 2 and the crankshaft phase deviation fault and the maximum crankshaft angular acceleration deviation fault occur in the cylinder at the same time, correcting the power-on time and the fuel injection advance angle of the corresponding fuel injector.
Further, the step of correcting the power-on time of the corresponding injector specifically includes:
calculating an average value E of the maximum crankshaft angular accelerations corresponding to the same cylinder in the event 1 and the event 2, and comparing the average value E with the corresponding maximum crankshaft angular acceleration in the MAP table calibrated in advance; and searching a pre-calibrated fuel injector power-on time correction MAP table according to the comparison result, and correcting the power-on time of the corresponding fuel injector based on the searched correction value.
Further, the step of correcting the fuel injection advance angle of the corresponding fuel injector specifically comprises:
calculating an average value F of corresponding crankshaft phases when the maximum crankshaft angular acceleration corresponding to the same cylinder in the event 1 and the event 2 occurs, and comparing the average value F with a corresponding crankshaft phase in the MAP table calibrated in advance; and searching a pre-calibrated fuel injection advance angle correction MAP table according to the comparison result, and correcting the fuel injection advance angle of the corresponding fuel injector based on the searched correction value.
Further, the preset working condition refers to an idling working condition, and the water temperature and the oil temperature are both within a preset range.
The technical scheme adopted by the invention for solving the second technical problem is as follows: an engine fault diagnostic correction system, said engine comprising a plurality of cylinders and a crankshaft associated with a plurality of said cylinders; characterized in that the system comprises:
the acquisition module is used for respectively acquiring crankshaft angular acceleration corresponding to each cylinder in one working cycle and crankshaft phases corresponding to different crankshaft angular accelerations under a preset working condition;
the first calculation module is used for calculating the maximum crankshaft angular acceleration deviation absolute value alpha and the corresponding crankshaft phase deviation absolute value beta of each cylinder according to the maximum crankshaft angular acceleration corresponding to each cylinder screened from the acquisition module, the crankshaft phase corresponding to the maximum crankshaft angular acceleration when the maximum crankshaft angular acceleration occurs and a pre-calibrated MAP table;
a first determination module, configured to determine whether the absolute value α of the maximum crankshaft angular acceleration deviation and the absolute value β of the crankshaft phase deviation calculated by the first calculation module are both smaller than the corresponding preset deviation value;
the second calculation module is used for calculating the maximum crankshaft angular acceleration deviation absolute value alpha and the corresponding crankshaft phase deviation absolute value beta corresponding to each cylinder according to the maximum crankshaft angular acceleration corresponding to each cylinder screened from the acquisition module, the crankshaft phase corresponding to the maximum crankshaft angular acceleration when the maximum crankshaft angular acceleration occurs and a pre-calibrated MAP table;
a second determination module, configured to determine whether the absolute value α of the maximum crankshaft angular acceleration deviation and the absolute value β of the crankshaft phase deviation calculated by the second calculation module are both smaller than the corresponding preset deviation value;
the identification and recording module is used for identifying the cylinder with the corresponding deviation fault according to the judgment result of the first judgment module and recording the cylinder as an event 1; the air cylinder used for identifying the corresponding deviation fault according to the judgment result of the second judgment module is recorded as an event 2;
the diagnosis and correction module is used for diagnosing that the deviation fault exists in the cylinder when the same cylinder exists in the event 1 and the event 2 recorded in the identification and recording module and the deviation fault occurs in the cylinder is the same; and correcting the corresponding oil injection parameters according to the diagnosis result.
Further, the first computing module and the second computing module each include:
the calculation unit I is used for calculating a maximum crankshaft angular acceleration change absolute value Ai and a corresponding crankshaft phase change absolute value Bi corresponding to each cylinder according to the maximum crankshaft angular acceleration corresponding to each cylinder, the crankshaft phase corresponding to the maximum crankshaft angular acceleration when the maximum crankshaft angular acceleration value occurs and the pre-calibrated MAP table;
the calculation unit II is used for calculating a maximum crankshaft angular acceleration value change average value C and a crankshaft phase change average value D corresponding to all the cylinders according to the maximum crankshaft angular acceleration change absolute values Ai and the corresponding crankshaft phase change absolute values Bi corresponding to all the cylinders;
the calculation unit III is used for calculating the absolute value of the difference between the maximum crankshaft angular acceleration change absolute value Ai and the maximum crankshaft angular acceleration change average value C corresponding to each cylinder and recording the absolute value as the maximum crankshaft angular acceleration deviation absolute value alpha; and the absolute value of the difference between the absolute value Bi of the phase change of the crankshaft and the average value D of the phase change of the crankshaft corresponding to each cylinder is calculated and recorded as the absolute value beta of the phase deviation of the crankshaft.
Further, the diagnosis correction module comprises an oil injector power-on time correction unit and an oil injection advance angle correction unit;
the fuel injector power-on time correction unit is used for calculating an average value E of the maximum crankshaft angular acceleration corresponding to the same cylinder in the event 1 and the event 2, and comparing the average value E with the corresponding maximum crankshaft angular acceleration in the MAP table calibrated in advance; searching a pre-calibrated fuel injector power-on time correction MAP table according to the comparison result, and correcting the power-on time of the corresponding fuel injector based on the searched correction value;
the fuel injection advance angle correction unit is used for calculating an average value F of corresponding crankshaft phases when the maximum crankshaft angular acceleration corresponding to the same cylinder in the event 1 and the event 2 occurs, and comparing the average value F with the corresponding crankshaft phase in the MAP table calibrated in advance; and searching a pre-calibrated fuel injection advance angle correction MAP table according to the comparison result, and correcting the fuel injection advance angle of the corresponding fuel injector based on the searched correction value.
Further, the preset deviation value includes a first preset deviation value corresponding to the maximum crankshaft angular acceleration deviation absolute value α and a second preset deviation value corresponding to the crankshaft phase deviation absolute value β;
the deviation faults comprise a maximum crankshaft angular acceleration deviation fault and a crankshaft phase deviation fault; when the absolute value alpha of the maximum crankshaft angular acceleration deviation is larger than or equal to the first preset deviation value, determining that the maximum crankshaft angular acceleration deviation fault occurs to the corresponding cylinder; and when the absolute value beta of the crankshaft phase deviation is larger than or equal to the second preset deviation value, determining that the crankshaft phase deviation fault occurs in the corresponding cylinder.
Due to the adoption of the technical scheme, the beneficial effects are as follows:
the invention relates to a method and a system for diagnosing and correcting engine faults, wherein the method comprises the steps of S1, respectively obtaining crankshaft angular acceleration corresponding to each cylinder in one working cycle and crankshaft phases corresponding to different crankshaft angular accelerations under a preset working condition; s2, calculating the absolute value alpha of the deviation of the maximum crankshaft angular acceleration corresponding to each cylinder and the absolute value beta of the deviation of the corresponding crankshaft phase according to the maximum crankshaft angular acceleration corresponding to each cylinder, the crankshaft phase corresponding to the maximum crankshaft angular acceleration and a pre-calibrated MAP table; s3, when the absolute value alpha of the maximum crankshaft angular acceleration deviation and the absolute value beta of the crankshaft phase deviation are judged to be not smaller than the corresponding preset deviation values, the step S4 is executed; s4, identifying the cylinder with the corresponding deviation fault based on the judgment result, recording the counter as an event 1, and executing the steps which are the same as the step 1 and the step S2 again; s5, when the absolute value alpha of the maximum crankshaft angular acceleration deviation obtained in the step S4 and the absolute value beta of the crankshaft phase deviation are judged to be not smaller than the corresponding preset deviation value, the step S6 is executed; s6, identifying the cylinder with the corresponding deviation fault based on the judgment result, and recording the counter as an event 2; judging that the same cylinder exists in the event 1 and the event 2 and the deviation fault of the cylinder is the same, and diagnosing that the cylinder has the deviation fault; and correcting the corresponding oil injection parameters according to the diagnosis result. The system comprises a plurality of program modules for performing the steps of the above-described method.
In summary, the method comprises the steps of carrying out screening calculation based on crankshaft angular acceleration corresponding to each cylinder and a crankshaft phase corresponding to the crankshaft angular acceleration to obtain a maximum crankshaft angular acceleration deviation absolute value alpha and a corresponding crankshaft phase deviation absolute value beta, and judging and identifying the cylinder with the corresponding deviation fault based on a corresponding preset deviation value; and calculating, judging and identifying the cylinder with the corresponding deviation fault again, diagnosing the cylinder with the corresponding deviation fault according to the two identification results, and correcting the corresponding oil injection parameter according to the diagnosis result. The fault diagnosis precision is high, the quality of each cylinder in the working cycle can be effectively identified, and corresponding correction is carried out to realize the control of the combustion consistency of the engine, so that the stable operation of the engine is ensured.
Drawings
FIG. 1 is a flow chart of an engine fault diagnostic correction method of the present invention;
fig. 2 is a detailed flowchart of step S2 in fig. 1;
FIG. 3 is a detailed flowchart of step S6 in FIG. 1;
FIG. 4 is a functional block diagram of an engine fault diagnostic correction system of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It is to be understood that the embodiments of the present invention are merely for convenience of description and are not to be construed as limiting the present invention.
The first embodiment is as follows:
as shown in fig. 1 to fig. 3, the present embodiment discloses an engine fault diagnosis and correction method, which includes the following steps:
an engine fault diagnosis correction method, the engine including a plurality of cylinders and a crankshaft associated with the plurality of cylinders; characterized in that the method comprises the following steps:
and S1, respectively acquiring crankshaft angular acceleration corresponding to each cylinder in one working cycle and crankshaft phases corresponding to different crankshaft angular accelerations (by an engine electronic control unit) under preset working conditions. (the crankshaft angular acceleration and the crankshaft phase can be obtained according to signals transmitted by a crankshaft rotation speed sensor and a camshaft rotation speed sensor which are in the prior art on the engine, and the obtaining means is well known by those skilled in the art and is not described herein in detail).
The preset working condition refers to an idling working condition, and the water temperature and the oil temperature are both within a preset range.
S2, the (engine electronic control unit) calculates the absolute value α of the deviation of the maximum crank angle acceleration corresponding to each cylinder and the absolute value β of the deviation of the crank phase corresponding to each cylinder, based on the maximum crank angle acceleration corresponding to each cylinder that has been selected (selected from the acquired data), the crank phase corresponding to the time when the maximum crank angle acceleration occurs, and the MAP table that has been calibrated in advance. The engine delivery test method comprises the steps of carrying out data acquisition and processing on actually-measured crankshaft angular acceleration and corresponding crankshaft phase data of each cylinder under a preset working condition when an engine is subjected to a delivery test, drawing a MAP table, and storing the MAP table into an engine electronic control unit as basic data.
S3, when the absolute value alpha of the maximum crankshaft angular acceleration deviation (corresponding to each cylinder) and the absolute value beta of the corresponding crankshaft phase deviation are judged to be smaller than corresponding preset deviation values, the step S1 is returned; otherwise, step S4 is executed.
S4, the cylinder in which the corresponding deviation fault occurred is identified based on the determination result, and the counter is recorded as event 1, and the same steps as those of step 1 and step S2 are performed again.
S5, when the absolute value alpha of the maximum crankshaft angular acceleration deviation and the absolute value beta of the crankshaft phase deviation which are obtained again in the step S4 are judged to be smaller than corresponding preset deviation values, the counter is cleared and returns to the step S1, and if not, the step S6 is executed.
S6, identifying the cylinder with the corresponding deviation fault again based on the judgment result, and recording the counter as an event 2 (the event 2 is to carry out secondary verification on the contingency of the event 1); judging that the same cylinder exists in the event 1 and the event 2 and the deviation fault of the cylinder is the same, and diagnosing that the cylinder has the deviation fault; correcting corresponding oil injection parameters according to the diagnosis result; otherwise, the counter is cleared and returns to step S1.
In this embodiment, step S2 specifically includes:
s21, calculating the absolute value Ai of the change of the maximum crankshaft angular acceleration corresponding to each cylinder and the absolute value Bi of the change of the corresponding crankshaft phase according to the maximum crankshaft angular acceleration corresponding to each cylinder, the crankshaft phase corresponding to the maximum crankshaft angular acceleration when the maximum crankshaft angular acceleration occurs and a pre-calibrated MAP table; (for example, if the maximum crank angle acceleration of a certain cylinder is a, and the corresponding maximum crank angle acceleration in the MAP table calibrated in advance is b, the absolute value Ai of the change of the large crank angle acceleration is | a-b |).
S22, calculating the maximum crankshaft angular acceleration value change average value C and the crankshaft phase change average value D corresponding to all cylinders; the concrete formula is as follows:
C＝(A1+A2+A3+…Ai)/i；D＝(B1+B2+B3+…Bi)/i。
s23, calculating the absolute value of the difference between the maximum crankshaft angular acceleration change absolute value Ai and the maximum crankshaft angular acceleration change average value C corresponding to each cylinder, and recording the absolute value as a maximum crankshaft angular acceleration deviation absolute value alpha; and calculating the absolute value of the difference value between the corresponding crankshaft phase change absolute value Bi and the crankshaft phase change average value D, and recording the absolute value as a crankshaft phase deviation absolute value beta. The concrete formula is as follows: α ═ Ai-C |, β ═ Bi-D |.
Wherein the above-mentioned preset deviation values include a first preset deviation value corresponding to the maximum crankshaft angular acceleration deviation absolute value α and a second preset deviation value corresponding to the crankshaft phase deviation absolute value β; (if conditions permit, a predetermined offset value may be shared). The deviation faults comprise a maximum crankshaft angular acceleration deviation fault and a crankshaft phase deviation fault; when the absolute value alpha of the maximum crankshaft angular acceleration deviation is larger than or equal to a first preset deviation value, determining that the maximum crankshaft angular acceleration deviation fault occurs in the corresponding cylinder; and when the absolute value beta of the crankshaft phase deviation is larger than or equal to a second preset deviation value, determining that the crankshaft phase deviation fault occurs in the corresponding cylinder.
In this embodiment, step S6 specifically includes:
a. and when the same cylinder exists in the event 1 and the event 2 and the maximum crankshaft angular acceleration deviation fault occurs in the cylinder at the same time, correcting the power-on time of the corresponding oil injector.
b. And when the same cylinder exists in the event 1 and the event 2 and the cylinders simultaneously generate crankshaft phase deviation faults, correcting the fuel injection advance angle of the corresponding fuel injector.
c. And when the same cylinder exists in the event 1 and the event 2 and the cylinder simultaneously has a crankshaft phase deviation fault and a maximum crankshaft angular acceleration deviation fault, correcting the power-on time and the fuel injection advance angle of the corresponding fuel injector.
Besides, the method also comprises the following steps: d. determining that the same cylinder does not exist or exists in the event 1 and the event 2, but the deviation fault of the cylinder is different; the counter is cleared and returns to step S1.
It should be noted that there may be one or more of the same cylinders, and for the convenience of understanding the present embodiment, the following schematic illustrations are given (not intended to exhaust all occurrences):
(1) if the No. 1 cylinder is identified in the event 1, the maximum crankshaft angular acceleration deviation fault occurs; identifying a No. 1 cylinder in an event 2, and generating a maximum crankshaft angular acceleration deviation fault; and diagnosing that the No. 1 cylinder has the maximum crankshaft angular acceleration deviation fault, and correcting the power-on time of the fuel injector corresponding to the No. 1 cylinder.
(2) If the No. 1 cylinder is identified in the event 1, the maximum crankshaft angular acceleration deviation fault occurs; in event 2, the cylinder # 1 is identified, and the crankshaft phase error fault occurs or no error fault occurs, and event 1 is considered to be an accidental event and is not corrected.
(3) If the No. 1 cylinder is identified in the event 1, simultaneously generating the maximum crankshaft angular acceleration deviation fault and the crankshaft phase deviation fault; identifying a No. 1 cylinder in an event 2, and simultaneously generating a maximum crankshaft angular acceleration deviation fault and a crankshaft phase deviation fault; and diagnosing that the No. 1 cylinder has the maximum crankshaft angular acceleration deviation fault and the crankshaft phase deviation fault, and correcting the power-on time and the fuel injection advance angle of the fuel injector corresponding to the No. 1 cylinder.
(4) If the No. 1 cylinder is identified in the event 1, the maximum crankshaft angular acceleration deviation fault occurs, and if the No. 2 cylinder is identified, the crankshaft phase deviation fault occurs; in the event 2, only the No. 1 cylinder is identified, and the maximum crankshaft angular acceleration deviation fault occurs; and diagnosing that the No. 1 cylinder has the maximum crankshaft angular acceleration deviation fault, and correcting the power-on time of the fuel injector corresponding to the No. 1 cylinder.
(5) If the No. 1 cylinder is identified in the event 1, the maximum crankshaft angular acceleration deviation fault occurs, and if the No. 2 cylinder is identified, the crankshaft phase deviation fault occurs; in the event 2, only the No. 2 cylinder is identified, and the crankshaft phase deviation fault occurs; and diagnosing that the phase deviation fault of the crankshaft occurs in the No. 2 cylinder, and correcting the fuel injection advance angle of the fuel injector corresponding to the No. 2 cylinder.
(6) If the No. 1 cylinder is identified in the event 1, the maximum crankshaft angular acceleration deviation fault occurs, and if the No. 2 cylinder is identified, the crankshaft phase deviation fault occurs; identifying the No. 1 cylinder in the event 2, wherein the crankshaft phase deviation fault occurs, and the No. 2 cylinder has the maximum crankshaft angular acceleration deviation fault, or identifying no cylinder in the event 2 to have the deviation fault; event 1 is considered an accidental event and is not corrected.
By the above example, the case where other cylinders have failed can be analogized.
In this embodiment, the step of correcting the power-on time of the corresponding injector specifically includes:
e. calculating an average value E of the maximum crankshaft angular accelerations corresponding to the same cylinder in the event 1 and the event 2, and comparing the average value E with the corresponding maximum crankshaft angular acceleration in a pre-calibrated MAP table; and searching a pre-calibrated fuel injector power-on time correction MAP table according to the comparison result, and correcting the power-on time of the corresponding fuel injector based on the searched correction value.
The correction principle is that if the average value E of the maximum crankshaft angular acceleration of a certain cylinder is larger than the value in the MAP table, the average indicated pressure IMEP of the combustion of the cylinder is increased, the ECU is required to reduce the power-on time of an oil injector of the cylinder so as to reduce the cyclic oil injection quantity to ensure the consistency of the combustion, otherwise, the oil injection quantity is required to be increased.
The step of correcting the fuel injection advance angle of the corresponding fuel injector specifically comprises the following steps:
f. calculating an average value F of corresponding crankshaft phases when the maximum crankshaft angular acceleration corresponding to the same cylinder in the event 1 and the event 2 occurs, and comparing the average value F with the corresponding crankshaft phase in the MAP table calibrated in advance; and searching a pre-calibrated fuel injection advance angle correction MAP table according to the comparison result, and correcting the fuel injection advance angle of the corresponding fuel injector based on the searched correction value.
The correction principle is that if the average value E of the corresponding crankshaft phase (mainly representing the change of the heat release midpoint CA 50) is delayed from the value in the MAP table when the maximum crankshaft angular acceleration of a certain cylinder occurs, the combustion center moves backwards, and the fuel injection advance angle of the corresponding fuel injector of the cylinder needs to be increased for adjustment, otherwise, if the crankshaft phase is advanced, the fuel injection advance angle needs to be reduced.
In a word, the adjustment of the oil injection parameters estimates the average indicated pressure IMEP and the variation of the heat release midpoint CA50 of the combustion of each cylinder according to the maximum crankshaft angular acceleration value deviation and the corresponding crankshaft phase deviation corresponding to each cylinder, and the cyclic oil injection quantity and the oil injection timing are used as control parameters to realize the consistency control of the engine combustion.
Example two:
the embodiment discloses an engine fault diagnosis and correction system for executing the engine fault diagnosis and correction method. As shown in fig. 4, the system includes:
the acquisition module is used for respectively acquiring crankshaft angular acceleration corresponding to each cylinder in one working cycle and crankshaft phases corresponding to different crankshaft angular accelerations under a preset working condition; and acquiring signals based on signals transmitted by a crankshaft speed sensor and a camshaft sensor.
And the first calculation module is used for calculating the maximum crankshaft angular acceleration deviation absolute value alpha and the corresponding crankshaft phase deviation absolute value beta of each cylinder according to the maximum crankshaft angular acceleration corresponding to each cylinder screened from the acquisition module, the crankshaft phase corresponding to the maximum crankshaft angular acceleration and a pre-calibrated MAP table.
And the first judging module is used for judging whether the absolute value alpha of the maximum crankshaft angular acceleration deviation and the absolute value beta of the crankshaft phase deviation calculated by the first calculating module are both smaller than corresponding preset deviation values.
And the second calculation module is used for calculating the maximum crankshaft angular acceleration deviation absolute value alpha and the corresponding crankshaft phase deviation absolute value beta of each cylinder according to the maximum crankshaft angular acceleration corresponding to each cylinder screened from the acquisition module, the crankshaft phase corresponding to the maximum crankshaft angular acceleration and the pre-calibrated MAP table.
And the second judging module is used for judging whether the absolute value alpha of the maximum crankshaft angular acceleration deviation and the absolute value beta of the crankshaft phase deviation calculated by the second calculating module are both smaller than corresponding preset deviation values.
The identification recording module is used for identifying the cylinder with the corresponding deviation fault according to the judgment result of the first judgment module and recording the cylinder as an event 1; and the cylinder which generates the corresponding deviation fault is identified according to the judgment result of the second judgment module and is recorded as an event 2.
The diagnosis and correction module is used for diagnosing that the cylinder has the deviation fault when the same cylinder exists in the event 1 and the event 2 recorded in the identification and recording module and the deviation fault of the cylinder is the same; and correcting the corresponding oil injection parameters according to the diagnosis result.
Wherein, first calculation module and second calculation module all include:
and the calculation unit I is used for calculating the maximum crankshaft angular acceleration change absolute value Ai and the corresponding crankshaft phase change absolute value Bi corresponding to each cylinder according to the maximum crankshaft angular acceleration corresponding to each cylinder, the crankshaft phase corresponding to the maximum crankshaft angular acceleration value when the maximum crankshaft angular acceleration value occurs and the pre-calibrated MAP table.
And the calculating unit II is used for calculating the maximum crankshaft angular acceleration value change average value C and the crankshaft phase change average value D corresponding to all the cylinders according to the maximum crankshaft angular acceleration change absolute value Ai and the corresponding crankshaft phase change absolute value Bi corresponding to each cylinder.
The calculating unit III is used for calculating the absolute value of the difference value of the maximum crankshaft angular acceleration change absolute value Ai and the maximum crankshaft angular acceleration change average value C corresponding to each cylinder and recording the absolute value as the maximum crankshaft angular acceleration deviation absolute value alpha; and the absolute value of the difference between the absolute value Bi of the crankshaft phase change and the average value D of the crankshaft phase change corresponding to each cylinder is calculated and recorded as the absolute value beta of the crankshaft phase deviation.
The diagnosis correction module comprises an oil injector power-on time correction unit and an oil injection advance angle correction unit.
The fuel injector power-on time correction unit is used for calculating an average value E of the maximum crankshaft angular accelerations corresponding to the same cylinder in the event 1 and the event 2 and comparing the average value E with the corresponding maximum crankshaft angular acceleration in a pre-calibrated MAP table; and searching a pre-calibrated fuel injector power-on time correction MAP table according to the comparison result, and correcting the power-on time of the corresponding fuel injector based on the searched correction value.
The fuel injection advance angle correction unit is used for calculating an average value F of the corresponding crankshaft phase when the maximum crankshaft angular acceleration corresponding to the same cylinder in the event 1 and the event 2 occurs, and comparing the average value F with the corresponding crankshaft phase in the MAP table calibrated in advance; and searching a pre-calibrated fuel injection advance angle correction MAP table according to the comparison result, and correcting the fuel injection advance angle of the corresponding fuel injector based on the searched correction value.
In this embodiment, the preset deviation value and the deviation fault are the same as those described in the first embodiment; the preset deviation value comprises a first preset deviation value corresponding to the maximum crankshaft angular acceleration deviation absolute value alpha and a second preset deviation value corresponding to the crankshaft phase deviation absolute value beta; the deviation faults comprise a maximum crankshaft angular acceleration deviation fault and a crankshaft phase deviation fault; when the absolute value alpha of the maximum crankshaft angular acceleration deviation is larger than or equal to a first preset deviation value, determining that the maximum crankshaft angular acceleration deviation fault occurs in the corresponding cylinder; and when the absolute value beta of the crankshaft phase deviation is larger than or equal to a second preset deviation value, determining that the crankshaft phase deviation fault occurs in the corresponding cylinder.
The modules or units can be directly integrated in the engine electronic control unit through writing software modules, or can be an independent processing chip integrating the diagnosis and correction method, and the processing chip and the engine electronic control unit can exchange data.
For a specific work project, reference may be made to the contents of the foregoing calculation method, which are not described herein again.
The methods described in the embodiments disclosed herein may be implemented directly in hardware, as software modules (program modules) executed by an engine electronic control unit, or as a combination of the two. To clearly illustrate this interchangeability of hardware and software, various illustrative components and steps have been described above generally in terms of their functionality, which may be implemented in hardware or software, depending on the particular application and design constraints imposed on the solution.
In summary, the method comprises the steps of carrying out screening calculation based on crankshaft angular acceleration corresponding to each cylinder and a crankshaft phase corresponding to the crankshaft angular acceleration to obtain a maximum crankshaft angular acceleration deviation absolute value alpha and a corresponding crankshaft phase deviation absolute value beta, and judging and identifying the cylinder with the corresponding deviation fault based on a corresponding preset deviation value; and calculating, judging and identifying the cylinder with the corresponding deviation fault again, diagnosing the cylinder with the corresponding deviation fault according to the two identification results, and correcting the corresponding oil injection parameter according to the diagnosis result. The fault diagnosis precision is high, the quality of each cylinder in the working cycle can be effectively identified, and corresponding correction is carried out to realize the control of the combustion consistency of the engine, so that the stable operation of the engine is ensured.
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 and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.
Claims (9)
1. An engine fault diagnosis correction method, the engine including a plurality of cylinders and a crankshaft associated with the plurality of cylinders; characterized in that the method comprises the following steps:
s1, respectively acquiring crankshaft angular acceleration corresponding to each cylinder in a working cycle and crankshaft phases corresponding to different crankshaft angular accelerations under preset working conditions;
s2, calculating a maximum crankshaft angular acceleration deviation absolute value alpha and a corresponding crankshaft phase deviation absolute value beta corresponding to each cylinder according to the screened maximum crankshaft angular acceleration corresponding to each cylinder, the crankshaft phase corresponding to the maximum crankshaft angular acceleration when the maximum crankshaft angular acceleration occurs and a pre-calibrated MAP table;
s3, when the absolute value alpha of the maximum crankshaft angular acceleration deviation and the absolute value beta of the corresponding crankshaft phase deviation are judged to be smaller than corresponding preset deviation values, the step S1 is returned; otherwise, go to step S4;
s4, identifying the cylinder in which the corresponding deviation fault has occurred based on the determination result, while the counter is recorded as event 1, and performing the same steps as the steps S1 and S2 again;
s5, when the absolute value alpha of the maximum crankshaft angular acceleration deviation and the absolute value beta of the crankshaft phase deviation obtained in the step S4 are judged to be smaller than the corresponding preset deviation values, the counter is cleared and returns to the step S1, and if not, the step S6 is executed;
s6, identifying the cylinder with the corresponding deviation fault again based on the judgment result, and recording the counter as an event 2; judging that the same cylinder exists in the event 1 and the event 2 and the deviation fault of the cylinder is the same, and diagnosing that the deviation fault exists in the cylinder; correcting corresponding oil injection parameters according to the diagnosis result; otherwise, the counter is cleared and returns to the step S1;
the step S2 specifically includes:
s21, calculating the absolute value Ai of the change of the maximum crankshaft angular acceleration corresponding to each cylinder and the absolute value Bi of the change of the corresponding crankshaft phase according to the maximum crankshaft angular acceleration corresponding to each cylinder, the crankshaft phase corresponding to the maximum crankshaft angular acceleration when the maximum crankshaft angular acceleration value occurs and the pre-calibrated MAP table;
wherein, the maximum crankshaft angular acceleration change absolute value Ai corresponding to the cylinder is equal to the absolute value of the difference between the maximum crankshaft angular acceleration of the cylinder and the maximum crankshaft angular acceleration of the corresponding cylinder obtained from the MAP table; the absolute value Bi of the change of the crankshaft phase is equal to the absolute value of the difference value between the corresponding crankshaft phase of the cylinder when the maximum crankshaft angular acceleration value occurs and the crankshaft phase of the corresponding cylinder obtained from the MAP table; i is a natural number greater than or equal to 1;
s22, calculating the maximum crankshaft angular acceleration value change average value C and the crankshaft phase change average value D corresponding to all the cylinders;
the maximum crankshaft angular acceleration change average value C is equal to the average value of the maximum crankshaft angular acceleration change absolute values Ai corresponding to all the cylinders; the average value D of the crankshaft phase change is equal to the average value of the absolute values Bi of the crankshaft phase change corresponding to all the cylinders;
s23, calculating the absolute value of the difference between the maximum crankshaft angular acceleration change absolute value Ai and the maximum crankshaft angular acceleration change average value C corresponding to each cylinder, and recording the absolute value as a maximum crankshaft angular acceleration deviation absolute value alpha; and calculating the absolute value of the difference value between the corresponding crankshaft phase change absolute value Bi and the crankshaft phase change average value D, and recording the absolute value as a crankshaft phase deviation absolute value beta.
2. The engine failure diagnosis correction method according to claim 1, characterized in that the preset deviation values include a first preset deviation value corresponding to the maximum crankshaft angular acceleration deviation absolute value α and a second preset deviation value corresponding to the crankshaft phase deviation absolute value β;
the deviation faults comprise a maximum crankshaft angular acceleration deviation fault and a crankshaft phase deviation fault; when the absolute value alpha of the maximum crankshaft angular acceleration deviation is larger than or equal to the first preset deviation value, determining that the maximum crankshaft angular acceleration deviation fault occurs to the corresponding cylinder; and when the absolute value beta of the crankshaft phase deviation is larger than or equal to the second preset deviation value, determining that the crankshaft phase deviation fault occurs in the corresponding cylinder.
3. The engine fault diagnosis correction method according to claim 2, characterized in that the step S6 further includes:
when the same cylinder exists in the event 1 and the event 2 and the cylinder simultaneously has the maximum crankshaft angular acceleration deviation fault, correcting the power-on time of the corresponding oil injector;
when the same cylinder exists in the event 1 and the event 2 and the cylinder has the crankshaft phase deviation fault at the same time, correcting the fuel injection advance angle of the corresponding fuel injector;
and when the same cylinder exists in the event 1 and the event 2 and the crankshaft phase deviation fault and the maximum crankshaft angular acceleration deviation fault occur in the cylinder at the same time, correcting the power-on time and the fuel injection advance angle of the corresponding fuel injector.
4. The engine fault diagnosis and correction method according to claim 3, characterized in that the step of correcting the power-on time of the corresponding injector specifically includes:
calculating an average value E of the maximum crankshaft angular accelerations corresponding to the same cylinder in the event 1 and the event 2, and comparing the average value E with the corresponding maximum crankshaft angular acceleration in the MAP table calibrated in advance; and searching a pre-calibrated fuel injector power-on time correction MAP table according to the comparison result, and correcting the power-on time of the corresponding fuel injector based on the searched correction value.
5. The engine fault diagnosis and correction method according to claim 3, wherein the step of correcting the injection advance angle of the corresponding injector specifically includes:
calculating an average value F of corresponding crankshaft phases when the maximum crankshaft angular acceleration corresponding to the same cylinder in the event 1 and the event 2 occurs, and comparing the average value F with a corresponding crankshaft phase in the MAP table calibrated in advance; and searching a pre-calibrated fuel injection advance angle correction MAP table according to the comparison result, and correcting the fuel injection advance angle of the corresponding fuel injector based on the searched correction value.
6. The engine fault diagnosis and correction method according to claim 1, characterized in that the preset operating condition is an idle operating condition and both the water temperature and the oil temperature are within a preset range.
7. An engine fault diagnostic correction system, said engine including a plurality of cylinders and a crankshaft associated with a plurality of said cylinders; characterized in that the system comprises:
the acquisition module is used for respectively acquiring crankshaft angular acceleration corresponding to each cylinder in one working cycle and crankshaft phases corresponding to different crankshaft angular accelerations under a preset working condition;
the first calculation module is used for calculating the maximum crankshaft angular acceleration deviation absolute value alpha and the corresponding crankshaft phase deviation absolute value beta of each cylinder according to the maximum crankshaft angular acceleration corresponding to each cylinder screened from the acquisition module, the crankshaft phase corresponding to the maximum crankshaft angular acceleration when the maximum crankshaft angular acceleration occurs and a pre-calibrated MAP table;
a first determination module, configured to determine whether the absolute value α of the maximum crankshaft angular acceleration deviation and the absolute value β of the crankshaft phase deviation calculated by the first calculation module are both smaller than a corresponding preset deviation value;
the second calculation module is used for calculating the maximum crankshaft angular acceleration deviation absolute value alpha and the corresponding crankshaft phase deviation absolute value beta corresponding to each cylinder according to the maximum crankshaft angular acceleration corresponding to each cylinder screened from the acquisition module, the crankshaft phase corresponding to the maximum crankshaft angular acceleration when the maximum crankshaft angular acceleration occurs and a pre-calibrated MAP table;
a second determination module, configured to determine whether the absolute value α of the maximum crankshaft angular acceleration deviation and the absolute value β of the crankshaft phase deviation calculated by the second calculation module are both smaller than the corresponding preset deviation value;
the identification and recording module is used for identifying the cylinder with the corresponding deviation fault according to the judgment result of the first judgment module and recording the cylinder as an event 1; the air cylinder used for identifying the corresponding deviation fault according to the judgment result of the second judgment module is recorded as an event 2; the judgment result is that the absolute value alpha of the maximum crankshaft angular acceleration deviation and the absolute value beta of the crankshaft phase deviation are not smaller than the corresponding preset deviation values;
the diagnosis and correction module is used for diagnosing that the deviation fault exists in the cylinder when the same cylinder exists in the event 1 and the event 2 recorded in the identification and recording module and the deviation fault occurs in the cylinder is the same; correcting corresponding oil injection parameters according to the diagnosis result;
the first computing module and the second computing module each include:
the calculation unit I is used for calculating a maximum crankshaft angular acceleration change absolute value Ai and a corresponding crankshaft phase change absolute value Bi corresponding to each cylinder according to the maximum crankshaft angular acceleration corresponding to each cylinder, the crankshaft phase corresponding to the maximum crankshaft angular acceleration when the maximum crankshaft angular acceleration value occurs and the pre-calibrated MAP table;
wherein, the maximum crankshaft angular acceleration change absolute value Ai corresponding to the cylinder is equal to the absolute value of the difference between the maximum crankshaft angular acceleration of the cylinder and the maximum crankshaft angular acceleration of the corresponding cylinder obtained from the MAP table; the absolute value Bi of the change of the crankshaft phase is equal to the absolute value of the difference value between the corresponding crankshaft phase of the cylinder when the maximum crankshaft angular acceleration value occurs and the crankshaft phase of the corresponding cylinder obtained from the MAP table; i is a natural number greater than or equal to 1;
the calculation unit II is used for calculating a maximum crankshaft angular acceleration value change average value C and a crankshaft phase change average value D corresponding to all the cylinders according to the maximum crankshaft angular acceleration change absolute values Ai and the corresponding crankshaft phase change absolute values Bi corresponding to all the cylinders;
the maximum crankshaft angular acceleration change average value C is equal to the average value of the maximum crankshaft angular acceleration change absolute values Ai corresponding to all the cylinders; the average value D of the crankshaft phase change is equal to the average value of the absolute values Bi of the crankshaft phase change corresponding to all the cylinders;
the calculation unit III is used for calculating the absolute value of the difference between the maximum crankshaft angular acceleration change absolute value Ai and the maximum crankshaft angular acceleration change average value C corresponding to each cylinder and recording the absolute value as the maximum crankshaft angular acceleration deviation absolute value alpha; and the absolute value of the difference between the absolute value Bi of the phase change of the crankshaft and the average value D of the phase change of the crankshaft corresponding to each cylinder is calculated and recorded as the absolute value beta of the phase deviation of the crankshaft.
8. The engine fault diagnosis correction system of claim 7, wherein the diagnosis correction module comprises an injector power-on time correction unit and an injection advance angle correction unit;
the fuel injector power-on time correction unit is used for calculating an average value E of the maximum crankshaft angular acceleration corresponding to the same cylinder in the event 1 and the event 2, and comparing the average value E with the corresponding maximum crankshaft angular acceleration in the MAP table calibrated in advance; searching a pre-calibrated fuel injector power-on time correction MAP table according to the comparison result, and correcting the power-on time of the corresponding fuel injector based on the searched correction value;
the fuel injection advance angle correction unit is used for calculating an average value F of corresponding crankshaft phases when the maximum crankshaft angular acceleration corresponding to the same cylinder in the event 1 and the event 2 occurs, and comparing the average value F with the corresponding crankshaft phase in the MAP table calibrated in advance; and searching a pre-calibrated fuel injection advance angle correction MAP table according to the comparison result, and correcting the fuel injection advance angle of the corresponding fuel injector based on the searched correction value.
9. The engine malfunction diagnosis and correction system according to claim 7, wherein the preset deviation values include a first preset deviation value corresponding to the maximum crankshaft angular acceleration deviation absolute value α and a second preset deviation value corresponding to the crankshaft phase deviation absolute value β;
the deviation faults comprise a maximum crankshaft angular acceleration deviation fault and a crankshaft phase deviation fault; when the absolute value alpha of the maximum crankshaft angular acceleration deviation is larger than or equal to the first preset deviation value, determining that the maximum crankshaft angular acceleration deviation fault occurs to the corresponding cylinder; and when the absolute value beta of the crankshaft phase deviation is larger than or equal to the second preset deviation value, determining that the crankshaft phase deviation fault occurs in the corresponding cylinder.
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