CN112682241B - Method and device for controlling ignition timing of engine - Google Patents
Method and device for controlling ignition timing of engine Download PDFInfo
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- CN112682241B CN112682241B CN202011595326.5A CN202011595326A CN112682241B CN 112682241 B CN112682241 B CN 112682241B CN 202011595326 A CN202011595326 A CN 202011595326A CN 112682241 B CN112682241 B CN 112682241B
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Abstract
The invention provides a control method and a device for ignition timing of an engine, wherein when knock control is activated and a system does not detect a knock and a knock-free self-learning value, and when three conditions are all provided, the AND logical value of the three conditions is 1, the positive-direction knock self-learning of an ignition angle is activated; if the AND logical values of the three conditions are all 1 for the continuous preset times, the knock self-learning value is increased by a preset step length; and advancing the ignition timing of the engine, and adding the current ignition timing and the final knock self-learning value to obtain the output ignition timing. Aiming at the working condition that the ignition time can be advanced, the ignition time can be automatically advanced, the performance of the engine is exerted to the maximum extent, the power torque is improved, the oil consumption is reduced, and the performance of a control system can be improved to a certain extent. The whole vehicle can run in the best state in various scenes, and good driving feeling is provided for users.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to a method and a device for controlling ignition timing of an engine.
Background
Under certain conditions, the combustion of a spark-ignition engine evolves into an abnormal combustion process accompanied by typical knock and knock sounds, known as knocking. The detonation process, which results from pre-ignition of the mixture before the combustion flame front has not been reached, limits the effective thermal efficiency of the engine's power and output. The engine is damaged by pressure waves and thermal stresses caused by the intense detonation.
The knock sensor measures vibration signals generated by knocking combustion and converts them into electric signals. In the engine calibration stage, the ignition timing is determined according to the current operating conditions (such as temperature, humidity and oil); in the whole vehicle stage, the current EMS (electronic engine control system) senses whether the engine knocks through a knock sensor, and when the knock is detected, the knock level of the engine is reduced by actively delaying the ignition moment, so that the aim of protecting the engine is fulfilled. Meanwhile, the problem that the air inlet temperature is too high due to the fact that the running environment of the whole vehicle is severe is solved; under the condition of causing engine knocking due to poor fuel quality and the like, an electronic engine control system can protect the engine by delaying the ignition time of the engine.
However, when the whole vehicle is used, the external conditions are greatly different from those when the engine is calibrated, and if the running environment is good and the EMS cannot detect knocking, the ignition angle can be further advanced theoretically. However, in practice, the maximum ignition time of the current EMS is confirmed well in the stage of rack calibration and cannot be further advanced, so that the performance of the engine cannot be further excited by further advancing the ignition timing according to the actual application scene of the whole vehicle, and the oil consumption and the emission are reduced.
Disclosure of Invention
The invention aims to provide a control method of ignition timing of an engine, aiming at a better working condition that the ignition time can be advanced, the ignition time can be further advanced, the performance of the engine can be exerted to the maximum extent, and the oil consumption is reduced.
The invention provides a method for controlling ignition timing of an engine, which comprises the following steps:
when the three conditions are all met, and the AND logical value of the three conditions is 1, activating the positive detonation self-learning of the ignition angle;
if the AND logical values of the three conditions are all 1 for the continuous preset times, the knock self-learning value is increased by a preset step length; and advancing the ignition timing of the engine, and adding the current ignition timing and the final knock self-learning value to obtain the output ignition timing.
Further, the conditions for knock control activation include: water temperature >40 ℃ and/or load >40%.
Further, the operating condition that the system does not detect knocking includes: the atmospheric humidity is greater than one or more than two of the humidity preset value, the intake air temperature is lower than the temperature preset value, the compression ratio is smaller than the compression ratio preset value and the fuel quality is higher than the fuel quality preset value.
Further, the preset step length is 0.75 ℃ A.
Further, the final knock self-learning value is smaller than the maximum advance.
Further, the range of the maximum lead is 3-9 ℃.
Further, the predetermined number of times is 3 or more.
Further, setting the preset times as an initial value through a counter, sequentially judging whether the AND logic values of the three conditions are 1, and if so, subtracting 1 from the counter; if the counter is reduced to zero, and the AND logical value of the three conditions is 1, the knock self-learning value is increased by a preset step size.
The present invention also provides an engine ignition timing control apparatus, comprising:
a knock detection device that detects knocking of the engine; and
ignition timing adjusting means for adjusting an ignition timing of the engine based on a knock signal obtained from the knock detecting means and an external ignition signal relating to the ignition timing of the engine obtained from an external electronic control device;
knock learning control means for judging whether the engine knocks and learning spark timing as a knock self-learning value;
the method comprises the following steps that knock control is activated, a system does not detect a knock and a knock-free self-learning value, and if the AND logical values of three conditions are all 1 for continuous preset times, the knock self-learning value is increased by a preset step length; and advancing the ignition timing of the engine, and adding the current ignition timing and the final knock self-learning value to obtain the output ignition timing.
Further, the electronic control device includes: any one or combination of more than two of a humidity sensor, a fuel level sensor and an air inlet temperature sensor.
Compared with the prior art, the invention has the following beneficial effects:
the invention provides a control method and a device for ignition timing of an engine, wherein when knock control is activated and a system does not detect knock and no knock self-learning value, and when three conditions are all provided, the AND logical value of the three conditions is 1, the positive knock self-learning of an ignition angle is activated; if the AND logical values of the three conditions are all 1 for the continuous preset times, the knock self-learning value is increased by a preset step length; and advancing the ignition timing of the engine, and adding the current ignition timing and the final knock self-learning value to obtain the output ignition timing. Aiming at the working condition that the ignition time can be advanced, the ignition time can be automatically advanced, the performance of the engine is exerted to the maximum extent, the power torque is improved, the oil consumption is reduced, and the performance of a control system can be improved to a certain extent. The whole vehicle can run in the best state in various scenes, and good driving feeling of a user is provided.
Drawings
FIG. 1 is a logic diagram of a method for controlling engine spark timing according to an embodiment of the present invention.
Fig. 2 is a detailed schematic diagram of the control method of the ignition timing of the engine according to the embodiment of the present invention.
Fig. 3 is a schematic diagram of a method of controlling the ignition timing of the engine according to the embodiment of the invention.
Detailed Description
Based on the above research, the embodiment of the present invention provides a control method of an engine ignition timing. The invention is described in further detail below with reference to the figures and the specific embodiments. The advantages and features of the present invention will become more apparent from the following description. It is to be noted, however, that the drawings are designed in a simplified form and are not to scale, but rather are to be construed in an illustrative and descriptive sense only and not for purposes of limitation.
An embodiment of the present invention provides a method for controlling an ignition timing of an engine, as shown in fig. 1, including:
when the knock control is activated and the system does not detect the knock and the knock-free self-learning value, and the three conditions are all provided, if the AND logical value of the three conditions is 1, activating the positive knock self-learning of the ignition angle;
if the AND logical values of the three conditions are all 1 for the continuous preset times, the detonation self-learning value is increased by a preset step length; and advancing the ignition timing of the engine, and adding the current ignition timing and the final knock self-learning value to obtain the output ignition timing.
The method of controlling the ignition timing of the engine according to the embodiment of the present invention will be described in detail below with reference to fig. 1 and 2.
The system does not detect knock, no knock sensor related failure and knock control can do the three conditions as basic conditions for activating the knock self-learning function; the knocking self-learning of the ignition angle cannot be activated as long as one is not satisfied. This example requires positive (advance direction) knock self-learning of the activation spark angle.
The method for controlling the ignition timing of the engine provided by the embodiment adopts AND logic, namely when all conditions for determining a certain event are met, the event can occur. And when the three conditions are all met and the AND logical value of the three conditions is 1, activating the positive detonation self-learning of the ignition angle. The knock-free self-learning value, i.e., the knock self-learning value is 0.
Specifically, the conditions for knock control activation include: water temperature >40 ℃ and/or load >40%. Load changes are caused by changes of environment and seasons, changes of various working media (such as viscosity changes of mechanical oil and the like), access modification of various electric appliances and auxiliary power, control of an engine and the like.
The operating conditions under which the system does not detect knock include: the atmospheric humidity is greater than one or more than two of the humidity preset value, the intake air temperature is lower than the temperature preset value, the compression ratio is smaller than the compression ratio preset value and the fuel quality is higher than the fuel quality preset value. The present embodiment may further advance the engine ignition timing under the following conditions (atmospheric humidity becomes high, intake air temperature is low, engine manufacturer's difference causes the compression ratio to be smaller than the design value, fuel quality is good, etc.).
The knock sensor detects each knock cycle one by one, and if the obtained AND logical value of the three conditions is 1 for continuous preset times, the knock self-learning value is increased by a preset step length; and advancing the ignition timing of the engine, and adding the current ignition timing and the final knock self-learning value to obtain the output ignition timing. Specifically, as shown in FIG. 2, the predetermined number of times is, for example, 3 or more times, and the predetermined number of times is, for example, N times (N is an integer ≧ 3). When it is detected that the and logical value of the three conditions obtained for the current knock cycle is 1, a predetermined number of times N is assigned to a counter, N being an initial value of the counter. The knock sensor detects the next knock cycle, and when the AND logical value of the three conditions obtained by the next knock cycle is 1, the counter is decreased by 1; successively judging whether the AND logical values of the three conditions obtained after the knock cycle detection are 1, if so, continuously subtracting 1 from the counter; if the counter is decremented to zero and the and logical values of the three conditions are also 1, the initial value of the knock self-learning value (wkradap) is incremented by a preset step, and the initial value of the knock self-learning value (wkradap) is normally 0. The preset step is for example 0.75 ° ca, i.e. the ignition angle is advanced in steps of 0.75 ° a. And after 0.75 ℃ A is advanced, continuing detecting each knock cycle by the knock sensor, and if the AND logical values of the three conditions meet that the continuous preset times are all 1, then advancing by 0.75 ℃ A. Knock self-learning value readout value (wkratst) = knock self-learning value initial value (wkradap) + M × 0.75, M is an integer. The knock self-learning value readout value (wkratst) is used as a final knock self-learning value. And the final knock self-learning value is smaller than the maximum lead, so that the engine is prevented from being damaged. The maximum lead is 3-9 deg.C. In advancing the ignition timing of the engine, for example, the engine operating section is divided into 20 regions each of which is divided into 80 regions of 4 cylinders, according to the rotation speed and the load. And in the self-learning area, ignition timing advance is carried out by the aid of a pointer algorithm and cylinders simultaneously.
When the EMS system meets the conditions of knock control and no faults related to the knock sensor exist, the knock sensor cannot detect the advance of the knock through detection of several rounds, the ignition timing is actively and gradually advanced according to a certain step length through the control of the EMS until the EMS detects the knock, so that the engine can always operate at the ignition time of critical knock to stimulate the optimal performance of the engine. The ignition angle is gradually adjusted in the advance direction.
Factors that affect knocking, engine operating conditions include mixture temperature, intake air temperature, residual exhaust gas, excess air ratio, water spray (intake air humidity), and the like. Fuel properties, gasoline number (92 #, 95#, etc.).
According to the phenomenon (pressure fluctuation) generated by knocking, the current knocking detection means is realized by monitoring a vibration signal of an engine through a knocking sensor, because the vibration generated by the knocking has specific vibration frequency, the vibration of the engine is sensed through a knocking detection device, the knocking detection device comprises the knocking sensor, the vibration signal is converted into an electric signal by utilizing the piezoelectric effect of the knocking sensor, the vibration signal of an engine cylinder body generated by non-knocking is filtered through high-pass filtering, and then a real knocking signal is identified.
At the end of the compression stroke of the engine, when the piston reaches the top of the stroke, the ignition system provides a high-pressure spark to the spark plug to ignite the compressed mixture in the cylinder to produce work, and this time is the ignition timing. To maximize the ignition energy, the ignition timing is generally advanced by a certain amount, so that the ignition is performed at the moment when the piston is about to reach the top dead center, rather than just reaching the top dead center, and the advance is called the ignition advance. The size of the ignition advance angle directly influences the highest combustion pressure, the pressure rise rate, the highest combustion temperature and the like in the cylinder, and further influences the macroscopic performance of the engine, such as power and torque.
According to the mechanism of detonation generation, namely spontaneous combustion of the tail end gas mixture, the time required from the formation (ignition) of a fire core to the propagation of a flame front to the tail end gas mixture is defined as t1, and the time required from the formation of the fire core to the spontaneous combustion and ignition of the tail end gas mixture is defined as t2, so that no detonation is generated as long as t1< t 2; simply, the end mixed gas is not as spontaneous combustion; when t1> t2, knocking occurs, i.e., autoignition of the end mixture occurs.
Different conditions of use make the knocking tendency different, and then determine the ignition timing, for example: when the air inlet temperature is increased, the flame propagation speed can be accelerated, namely t1 is shortened, the engine performance is improved, but t2 is also shortened, the detonation can be intensified, the detonation can be inhibited by properly delaying the ignition time (reducing the ignition advance angle), and then when the air inlet temperature is reduced, the ignition advance angle can be increased; similarly, 95# gasoline has higher octane number than 92# gasoline, and has better antiknock performance, and the ignition time can be advanced, so that the engine performance is better.
As shown in fig. 3, the knock sensor detects each knock cycle, and a determination is made as to whether the engine knocks from a signal output from the knock sensor. If the engine is judged to knock, the ignition timing is retarded to combust the air-fuel mixture at a reduced rate to provide a reduced, low maximum combustion pressure to minimize or prevent knock.
If the engine is judged to be knock-free, one condition is: the previous combustion cycle detects that knock has been retarded in spark timing, and the spark timing is advanced in steps until the bench calibrated spark timing. If the engine is judged not to knock, the other condition is as follows: and igniting according to the ignition timing calibrated by the rack. In both cases, the knock sensor does not detect knock over several combustion cycles, and the ignition timing is advanced in steps. The specific approach is shown in fig. 1 and described above.
Calibrating a rack: the method aims to determine the ignition advance angle under the stable working condition, wherein the stable working condition refers to that the temperature of engine coolant is between 80 and 90, the temperature of intake air is within a preset range, the fuel oil of an engine is designated fuel oil (for example, 92# gasoline), and the ignition time when the engine slightly knocks is searched as the ignition advance angle under the working condition under different engine rotating speeds and load working conditions.
Calibrating the whole vehicle: because the using environment of the whole vehicle and the environment of the bench test are different, mainly the difference of the air inlet temperature (because the air inlet temperature of the whole vehicle is not controllable), on the whole vehicle, the air inlet temperature is considered to be increased, the knocking tendency is strengthened, different corrections are carried out on the ignition moment according to the change of the air inlet temperature, so that the corrected engine can still run under the working condition of slight knocking, and the corrected ignition angle is the final knocking self-learning value.
According to the control method for the ignition timing of the engine, the humidity, the temperature and the oil product information can be input into an engine management system, the knocking condition of the engine is judged through a knock sensor, and the ignition timing is advanced according to the judgment result. The heart of an Engine Management System (EMS) is the electronic control of fuel metering and ignition timing. The engine management system takes an electronic control device as a center, and the electronic control device receives various information from the sensors, processes and analyzes the information and sends control signals to various actuators. The engine matching work is to set proper values for various parameters of the electronic control device under an engine management system so as to meet the requirements of the optimal air-fuel ratio and the optimal ignition advance angle of each working condition determined by the dynamic property, the reliability and the economical efficiency of the automobile.
In the present embodiment, there is also provided an engine ignition timing control apparatus including:
a knock detection device that detects knocking of the engine; and
ignition timing adjusting means for adjusting an ignition timing of the engine based on a knock signal obtained from the knock detecting means and an external ignition signal related to the ignition timing of the engine obtained from an external electronic control device;
knock learning control means for judging whether the engine knocks and learning spark timing as a knock self-learning value;
the knock control is activated, the system does not detect the knock and the non-knock self-learning value, and the AND logical values of the three conditions are all 1 continuously for a preset number of times, so that the knock self-learning value is increased by a preset step length; and advancing the ignition timing of the engine, and adding the current ignition timing and the final knock self-learning value to obtain the output ignition timing.
Further, when it is determined that the engine knocks, the ignition timing is retarded.
Specifically, the electronic control device includes: any one or combination of more than two of a humidity sensor, a fuel level sensor and an air inlet temperature sensor. Humidity, temperature and oil product information can be transmitted into an EMS system through a certain communication mode (such as can communication), then the knocking condition of the engine is judged through a knock sensor, the ignition timing is advanced according to the judgment result, and the advance self-learning of the ignition timing is carried out in real time.
The control of the gasoline engine for a vehicle is mainly classified into ignition control. The closed-loop control is to utilize the signal feedback of a knock sensor to regulate an ignition system; the control process is that a certain detonation safety distance method is reserved when the ignition advance angle is pre-controlled, namely, after the control system identifies that a certain cylinder detonates through a detonation sensor, the ignition advance angle of the cylinder is delayed by a certain angle (for example, the delay step length is 3 ℃ A) until no detonation occurs; and then the ignition angle advance is recovered according to a set period (for example, the advance step is 0.75 ℃ A), and the ignition angle advance is recovered to the preset ignition angle until no detonation occurs. Due to the consideration of factors such as oil quality, climate environment and the like, a conservative safe deflagration distance is reserved when the rack model machine is calibrated, so that power and oil consumption are influenced.
And knocking identification, namely measuring the combustion pressure in the cylinder on the rack and applying a knocking measurement analyzer to accurately identify and judge whether knocking occurs or not.
In knock control, the system senses characteristic vibration generated by a knock through a knock sensor installed at a proper position of an engine, converts the characteristic vibration into an electronic signal, and transmits the electronic signal to an Electronic Control Unit (ECU) for processing. The ECU uses a special processing algorithm to detect whether a knocking phenomenon occurs in each combustion cycle of each cylinder. Knock closed loop control is triggered once knock is detected. When the knocking danger is eliminated, the ignition of the affected cylinder is gradually advanced again to a predetermined ignition advance angle. The threshold value of the knock control has good adaptability to different working conditions and fuel with different labels.
The knock sensor is a vibration acceleration sensor mounted on the engine block. One may be installed, and a plurality of them may be installed. The sensitive element of the sensor is a piezoelectric element. The vibration of the engine block is transmitted to the piezoelectric crystal through the mass in the transmitter. The piezoelectric crystal generates voltage on two pole faces due to the pressure generated by the vibration of the mass block, and the vibration signal is converted into an alternating voltage signal to be output. Since the frequency of the vibration signal caused by engine knock is much higher than the normal vibration signal frequency of the engine, the ECU processes the signal of the knock sensor to distinguish between knock and non-knock signals. The knock sensor is mounted on, for example, a cylinder block.
The present invention also provides a computer storage medium including a computer program that executes the above-described engine ignition timing control method.
Those of ordinary skill in the art will understand that: all or a portion of the steps of implementing the above-described method embodiments may be performed by hardware associated with program instructions. The aforementioned program may be stored in a computer (processor) -readable storage medium. When executed, the program performs steps comprising the method embodiments described above; and the aforementioned storage medium includes: various media that can store program codes, such as ROM, RAM, magnetic or optical disks.
In summary, the present invention provides a method and a device for controlling an engine ignition timing, where a knock control is activated, a knock is not detected by a system, and a knock-free self-learning value is not detected by the system, and when all three conditions are met, if an and logical value of the three conditions is 1, a positive knock self-learning of an ignition angle is activated; if the AND logical values of the three conditions are all 1 for the continuous preset times, the knock self-learning value is increased by a preset step length; and advancing the ignition timing of the engine, and adding the current ignition timing and the final knock self-learning value to obtain the output ignition timing. Aiming at the working condition that the ignition time can be advanced, the ignition time can be automatically advanced, the performance of the engine is exerted to the maximum extent, the power torque is improved, the oil consumption is reduced, and the performance of a control system can be improved to a certain extent. The whole vehicle can run in the best state in various scenes, and good driving feeling of a user is provided.
The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other. For the method disclosed by the embodiment, the description is relatively simple because the method corresponds to the device disclosed by the embodiment, and the relevant points can be referred to the description of the method part.
The above description is only for the purpose of describing the preferred embodiments of the present invention, and is not intended to limit the scope of the present invention, and any variations and modifications made by those skilled in the art based on the above disclosure are within the scope of the appended claims.
Claims (9)
1. A method of controlling ignition timing of an engine, characterized by comprising:
when the three conditions are all met, and the AND logical value of the three conditions is 1, activating the positive detonation self-learning of the ignition angle;
if the AND logical values of the three conditions are all 1 for the continuous preset times, the detonation self-learning value is increased by a preset step length; advancing the ignition timing of the engine, and obtaining output ignition timing by adding the current ignition timing and a final knock self-learning value;
wherein the operating condition that the system does not detect knocking comprises: the atmospheric humidity is greater than one or more than two of the humidity preset value, the intake air temperature is lower than the temperature preset value, the compression ratio is smaller than the compression ratio preset value, and the fuel quality is higher than the fuel quality preset value.
2. The control method of engine ignition timing according to claim 1, characterized in that the condition where the knock control is activated includes: water temperature >40 ℃ and/or load >40%.
3. The control method of the engine ignition timing according to claim 1, characterized in that the preset step size is 0.75 ° ca.
4. The engine ignition timing control method according to claim 1, characterized in that the final knock self-learning value is smaller than a maximum advance amount.
5. The control method of the engine ignition timing according to claim 4, characterized in that the maximum advance amount ranges from 3 ° ca to 9 ° ca.
6. The control method of the engine ignition timing according to any one of claims 1 to 5, characterized in that the predetermined number of times is 3 or more.
7. The method of controlling the ignition timing of the engine according to any one of claims 1 to 5, characterized in that the predetermined number of times is set as an initial value by a counter, it is successively judged whether or not the and logical value of the three conditions is 1, and if it is 1, the counter is decremented by 1; if the counter is decremented to zero and the and logical value of the three conditions is 1, the knock self-learning value is increased by a preset step.
8. An engine ignition timing control apparatus, characterized by comprising:
a knock detection device that detects knocking of the engine; and
ignition timing adjusting means for adjusting an ignition timing of the engine based on a knock signal obtained from the knock detecting means and an external ignition signal relating to the ignition timing of the engine obtained from an external electronic control device;
knock learning control means for judging whether the engine knocks and learning spark timing as a knock self-learning value;
the method comprises the following steps that knock control is activated, a system does not detect a knock and a knock-free self-learning value, and if the AND logical values of three conditions are all 1 for continuous preset times, the knock self-learning value is increased by a preset step length; advancing the ignition timing of the engine, and obtaining output ignition timing by adding the current ignition timing and a final knock self-learning value;
wherein the operating condition that the system does not detect knocking comprises: the atmospheric humidity is greater than one or more than two of the humidity preset value, the intake air temperature is lower than the temperature preset value, the compression ratio is smaller than the compression ratio preset value and the fuel quality is higher than the fuel quality preset value.
9. The engine ignition timing control apparatus according to claim 8, characterized in that the electronic control means includes: any one or combination of more than two of a humidity sensor, a fuel level sensor and an air intake temperature sensor.
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| CN113266503B (en) * | 2021-06-03 | 2022-09-16 | 吉林大学 | Knock suppression method based on multi-parameter selective adjustment |
| CN115163376B (en) * | 2022-02-22 | 2023-07-25 | 重庆长安汽车股份有限公司 | Engine ignition advance angle control method and device, engine management system and automobile |
| CN115013219B (en) * | 2022-06-15 | 2023-11-03 | 东风汽车集团股份有限公司 | Minimum ignition efficiency control method for gasoline engine |
| CN116357490B (en) * | 2023-05-26 | 2023-09-15 | 潍柴动力股份有限公司 | Knock suppression method and related device |
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