CN114033561A - Control method for super detonation power assembly of supercharged gasoline engine - Google Patents
Control method for super detonation power assembly of supercharged gasoline engine Download PDFInfo
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- CN114033561A CN114033561A CN202111411414.XA CN202111411414A CN114033561A CN 114033561 A CN114033561 A CN 114033561A CN 202111411414 A CN202111411414 A CN 202111411414A CN 114033561 A CN114033561 A CN 114033561A
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- 238000000034 method Methods 0.000 title claims abstract description 29
- 238000005474 detonation Methods 0.000 title abstract description 20
- 239000000446 fuel Substances 0.000 claims abstract description 13
- 230000005540 biological transmission Effects 0.000 claims description 18
- 239000000203 mixture Substances 0.000 claims description 5
- 238000003672 processing method Methods 0.000 abstract description 2
- 238000002485 combustion reaction Methods 0.000 description 10
- 239000007789 gas Substances 0.000 description 8
- 239000003921 oil Substances 0.000 description 8
- 230000002159 abnormal effect Effects 0.000 description 6
- 238000004880 explosion Methods 0.000 description 5
- 238000012544 monitoring process Methods 0.000 description 5
- 238000005516 engineering process Methods 0.000 description 4
- 230000009467 reduction Effects 0.000 description 4
- 230000001133 acceleration Effects 0.000 description 2
- 230000009849 deactivation Effects 0.000 description 2
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 239000000243 solution Substances 0.000 description 2
- 230000008859 change Effects 0.000 description 1
- 238000011217 control strategy Methods 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- RDYMFSUJUZBWLH-UHFFFAOYSA-N endosulfan Chemical compound C12COS(=O)OCC2C2(Cl)C(Cl)=C(Cl)C1(Cl)C2(Cl)Cl RDYMFSUJUZBWLH-UHFFFAOYSA-N 0.000 description 1
- 238000010304 firing Methods 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 239000010705 motor oil Substances 0.000 description 1
- NJPPVKZQTLUDBO-UHFFFAOYSA-N novaluron Chemical compound C1=C(Cl)C(OC(F)(F)C(OC(F)(F)F)F)=CC=C1NC(=O)NC(=O)C1=C(F)C=CC=C1F NJPPVKZQTLUDBO-UHFFFAOYSA-N 0.000 description 1
- 230000000979 retarding effect Effects 0.000 description 1
- 239000002912 waste gas Substances 0.000 description 1
Images
Classifications
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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
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
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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
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0261—Controlling the valve overlap
-
- 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
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
Abstract
The invention discloses a control method of a super detonation power assembly of a supercharged gasoline engine, which comprises the following steps: s1, after the super knock signal is detected to reach a first set value, implementing a measure of controlling the enrichment of the mixed gas, and simultaneously enabling the gearbox to reach a first target rotating speed; s2, after the super knock signal is detected to reach a second set value, a control measure of reducing the valve overlap angle is implemented, and meanwhile, the gearbox is made to reach a second target rotating speed; s3, after detecting that the super knock signal reaches a third set value, implementing a control measure for reducing the air intake amount; simultaneously, enabling the gearbox to reach a third target rotating speed; s3, after detecting that the super knock signal reaches a fourth set value, implementing a fuel cut-off control measure; while bringing the gearbox to a fourth target speed. The control method for the super detonation power assembly of the supercharged gasoline engine is based on a power assembly, provides a coordinated control scheme of a gearbox speed increasing strategy and an engine super detonation four-step processing method, and can effectively relieve the super detonation of the whole vehicle.
Description
Technical Field
The invention belongs to the technical field of electronic control of gasoline engines, and particularly relates to a control method of a super-detonation power assembly of a supercharged gasoline engine.
Background
The gasoline engine supercharging technology is the mainstream technology for realizing the miniaturization and low speed of the gasoline engine at home and abroad, and can greatly reduce the oil consumption of the whole vehicle and improve the dynamic property. However, after the technology is applied, while the gasoline engine can output higher torque and power, the peak value of the explosion pressure and the peak value of the combustion temperature in the cylinder are also obviously increased, and the self-ignition of the fuel/air mixture, namely super detonation (also called super detonation in the industry) is very easy to occur before the ignition of the spark plug. The difference of the conventional knocking is that the super knocking cannot be eliminated due to the fact that the ignition advance angle is delayed, the super knocking has sporadic property and intermittent property, the advance controllability is poor, the super knocking abnormal combustion of the supercharged gasoline engine is thoroughly eliminated, the technical problem recognized by the industry is solved, and only the occurrence frequency of the super knocking abnormal combustion can be controlled, so that the engine is prevented from being damaged under the condition of too high super knocking combustion frequency.
At present, the super knock control strategy is that an ECU prevents subsequent continuous super knock from occurring through strategies such as air-fuel ratio enrichment, VVT adjustment, intake charge reduction or cylinder deactivation and the like after the ECU detects the super knock based on the super knock result of an engine pedestal. The existing control scheme relieves super knocking from the engine control angle, the fluctuation of the engine speed and torque affects the unsmooth running and seriously affects the drivability, and the control scheme needs to be optimized and perfected.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. Therefore, the invention provides a control method of a super detonation power assembly of a supercharged gasoline engine, and aims to effectively relieve super detonation of a whole vehicle and maintain the dynamic property and smoothness of the whole vehicle.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows: the super knocking power assembly control method for the supercharged gasoline engine comprises the following steps:
s1, after detecting that the super knock signal reaches a first set value, implementing a measure of controlling the enrichment of the mixed gas, and simultaneously acquiring a first target rotating speed increasing value to enable the gearbox to reach a first target rotating speed;
s2, after the super knock signal is detected to reach a second set value, implementing a valve overlap angle reducing control measure, reducing the valve phase overlap angle of an intake valve and an exhaust valve of the engine, and keeping for a period of time; simultaneously acquiring a second target rotating speed increasing value to enable the gearbox to reach the second target rotating speed;
s3, after detecting that the super knock signal reaches a third set value, implementing a control measure for reducing the air intake amount; simultaneously acquiring a third target rotating speed increasing value to enable the gearbox to reach a third target rotating speed;
s4, after detecting that the super knock signal reaches a fourth set value, implementing a fuel cut-off control measure; and simultaneously acquiring a fourth target rotating speed increasing value to enable the gearbox to reach the fourth target rotating speed.
In step S1, after the measure of controlling the enrichment of the mixed gas is implemented, the excess air coefficient is 0.75-0.8.
In the step S1, the duration of the measures for implementing the mixed gas enrichment control is 10-15S.
In the step S1, after the gearbox reaches the first target rotating speed, the continuous operation time is 10-15S.
In step S1, the clutch temperature is monitored in real time during the continuous operation of the transmission when the transmission reaches the first target speed, and the downshift is performed when the clutch temperature exceeds a set value.
In the step S2, the valve phase overlapping angle of the engine intake valve and the engine exhaust valve is reduced, and the holding time is 15-20S.
In the step S3, the duration of the control measure for reducing the air intake amount is 10-15S.
In the step S4, the duration of the oil cut control measure is 10-15S.
The control method for the super-detonation power assembly of the supercharged gasoline engine is based on a power assembly, and provides a coordinated control scheme of a gearbox speed-raising strategy and an engine super-detonation four-step processing method, so that the super-detonation of the whole vehicle can be effectively relieved, and the dynamic property and the smoothness of the whole vehicle can be kept.
Drawings
FIG. 1 is a flow chart of a control method of a super-knock power assembly of a supercharged gasoline engine according to the invention;
fig. 2 is a diagram illustrating the super knock increase target rotation speed MAP of the TCU.
Detailed Description
The following detailed description of the embodiments of the present invention will be given with reference to the accompanying drawings for a purpose of helping those skilled in the art to more fully, accurately and deeply understand the concept and technical solution of the present invention and to facilitate its implementation.
It should be noted that, in the following embodiments, the terms "first", "second" and "third" do not denote absolute differences in structure and/or function, nor do they denote a sequential order of execution, but rather are used for convenience of description.
As shown in FIG. 1, the invention provides a control method of a super-knock power assembly of a supercharged gasoline engine, which comprises the following steps:
s1, after detecting that the super knock signal reaches a first set value, implementing a measure of controlling the enrichment of the mixed gas, and simultaneously acquiring a first target rotating speed increasing value to enable the gearbox to reach a first target rotating speed;
s2, after the super knock signal is detected to reach a second set value, implementing a valve overlap angle reducing control measure, reducing the valve phase overlap angle of an intake valve and an exhaust valve of the engine, and keeping for a period of time; simultaneously acquiring a second target rotating speed increasing value to enable the gearbox to reach the second target rotating speed;
s3, after detecting that the super knock signal reaches a third set value, implementing a control measure for reducing the air intake amount; simultaneously acquiring a third target rotating speed increasing value to enable the gearbox to reach a third target rotating speed;
s4, after detecting that the super knock signal reaches a fourth set value, implementing a fuel cut-off control measure; and simultaneously acquiring a fourth target rotating speed increasing value to enable the gearbox to reach the fourth target rotating speed.
Specifically, for a supercharged gasoline engine, in the interval of 1250 r/min-3500 r/min, the higher the engine speed, the faster the engine combustion rate (mainly, the higher the engine speed, the larger the in-cylinder turbulent kinetic energy, the increased combustion rate and the earlier the ignition angle), and the lower the super knock frequency per se. Meanwhile, the higher the engine rotating speed is, the lower the engine required torque is, the higher the temperature in the cylinder is, and the lower the super explosion frequency is.
Based on the theory, when the engine identifies super knock, the automatic transmission acquires MAP to obtain a target engine speed while the engine adopts four-step strategies of air-fuel ratio enrichment, VVT adjustment, load reduction or cylinder deactivation and the like to prevent subsequent continuous super knock, and the target engine speed is achieved by controlling the transmission. The gearbox is connected with the engine through the clutch, the rotating speed of the engine is increased through the gearbox, the engine is coordinated with a four-step super detonation method, and a super detonation power assembly technical method is formed.
The overall technical scheme is as follows:
(1) after the ECU system identifies a super knock signal by means of a signal of a knock sensor, four measures of mixture enrichment, VVT overlap angle reduction, intake charge limiting and oil cut-off are sequentially adopted. The engine super-knock control technology executes which step depends on the fact that an engine controller ECU detects super-knock signals on line, and if the super-knock signals are detected to continuously occur within preset time, the next step is adopted; and otherwise, returning to the previous step of measures, and continuously monitoring the super knock signal and judging the measures. (2) When the ECU processes super knock, the engine control unit ECU sends a representation super knock signal EngSupKonck through a network architecture CAN signal. (3) The transmission controller TCU receives the EngSupKonck value through the CAN signal, and inquires the super-knock control EngSupKonck _ MAP graph according to the EngSupKonck value to obtain the target increasing speed of the engine. (4) And the TCU controls the gearbox to reach the target rotating speed according to the target rotating speed. The specific strategy differs according to the type of the gearbox.
As shown in FIG. 1, an engine controller ECU collects vibration signals generated by a knock sensor in real time, a sensor signal processing module carries out integration processing on the knock signals, and if the detected vibration signals of the engine are filtered by a filter to remove signals outside a pre-calibrated pre-ignition window, the engine recognizes super knock. The engine control system performs four steps of mixture enrichment (S1-E), reducing the VVT overlap angle (S2-E), limiting intake charge (S3-E), and fuel cut (S4-E) in a sequential manner. When the ECU processes super knock, the engine ECU sends a signal EngSupKonck representing the super knock through a network architecture CAN signal.
In the above step S1, the first set value is 1. After the ECU identifies a first super-knock signal, the ECU sends the super-knock signal to the CAN bus, wherein the super-knock signal EngSupKonck is 1; meanwhile, the ECU implements a mixed gas enrichment control measure by increasing the oil injection time of the oil injector, the excess air coefficient is enriched from 1 to 0.75-0.8, the excess air coefficient is 0.75-0.8, specific values are well calibrated on an engine rack, and different working condition values are different. The enrichment of the mixed gas lasts for about 10-15 s, and meanwhile, a super knock signal is continuously detected in the duration time period of the enrichment of the mixed gas; in the time period, if the super knock signal is not detected, the engine controller ECU controls the fuel injection quantity of the fuel injector to recover to the fuel supply quantity value before the super knock abnormal combustion, and the measures of controlling the enrichment of the mixed gas are interrupted; meanwhile, the ECU sends a super knock signal to the CAN bus, and the super knock signal EngSupKonck is 0 at the moment.
Further, in the above step S1, the TCU obtains the super knock signal through the vehicle network CAN bus, and obtains the engine intake air temperature value at the same time when EngSupKonck is 1, and obtains the first increased rotation speed target value through EngSupKonck _ MAP (as shown in fig. 2).
Further, in step S1, for the CVT transmission, the transmission controller TCU may directly control the execution of the speed ratio change structure; for a DCT/AT gearbox, if the speed ratio is increased to meet the requirement that the speed ratio of 1/2 gears is reduced within the range of 0.8-1.2, executing downshift and speed increase; if the engine temperature does not meet the set value, releasing the pressure of the clutch in the gear, temporarily performing sliding mode control, controlling the pressure of the clutch to enable the engine to reach the target rotating speed for 10-15 s (the duration is consistent with the engine enrichment time), simultaneously monitoring the temperature of the clutch of the gearbox in real time, and executing a downshift scheme when the temperature of the clutch exceeds the set value. Further, if the TCU acquires EngSupKonck being 0, the transmission controller TCU controls the transmission parameters to be restored to the speed ratio parameters before the super knock abnormal combustion.
In the above step S2, the second set value is 2. Upon continuously monitoring the super knock signal, i.e., the 2st super knock signal mentioned in fig. 1, based on step S1, the ECU sends EngSupKonck 2 to the CAN bus. The engine ECU controls a VVT mechanism to reduce the overlap angle of intake and exhaust VVT phases, the overlap angle of the intake and exhaust VVT phases is generally calculated by the valve lift of 1mm, the overlap angle of the VVT is 0, the overlap angle of a negative valve can be kept for 15-20 s under a special working condition, and meanwhile, a super knock signal is continuously detected; in the time period, if the super knock signal is not detected, the ECU controls the VVT phaser to recover the VVT parameter before the super knock abnormal combustion, and the control measure for reducing the valve overlap angle is interrupted; meanwhile, the ECU sends EngSupKonck 1 to the CAN bus.
Further, in the above step S2, the TCU obtains the EngSupKonck through the vehicle network CAN bus, and simultaneously obtains the engine intake air temperature value when the EngSupKonck is 2, and obtains the increase target rotation speed value through the EngSupKonck _ MAP (as shown in fig. 2), and the increase target rotation speed control method is consistent with the 1st super-explosion transmission control method. Further, if the TCU acquires EngSupKonck of 1, the transmission controller TCU controls the transmission parameter to return to the previous speed ratio parameter.
In the above step S3, the third setting value is 3. Upon continuously monitoring the super knock signal, i.e., the 3st super knock signal mentioned in fig. 1, based on step S2, the ECU sends EngSupKonck 3 to the CAN bus. And the engine ECU controls a waste gas valve of the supercharger, increases the air release amount, reduces the maximum charge in the cylinder, can reduce the temperature in the cylinder, reduces the pre-ignition tendency, and keeps for a period of 15-20 s. Here, load reduction is not mainly achieved by retarding the firing angle, which increases the super knock frequency. In the time period, if the super knock signal is not detected, the ECU controls the air release valve of the supercharger to recover to the parameter before the super knock abnormal combustion, and the control measures for reducing the air charge are interrupted; meanwhile, the ECU sends EngSupKonck 2 to the CAN bus.
Further, in the above step S3, the TCU acquires EngSupKonck through the vehicle network CAN bus, and when EngSupKonck is 3, simultaneously acquires the engine intake air temperature value, and acquires the increase target rotation speed value through EngSupKonck _ MAP; specifically, the target rotating speed is increased by considering the problem of acceleration smoothness of the whole vehicle caused by dynamic attenuation of the engine, the rotating speed is generally increased by a relatively larger amount than that of the 1st/2st super knock, and the vehicle is calibrated. The control method for increasing the target rotating speed is consistent with the control method for the 1st super explosion gearbox. Further, if the TCU acquires EngSupKonck of 2, the transmission controller TCU controls the transmission parameter to return to the previous speed ratio parameter.
In the above step S4, the fourth setting value is 4. Upon continuously monitoring the super knock signal, i.e., the 4st super knock signal mentioned in fig. 1, based on step S3, the ECU sends EngSupKonck 4 to the CAN bus. And the engine ECU controls the oil injector to perform oil cut control on the cylinders with more pre-ignition. The super detonation signal opening threshold value of the fuel cut-off control is relatively high, the overlap angle of the super detonation signal is shortened and the air inlet charge is limited to be 20-30% higher than that of the super detonation signal, and the super detonation signal opening threshold value is kept for a period of 10-15 s. In the time period, if the super knock signal is not detected, the engine ECU controls the air release valve of the supercharger to recover to the parameter before super knock, and the control measure of reducing the air charging amount is interrupted, and meanwhile the ECU sends EngSupKonck to 3 to the CAN bus.
Further, in the above step S2, the TCU acquires EngSupKonck through the vehicle network CAN bus, and when EngSupKonck is 4, simultaneously acquires the engine intake air temperature value, and acquires the increase target rotation speed value through EngSupKonck _ MAP; specifically, the target rotating speed is increased by considering the problem of acceleration smoothness of the whole vehicle caused by dynamic attenuation of the engine, the rotating speed is generally increased by a relatively larger amount than the 1st/2st/3st super knock, and the vehicle is calibrated in real time. The control method for increasing the target rotating speed is consistent with the control method for the 1st super explosion gearbox. Further, if the TCU acquires EngSupKonck of 3, the transmission controller TCU controls the transmission parameter to return to the previous speed ratio parameter.
Particularly, under the extreme condition of engine oil cut, if the number of the oil cylinders is large, the torque drops more, the torque of the gearbox can appropriately cut off the clutch control, the level is higher than the level of the rotating speed, and the rotating speed adding measure cannot be executed, so that the method is reasonable.
The invention has been described above with reference to the accompanying drawings, it is obvious that the invention is not limited to the specific implementation in the above-described manner, and it is within the scope of the invention to apply the inventive concept and solution to other applications without substantial modification.
Claims (8)
1. The super knocking power assembly control method of the supercharged gasoline engine is characterized by comprising the following steps of:
s1, after detecting that the super knock signal reaches a first set value, implementing a measure of controlling the enrichment of the mixed gas, and simultaneously acquiring a first target rotating speed increasing value to enable the gearbox to reach a first target rotating speed;
s2, after the super knock signal is detected to reach a second set value, implementing a valve overlap angle reducing control measure, reducing the valve phase overlap angle of an intake valve and an exhaust valve of the engine, and keeping for a period of time; simultaneously acquiring a second target rotating speed increasing value to enable the gearbox to reach the second target rotating speed;
s3, after detecting that the super knock signal reaches a third set value, implementing a control measure for reducing the air intake amount; simultaneously acquiring a third target rotating speed increasing value to enable the gearbox to reach a third target rotating speed;
s4, after detecting that the super knock signal reaches a fourth set value, implementing a fuel cut-off control measure; and simultaneously acquiring a fourth target rotating speed increasing value to enable the gearbox to reach the fourth target rotating speed.
2. The super knocking powertrain control method for supercharged gasoline engines as claimed in claim 1, wherein in step S1, after the mixture enrichment control measure is implemented, the excess air ratio is in the range of 0.75-0.8.
3. The super-knock powertrain control method for a supercharged gasoline engine as claimed in claim 1, wherein in step S1, the duration of the measure of controlling the enrichment of the mixture is 10-15S.
4. The control method for the super knocking power assembly of the supercharged gasoline engine as claimed in any one of claims 1 to 3, wherein in step S1, the operation duration is 10-15S after the transmission reaches the first target rotation speed.
5. The super knock powertrain control method of claim 4, wherein in step S1, the clutch temperature is monitored in real time while the transmission is operating at the first target speed, and a downshift is performed when the clutch temperature exceeds a set value.
6. The control method for the super knocking power train of the supercharged gasoline engine as claimed in any one of claims 1 to 3, wherein in step S2, the valve phase overlap angle of the intake valve and the exhaust valve of the engine is reduced for 15-20S.
7. The control method for the super knocking power train of the supercharged gasoline engine as claimed in any one of claims 1 to 3, wherein in step S3, the duration of the control action for reducing the intake air amount is 10-15S.
8. The control method for the super knocking power assembly of the supercharged gasoline engine as claimed in any one of claims 1 to 3, wherein in step S4, the duration of the fuel cut-off control measure is 10-15S.
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| CN202111411414.XA CN114033561B (en) | 2021-11-25 | 2021-11-25 | Control method of super knocking power assembly of supercharged gasoline engine |
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| CN202111411414.XA CN114033561B (en) | 2021-11-25 | 2021-11-25 | Control method of super knocking power assembly of supercharged gasoline engine |
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Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20030172907A1 (en) * | 2000-05-17 | 2003-09-18 | Jan Nytomt | Method in connection with engine control |
| CN106640396A (en) * | 2016-12-16 | 2017-05-10 | 天津大学 | Super knock restraining method based on multi-parameter adjustment and control |
| CN111997767A (en) * | 2020-09-04 | 2020-11-27 | 东风汽车集团有限公司 | Method and device for controlling air inflow for inhibiting knocking under pre-ignition and high-intensity knocking |
| CN112177782A (en) * | 2020-09-30 | 2021-01-05 | 重庆长安汽车股份有限公司 | Super-knocking abnormal combustion processing control method for supercharged gasoline engine |
| CN113482789A (en) * | 2021-07-22 | 2021-10-08 | 东风汽车集团股份有限公司 | Engine super-detonation post-processing method and system |
-
2021
- 2021-11-25 CN CN202111411414.XA patent/CN114033561B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20030172907A1 (en) * | 2000-05-17 | 2003-09-18 | Jan Nytomt | Method in connection with engine control |
| CN106640396A (en) * | 2016-12-16 | 2017-05-10 | 天津大学 | Super knock restraining method based on multi-parameter adjustment and control |
| CN111997767A (en) * | 2020-09-04 | 2020-11-27 | 东风汽车集团有限公司 | Method and device for controlling air inflow for inhibiting knocking under pre-ignition and high-intensity knocking |
| CN112177782A (en) * | 2020-09-30 | 2021-01-05 | 重庆长安汽车股份有限公司 | Super-knocking abnormal combustion processing control method for supercharged gasoline engine |
| CN113482789A (en) * | 2021-07-22 | 2021-10-08 | 东风汽车集团股份有限公司 | Engine super-detonation post-processing method and system |
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