CN114233497A - Control method, system and equipment of engine - Google Patents
Control method, system and equipment of engine Download PDFInfo
- Publication number
- CN114233497A CN114233497A CN202111529032.7A CN202111529032A CN114233497A CN 114233497 A CN114233497 A CN 114233497A CN 202111529032 A CN202111529032 A CN 202111529032A CN 114233497 A CN114233497 A CN 114233497A
- Authority
- CN
- China
- Prior art keywords
- ignition
- engine
- cylinder
- signal
- control signal
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000000034 method Methods 0.000 title claims abstract description 54
- 238000010304 firing Methods 0.000 claims description 28
- 230000004913 activation Effects 0.000 claims description 20
- 239000000446 fuel Substances 0.000 claims description 16
- 238000007781 pre-processing Methods 0.000 claims description 16
- 238000002485 combustion reaction Methods 0.000 claims description 8
- 238000002347 injection Methods 0.000 claims description 4
- 239000007924 injection Substances 0.000 claims description 4
- 239000003921 oil Substances 0.000 claims description 4
- 239000000295 fuel oil Substances 0.000 claims description 2
- 239000007789 gas Substances 0.000 description 9
- 238000004364 calculation method Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 5
- 230000006835 compression Effects 0.000 description 4
- 238000007906 compression Methods 0.000 description 4
- 239000002283 diesel fuel Substances 0.000 description 4
- 230000009286 beneficial effect Effects 0.000 description 3
- 238000004590 computer program Methods 0.000 description 3
- 238000002474 experimental method Methods 0.000 description 3
- 239000000243 solution Substances 0.000 description 3
- 239000002912 waste gas Substances 0.000 description 2
- 238000010891 electric arc Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000003502 gasoline Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000000750 progressive effect Effects 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
Images
Classifications
-
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
- F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
-
- 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
- F02D41/008—Controlling each cylinder individually
- F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
-
- 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
- F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
The application discloses a control method, a system and equipment of an engine, wherein the method comprises the following steps: determining a set of ignition cycles of the engine based on an idle condition of the engine; aiming at any ignition cycle in the set, determining the ignition sequence of each cylinder of the engine, and generating an ignition mark signal of each cylinder; and generating an ignition control signal according to the ignition mark signal of the cylinder aiming at any cylinder, so that the engine executes corresponding operation according to the ignition control signal. According to the control method of the engine, when the engine is in the idling working condition, the engine is enabled to execute a plurality of ignition cycles, each ignition cycle corresponds to a specific ignition sequence, and partial cylinders are controlled to ignite and burn, and other cylinders do not burn, so that the thermal efficiency of the engine is improved.
Description
Technical Field
The present application relates to the field of control technologies, and in particular, to a method, a system, and a device for controlling an engine.
Background
The idling working condition is a working condition that the engine is not needed to drive the vehicle to run when the vehicle is static or idle. For example, an automobile is temporarily stopped at a traffic light, temporarily stopped at a time of traffic congestion, or the like, that is, the vehicle is stopped while the engine is in a state of being normally started.
In the prior art, when an engine is in an idling working condition, all cylinders of the engine can inject and burn oil, so that the content of insufficiently burnt fuel in exhaust gas is higher, unnecessary fuel consumption is brought, and the thermal efficiency of the engine is lower.
Disclosure of Invention
The embodiment of the application provides a control method, a system and equipment of an engine, so that the thermal efficiency of the engine is improved.
In a first aspect, an embodiment of the present application provides a method for controlling an engine, the method including:
determining a set of ignition cycles for an engine based on an idle condition of the engine;
determining the ignition sequence of each cylinder of the engine for any ignition cycle in the set, and generating an ignition mark signal of each cylinder;
and aiming at any one cylinder, generating an ignition control signal according to the ignition mark signal of the cylinder so that the engine can execute corresponding operation according to the ignition control signal.
In one possible embodiment, the determining the firing order of each cylinder of the engine for any firing cycle in the set includes:
and aiming at any ignition cycle in the set, determining an activation proportion corresponding to the ignition cycle, and determining the ignition sequence of each cylinder of the engine according to the activation proportion, wherein the activation proportion is the ratio of the number of cylinders for ignition combustion to the total number of cylinders of the engine.
In one possible embodiment, the generating an ignition control signal according to the ignition flag signal of the cylinder includes:
and when the ignition mark signal of the cylinder is ignition, generating ignition control signals for normally opening and closing the intake valve, injecting fuel oil by the oil injector and normally opening and closing the exhaust valve.
In one possible embodiment, the generating an ignition control signal according to the ignition flag signal of the cylinder includes:
and when the ignition mark signal of the cylinder is not ignited, generating an ignition control signal without fuel injection and with the exhaust valve closed.
In one possible embodiment, the determining the set of ignition cycles for the engine based on an idle condition of the engine comprises:
and determining an ignition cycle set of the engine based on the rotating speed and the required torque of the engine, wherein the rotating speed is less than or equal to a preset rotating speed, the required torque is less than or equal to a preset required torque, the rotating speed is obtained by calculation according to a crankshaft sensor signal and a camshaft sensor signal, and the required torque is obtained by searching a required torque table according to an accelerator pedal position sensor signal.
In one possible embodiment, the method further comprises:
and when at least one of the rotating speed is greater than the preset rotating speed or the required torque is greater than the preset required torque is met, the engine executes a preset control method.
In a second aspect, an embodiment of the present application provides a control system for an engine, the system including: the ignition control system comprises a preprocessing unit, a basic control unit and an ignition processing unit;
the preprocessing unit is used for acquiring signals of an engine sensor, preprocessing the signals and then sending the preprocessed signals to the basic control unit;
the base control unit is used for determining an ignition cycle set of the engine based on the preprocessed signals;
the ignition processing unit is used for determining the ignition sequence of each cylinder of the engine aiming at any ignition cycle in the set and generating an ignition mark signal of each cylinder;
the basic control unit is further configured to generate an ignition control signal according to an ignition flag signal of the cylinder for any one of the cylinders, so that the engine executes corresponding operation according to the ignition control signal.
In a possible implementation, the basic control unit is specifically configured to generate, for any cylinder, a first control signal and a second control signal according to an ignition flag signal of the cylinder, where the first control signal is used to control an injector to operate, and the second control signal is used to control an intake valve and an exhaust valve of the cylinder to operate.
In a possible embodiment, the preprocessing unit is specifically configured to acquire a signal of a crankshaft sensor, a signal of a camshaft sensor, and a signal of an accelerator pedal position sensor, and to send the preprocessed signals to the basic control unit.
In a third aspect, an embodiment of the present application provides a control apparatus of an engine, the apparatus including: a memory and a processor;
the memory for storing associated program code;
the processor is configured to invoke the program code to execute the method according to any one of the embodiments of the first aspect.
In a fourth aspect, this application further provides a computer-readable storage medium, where the computer-readable storage medium is used to store a computer program, where the computer program is used to execute the method described in any one of the implementation manners of the first aspect.
In the implementation manner of the embodiment of the application, the ignition cycle set of the engine is determined based on the idle working condition of the engine; aiming at any ignition cycle in the set, determining the ignition sequence of each cylinder of the engine, and generating an ignition mark signal of each cylinder; and generating an ignition control signal according to the ignition mark signal of the cylinder aiming at any cylinder, so that the engine executes corresponding operation according to the ignition control signal. According to the control method of the engine, when the engine is in the idling working condition, the engine is enabled to execute a plurality of ignition cycles, each ignition cycle corresponds to a specific ignition sequence, and partial cylinders are controlled to ignite and burn, and other cylinders do not burn, so that the thermal efficiency of the engine is improved.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments provided in the present application, and other drawings can be obtained by those skilled in the art according to the drawings.
FIG. 1 is a flow chart of a method of controlling an engine according to an embodiment of the present disclosure;
FIG. 2 is a flow chart of another engine control method in an embodiment of the present application;
FIG. 3 is a schematic diagram of a control system for an engine according to an embodiment of the present disclosure;
FIG. 4 is a schematic illustration of another engine control system according to an embodiment of the present application;
fig. 5 is a schematic diagram of a control apparatus of an engine in an embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and the described embodiments are only exemplary embodiments of the present application, and not all implementations. Those skilled in the art can combine the embodiments of the present application to obtain other embodiments without inventive work, and these embodiments are also within the scope of the present application.
When the engine is in an idling working condition, the engine is not required to drive the vehicle to run, but all cylinders of the engine are ignited and combusted at the moment, so that the content of incompletely combusted fuel in exhaust gas is higher, unnecessary fuel consumption is caused, and the thermal efficiency of the engine is lower. The thermal efficiency of an engine is the ratio of the amount of heat converted into mechanical work in the engine to the amount of heat consumed, and is an important index for measuring the economic performance of the engine.
Based on this, the embodiment of the application provides a control method of an engine, so as to improve the thermal efficiency of the engine. In specific implementation, an ignition cycle set of the engine is determined based on the idle speed working condition of the engine; aiming at any ignition cycle in the set, determining the ignition sequence of each cylinder of the engine, and generating an ignition mark signal of each cylinder; and generating an ignition control signal according to the ignition mark signal of the cylinder aiming at any cylinder, so that the engine executes corresponding operation according to the ignition control signal. According to the control method of the engine, when the engine is in the idling working condition, the engine is enabled to execute a plurality of ignition cycles, each ignition cycle corresponds to a specific ignition sequence, and partial cylinders are controlled to ignite and burn, other cylinders do not burn, and the thermal efficiency of the engine is improved.
The working principle of the engine will be described in conjunction with a specific scenario, taking a six-cylinder engine as an example, that is, the engine includes 6 cylinders, and the cylinder numbers of the cylinders are 1, 2, 3, 4, 5, and 6, respectively.
An engine typically includes four piston strokes, i.e., an intake stroke, a compression stroke, a power stroke, and an exhaust stroke, during a complete ignition cycle.
Specifically, the engine opens the intake valve, and the piston in the cylinder moves from the top dead center to the bottom dead center, inhales gas until the piston moves to the bottom dead center, and closes the intake valve.
Then, the piston moves upward to compress the gas in the cylinder, the gas temperature rises, and the cylinder pressure rises.
In the power stroke, different kinds of engines are ignited in different modes, gasoline engine utilizes the arc discharge principle between two electrodes of spark plug to ignite combustible gas directly, and diesel oil is sprayed into diesel oil engine in the end of compression stroke and the temperature inside the cylinder exceeds the self-ignition temperature of diesel oil, so that the diesel oil and air may be mixed to produce self-ignition. The high-temperature and high-pressure gas pushes the piston to rapidly move towards a lower dead point, and the piston does work outwards through the crank connecting rod mechanism.
When the working stroke is about to end, the exhaust valve is opened, the piston moves to the upper dead point by passing through the lower dead point, and the waste gas in the cylinder is discharged.
The engine completes an ignition cycle through four strokes of air intake, compression, work and exhaust, in the process, the piston reciprocates up and down for four strokes, and the corresponding crankshaft rotates for two circles, namely the crankshaft rotates for 720 degrees.
The operation of the engine control method provided by the present application will be described with reference to the accompanying drawings.
Referring to fig. 1, a flowchart of a control method of an engine according to an embodiment of the present disclosure is shown.
The method specifically comprises the following steps:
s101: a set of ignition cycles for the engine is determined based on an idle condition of the engine.
When the engine is in an idle working condition, all cylinders of the engine do not need to be controlled to ignite and burn, and the ignition cycle set of the engine can be determined according to the specific working condition of the engine, namely the set comprises a plurality of ignition cycles. The idle condition of the engine may include: the engine speed and the required torque, and the engine speed is less than or equal to the preset speed and the required torque is less than or equal to the preset required torque. Different rotation speeds and required torques correspond to different idle conditions.
The engine can determine the crankshaft position of the engine according to signals collected by the crankshaft sensor and the camshaft sensor, and can search a pre-calibrated demand torque meter according to signals collected by the accelerator pedal position sensor to determine the demand torque of the engine under the current working condition. If the rotating speed or the required torque of the engine exceeds a preset range, namely only part of cylinders are controlled to ignite and combust to meet the power requirement of the engine, the engine cannot execute the control method at the moment, and the engine can realize normal operation according to other preset control methods.
When the engine is at some idle condition, there may be more than one firing cycle, and each firing cycle corresponds to a particular firing sequence. In practical applications, the correspondence between the idle condition of the engine and the set of ignition cycles may be calibrated in advance through experiments to achieve the best possible thermal efficiency of the engine.
In addition, during the experimental calibration, the type of the engine, the NVH (noise, vibration and harshness) characteristics of the engine and the like can be comprehensively considered, so that the ignition cycle set corresponding to the engine under the idle working condition and the activation proportion corresponding to each ignition cycle can be determined. The NVH characteristics of an engine, referred to as Noise, Vibration and Harshness (Noise, Vibration, Harshness), are a comprehensive measure of the quality of an automobile. In bringing the engine to the best possible thermal efficiency, the NVH characteristics of the engine are also made to meet prescribed requirements, for example, the vibration of the engine is below a prescribed vibration limit.
S102: for any ignition cycle in the set, the ignition sequence of each cylinder of the engine is determined, and an ignition flag signal of each cylinder is generated.
Because the engine has more than one ignition cycle under the idle condition, the ignition sequence of each cylinder of the engine is determined aiming at any one ignition cycle, namely determining which cylinders need to be ignited and combusted and which cylinders do not carry out ignition and combustion. An ignition flag signal corresponding to each cylinder is generated according to the ignition sequence of the engine and is used for indicating that the cylinder is ignited or not ignited.
In specific implementation, for any one ignition cycle, the activation proportion corresponding to the ignition cycle can be determined, namely the ratio of the number of cylinders of the engine needing ignition combustion to the total number of cylinders. For example, the engine may be represented by C1, C2, C3, C4, C5, and C6 corresponding to 6 firing cycles during the idle condition, each firing cycle corresponding to an activation ratio, and the activation ratios may be the same or different for different firing cycles.
Taking a six-cylinder engine as an example, under normal working conditions, 6 cylinders of the engine need to be ignited and combusted to work, and the ignition sequence of each cylinder is 1-5-3-6-2-4. In the present embodiment, a corresponding activation ratio is determined for any one ignition cycle of the engine. For example, in this ignition cycle, the activation ratio of the engine is 4/6, i.e., 4 cylinders need ignited combustion and 2 cylinders do not ignite combustion.
In one possible implementation manner, under a specific activation proportion, determining which cylinders are ignited to combust and which cylinders are not ignited to combust is carried out through experimental pre-calibration, that is, the ignition sequence determined according to the activation proportion can be pre-calibrated through experiments, and the ignition sequence is judged to meet the thermal efficiency requirement of the engine through experiments in advance.
For example, when the activation ratio of the engine is 4/6, the corresponding firing sequence may only be 5-3-2-4 or 1-3-6-4, i.e., the corresponding firing sequence may achieve higher thermal efficiency of the engine only when 1 cylinder and 6 cylinders are not fired, or 5 cylinders and 2 cylinders are not fired.
After the firing order of each cylinder is determined, a corresponding firing flag signal is generated. For example, if the engine has a firing sequence of 5-3-2-4, the firing indicator signals for 1 cylinder and 6 cylinders are misfire, and the firing indicator signals for 5 cylinders, 3 cylinders, 2 cylinders, and 4 cylinders are firing.
In addition, the present embodiment may also set an ignition flag bit of the cylinder to indicate an ignition flag signal of the cylinder. When the ignition flag bit of the cylinder is 0, indicating that the cylinder does not ignite and burn; when the ignition flag bit of the cylinder is 1, the cylinder is indicated to need to be ignited for combustion. For example, when the engine has an ignition sequence of 5-3-2-4, the ignition flag signal for each cylinder is generated as: the ignition flag bits of 1 cylinder and 6 cylinders are 0, and the ignition flag bits of 5 cylinders, 3 cylinders, 2 cylinders and 4 cylinders are 1.
It should be noted that the manner of generating the ignition flag signal provided in the above embodiments is only an exemplary implementation manner, and is not limited to the above implementation manner.
S103: and generating an ignition control signal according to the ignition mark signal of any cylinder so that the engine executes corresponding operation according to the ignition control signal.
Taking the ignition sequence of a six-cylinder engine as an example of 5-3-2-4, the ignition mark signals corresponding to 1 cylinder and 6 cylinders are not ignited, and an ignition control signal corresponding to the non-ignition of the cylinder is generated; ignition mark signals of 5 cylinders, 3 cylinders, 2 cylinders and 4 cylinders are ignition, and ignition control signals corresponding to the ignition of the cylinders are generated.
In a possible implementation manner, for 5 cylinders, 3 cylinders, 2 cylinders or 4 cylinders, the ignition flag signal of the cylinder is ignition, and the generated ignition control signals are normal opening and closing of an intake valve, fuel injection of an oil injector and normal opening and closing of an exhaust valve.
In the specific implementation, when the ignition mark of the cylinder is ignition, the engine controls the opening of the intake valve of the cylinder, and the piston moves from the top dead center to the bottom dead center along with the progress of the intake stroke. When the piston moves to the position near the bottom dead center, the air inlet valve is closed, the piston moves upwards, and the air in the air cylinder is compressed. When the compression stroke is about to end, the fuel injector injects fuel into the cylinder to ignite the gas in the cylinder. After the cylinder is ignited and combusted, the gas pushes the piston to move down rapidly, and the crank-connecting rod mechanism is used for doing work outwards. When the working stroke is about to end, the exhaust valve is opened, the piston moves towards the top dead center to discharge the waste gas in the cylinder, and after the exhaust stroke is finished, the exhaust valve is closed.
In one possible implementation, for 1 cylinder or 6 cylinders, the ignition flag signal of the cylinder is not ignited, and the generated ignition control signal is no fuel injection, the exhaust valve is closed, that is, fuel is not injected into the cylinder, and the exhaust valve is kept in a closed state.
When the ignition control command is generated according to the ignition flag of each cylinder, one possible implementation manner is to determine the cylinder in the exhaust stroke according to the position of the crankshaft and the position of the camshaft, and generate the corresponding ignition control command according to the ignition flag of the cylinder in the exhaust stroke.
In a working cycle of a six-cylinder engine, a crankshaft confirms whether the next cylinder needs to be ignited and combusted every 120 degrees, and when a cylinder is in an exhaust stroke, the work doing process of the cylinder is proved to be about to be finished. If the ignition-flag signal for that cylinder is ignition, a corresponding control command may be generated. After the last exhaust stroke of the cylinder is finished, ignition combustion can be realized according to the newly generated ignition control signal, and the waiting time of the engine is reduced.
Because the engine is in the idle condition, the corresponding ignition cycle may be more than one, after the engine finishes executing the ignition sequence corresponding to the first ignition cycle, the next ignition cycle is executed continuously, that is, the next ignition sequence is executed until all the ignition cycles are executed or the idle condition of the engine is changed.
According to the control method of the engine, the ignition sequences corresponding to different ignition cycles are determined according to the idle working condition of the engine, and only part of cylinders are controlled to ignite and burn, so that the cylinders burn fully as much as possible, and the thermal efficiency of the engine is improved.
The working principle of the engine under the idle condition will be described with reference to a specific scenario.
In the application scenario, the engine has 6 cylinders, and the set of ignition cycles corresponding to the engine and the activation proportion corresponding to each ignition cycle are determined according to the rotating speed and the torque of the engine. And determining the ignition sequence of each cylinder in the ignition cycle according to the activation ratio, and generating a corresponding ignition mark signal.
Referring to table 1, the engine has 5 ignition cycles in total in the set of ignition cycles under the idle condition, the numbers of the ignition cycles are respectively indicated by C1, C2, C3, C4 and C5, and the numbers of the ignition sequences corresponding to the ignition cycles are respectively indicated by F1, F2, F3, F4 and F5.
In the table, an ignition flag is used to indicate an ignition flag signal, an ignition flag of 1 indicates that the cylinder is ignited and burned, and an ignition flag of 0 indicates that the cylinder is not ignited and burned.
TABLE 1 ignition sequence set
For example, in the first firing cycle C1, the corresponding activation ratio is 4/6, and the firing order F1 for each cylinder is 1-3-6-4, i.e., 1 cylinder, 3 cylinders, 6 cylinders, and 4 cylinders are fired, and 2 cylinders and 5 cylinders are not fired.
Based on the above embodiment, the present application also provides a control method of an engine. Referring to fig. 2, the present disclosure provides a flowchart of a control method of an engine.
The method specifically comprises the following steps:
in one possible implementation manner, the control method of the engine under the idle condition may be set to an idle control mode in advance, and the engine executes the idle control mode when the rotation speed and the torque of the engine meet the preset range of the idle condition.
S201: determining the rotating speed and the required torque of the engine;
s202: judging whether the rotating speed and the required torque are within a preset range of the idle speed working condition or not;
s203: if yes, initializing an idle speed control mode;
s204: controlling the engine to execute the idle speed control method;
according to the current rotating speed and the required torque of the engine, the ignition cycle of the engine and the ignition sequence corresponding to each ignition cycle are determined, and the engine sequentially executes each ignition sequence.
S205: judging whether the rotating speed and the required torque of the engine are still within a preset range of an idling working condition;
and after the engine finishes each ignition sequence, judging whether the rotating speed and the required torque of the engine are still in the preset range of the idle working condition again.
S206: if yes, continuing to execute the idle speed control method; otherwise, the idle speed control mode is exited, and the engine is controlled to execute a preset control method. According to the control method of the engine, when the engine is in the idling working condition, the engine is controlled to execute a plurality of ignition cycles, each ignition cycle corresponds to a specific ignition sequence, and the heat efficiency of the engine is improved by controlling part of cylinders to ignite and burn and other cylinders to not ignite.
Based on the control method of the engine provided by the above method embodiment, the embodiment of the present application further provides a control system of the engine, and the working principle of the system will be described below with reference to the accompanying drawings.
Referring to fig. 3, the figure is a schematic diagram of a control system of an engine according to an embodiment of the present application.
The control system 300 includes: a preprocessing unit 301, a basic control unit 302, and an ignition processing unit 303.
And the preprocessing unit 301 is used for acquiring signals of the engine sensor, preprocessing the signals and sending the preprocessed signals to the basic control unit 302.
Specifically, the preprocessing unit 301 may acquire signals collected by a crankshaft sensor, a camshaft sensor, and an accelerator pedal position sensor, and may preprocess the acquired signals and send the preprocessed signals to the basic control unit 302.
A basic control unit 302 for determining the number of ignition cycles of the engine based on the preprocessed signals.
The basic control unit 302 calculates the current engine speed according to the crankshaft sensor signal and the camshaft sensor signal sent by the preprocessing unit 301. And searching a required torque table according to the signal of the accelerator pedal position sensor, and determining the current required torque of the engine. The basic control unit 302 determines a set of ignition cycles of the engine based on the engine speed and the required torque. When the rotation speed or the required torque of the engine exceeds the preset range of the idle working condition, the basic control unit 302 is further configured to control the engine to execute a preset control method, so that the engine can achieve normal operation.
And an ignition processing unit 303, configured to determine an ignition order of each cylinder of the engine for any one ignition cycle in the set, and generate an ignition flag signal for each cylinder.
In one possible implementation manner, for any ignition cycle, the ignition processing unit 303 determines the activation proportion of the engine, that is, the ratio of the number of cylinders required to ignite and burn by the engine to the total number of cylinders according to the rotation speed and the required torque of the engine, and determines the ignition sequence of each cylinder of the engine according to the activation proportion.
The basic control unit 302 is further configured to generate an ignition control signal for any cylinder according to the ignition flag signal of the cylinder, so that the engine performs corresponding operation according to the ignition control signal.
In one possible implementation manner, the basic control unit 302 generates a first control signal and a second control signal according to an ignition flag signal of a cylinder, where the first control signal is used for controlling an injector to operate, and the second control signal is used for controlling an intake valve and an exhaust valve of the cylinder to operate.
Specifically, when the ignition flag signal of the cylinder is ignition, the basic control unit 302 generates a first control signal for normally opening and closing an intake valve and an exhaust valve, a second control signal for injecting fuel, the first control signal controls an electromagnetic valve actuator of the intake valve and the exhaust valve of the cylinder to normally work, and the second control signal controls an injector to inject fuel into the cylinder.
When the ignition flag signal of the cylinder is not ignition, the basic control unit 302 generates a first control signal that the intake valve and the exhaust valve are kept closed, a second control signal that the fuel is not injected, the first control signal controls the intake valve and the exhaust valve of the cylinder to be kept closed, and the second control signal controls the fuel injector not to inject the fuel.
The engine control system provided by the embodiment of the application has the beneficial effects that the beneficial effects are referred to the method example, and are not repeated herein.
The operation of the engine control system will be described with reference to another specific scenario.
Referring to fig. 4, a schematic diagram of another engine control system provided in an embodiment of the present application is shown.
In the control system, an engine control unit 401, a crankshaft sensor 402, a camshaft sensor 403, an accelerator pedal position sensor 404, and an engine 405 are included;
the engine control unit 401 includes: a preprocessing unit 406, a basic control unit 407, and an idle speed control unit 408, wherein the idle speed control unit 408 includes: an ignition sequence calculation unit 409, an ignition flag calculation unit 410, and a valve control unit 411.
The engine control unit 401 receives signals collected by the crankshaft sensor 402, the camshaft sensor 403, and the accelerator pedal position sensor 404, and the signals are preprocessed by the preprocessing unit 406, and the preprocessed sensor signals are sent to the basic control unit 407 and the idle speed control unit 408.
In a possible implementation manner, the basic control unit 407 may determine the rotation speed of the engine according to signals collected by the crankshaft sensor 402 and the camshaft sensor 403, and look up a pre-calibrated required torque table according to a signal collected by the accelerator pedal position sensor 404 to determine the current required torque of the engine. A set of firing cycles of the engine is determined based on the speed and torque of the engine.
The firing order calculation unit 409 is configured to determine a firing order corresponding to any firing cycle in the set, generate a firing order signal, and send the firing order signal of each cylinder to the firing flag calculation unit 410 and the valve control unit 411. The ignition flag calculating unit 410 generates an ignition flag signal according to the ignition sequence signal, and the valve control unit 411 generates a valve control signal according to the ignition sequence signal to control opening and closing of the intake valve and the exhaust valve.
The idle speed control unit 408 sends an ignition flag signal and a valve control signal to the basic control unit 407, and the basic control unit 407 controls an injector of the engine 405 to operate according to the ignition flag signal and drives an intake valve and an exhaust valve of each cylinder of the engine 405 to operate according to the valve control signal.
The beneficial effects of the control system provided by the embodiment of the application are referred to the above method example, and are not described herein again.
Based on the above method embodiment and device embodiment, the present application embodiment also provides an ignition control apparatus for an engine, the apparatus comprising: a memory and a processor.
Referring to fig. 5, a schematic diagram of an ignition control apparatus of an engine according to an embodiment of the present application is shown.
The apparatus 500 comprises: a memory 501 and a processor 502;
a memory 501 for storing associated program code;
and the processor 502 is used for calling the program codes and executing the ignition control method of the engine provided by the method embodiment.
In addition, the embodiment of the application also provides a computer readable storage medium which is used for storing a computer program which is used for executing the ignition control method of the engine provided by the method embodiment.
It should be noted that the terms "first" and "second" are used herein to distinguish similar objects and are not used to describe a particular order or sequence. It is to be understood that the terms so used are interchangeable under appropriate circumstances and are merely descriptive of the various embodiments of the application and how objects of the same nature can be distinguished.
The embodiments in the present specification are described in a progressive manner, and similar parts between the embodiments may be referred to each other, and each embodiment focuses on differences from other embodiments. In particular, for the device embodiment, since it is substantially similar to the method embodiment, it is described relatively simply, and the relevant portions can be referred to the partial description of the method embodiment. The above-described embodiments of the apparatus are merely illustrative, where units or modules described as separate components may or may not be physically separate, and components displayed as the units or modules may or may not be physical modules, that is, may be located in one place, or may also be distributed on multiple network units, and some or all of the units or modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
The above description is only exemplary of the present application and is not intended to limit the present application in any way. Equivalent changes or modifications of the above embodiments are within the scope of the present application.
Claims (10)
1. A control method of an engine, characterized by comprising:
determining a set of ignition cycles for an engine based on an idle condition of the engine;
determining the ignition sequence of each cylinder of the engine for any ignition cycle in the set, and generating an ignition mark signal of each cylinder;
and aiming at any one cylinder, generating an ignition control signal according to the ignition mark signal of the cylinder so that the engine can execute corresponding operation according to the ignition control signal.
2. The method of claim 1, wherein said determining an order of firing for each cylinder of the engine for any firing cycle in the set comprises:
and aiming at any ignition cycle in the set, determining an activation proportion corresponding to the ignition cycle, and determining the ignition sequence of each cylinder of the engine according to the activation proportion, wherein the activation proportion is the ratio of the number of cylinders for ignition combustion to the total number of cylinders of the engine.
3. The method of claim 1, wherein generating an ignition control signal based on an ignition flag signal for the cylinder comprises:
and when the ignition mark signal of the cylinder is ignition, generating ignition control signals for normally opening and closing the intake valve, injecting fuel oil by the oil injector and normally opening and closing the exhaust valve.
4. The method of claim 1, wherein generating an ignition control signal based on an ignition flag signal for the cylinder comprises:
and when the ignition mark signal of the cylinder is not ignited, generating an ignition control signal without fuel injection and with the exhaust valve closed.
5. The method of claim 1, wherein determining the set of ignition cycles for the engine based on an idle condition of the engine comprises:
a set of firing cycles of the engine is determined based on a speed of the engine and a requested torque, wherein the speed is less than or equal to a preset speed and the requested torque is less than or equal to a preset requested torque.
6. The method of claim 5, further comprising:
and when at least one of the rotating speed is greater than the preset rotating speed or the required torque is greater than the preset required torque is met, the engine executes a preset control method.
7. A control system of an engine, characterized in that the system comprises: the ignition control system comprises a preprocessing unit, a basic control unit and an ignition processing unit;
the preprocessing unit is used for acquiring signals of an engine sensor, preprocessing the signals and then sending the preprocessed signals to the basic control unit;
the base control unit is used for determining an ignition cycle set of the engine based on the preprocessed signals;
the ignition processing unit is used for determining the ignition sequence of each cylinder of the engine aiming at any ignition cycle in the set and generating an ignition mark signal of each cylinder;
the basic control unit is further configured to generate an ignition control signal according to an ignition flag signal of the cylinder for any one of the cylinders, so that the engine executes corresponding operation according to the ignition control signal.
8. The system according to claim 7, characterized in that the basic control unit is specifically configured to generate, for any cylinder, a first control signal and a second control signal according to an ignition flag signal of the cylinder, wherein the first control signal is used for controlling an injector to operate, and the second control signal is used for controlling an intake valve and an exhaust valve of the cylinder to operate.
9. The system according to claim 7, characterized in that the preprocessing unit is specifically configured to acquire a signal of a crankshaft sensor, a signal of a camshaft sensor, and a signal of an accelerator pedal position sensor, and to send the signals to the basic control unit after preprocessing.
10. An apparatus for controlling an engine, characterized by comprising: a memory and a processor;
the memory for storing associated program code;
the processor, configured to invoke the program code, to execute the method of any one of claims 1 to 6.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111529032.7A CN114233497B (en) | 2021-12-14 | 2021-12-14 | Engine control method, system and equipment |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111529032.7A CN114233497B (en) | 2021-12-14 | 2021-12-14 | Engine control method, system and equipment |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114233497A true CN114233497A (en) | 2022-03-25 |
| CN114233497B CN114233497B (en) | 2024-02-20 |
Family
ID=80755921
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111529032.7A Active CN114233497B (en) | 2021-12-14 | 2021-12-14 | Engine control method, system and equipment |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114233497B (en) |
Citations (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5425335A (en) * | 1991-12-26 | 1995-06-20 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Automobile engine |
| US5584266A (en) * | 1994-10-18 | 1996-12-17 | Sanshin Kogyo Kabushiki Kaisha | Fuel control for multi-cylinder engine |
| US5645032A (en) * | 1994-10-18 | 1997-07-08 | Sanshin Kogyo Kabushiki Kaisha | Engine control system |
| US5720257A (en) * | 1994-10-18 | 1998-02-24 | Yamaha Hatsudoki Kabushiki Kaisha | Multiple cylinder engine management system |
| US20040244774A1 (en) * | 2003-06-05 | 2004-12-09 | Arctic Cat Inc. | Ignition timing control system |
| WO2005019629A1 (en) * | 2003-08-26 | 2005-03-03 | Seong-Soo Kim | Starting control method of a car for reducing hc and harmful gas emissions |
| US20120204832A1 (en) * | 2011-02-14 | 2012-08-16 | GM Global Technology Operations LLC | Systems and methods for decreasing torque fluctuations during cylinder deactivation and reactivation |
| KR20150071977A (en) * | 2013-12-19 | 2015-06-29 | 현대오트론 주식회사 | Method and apparatus for controlling cylinder deactivation of engine |
| US20160032845A1 (en) * | 2014-07-29 | 2016-02-04 | Ford Global Technologies, Llc | Method for a variable displacement engine |
| US20160146136A1 (en) * | 2014-11-24 | 2016-05-26 | Ford Global Technologies, Llc | Systems and methods for lp-egr delivery in a variable displacement engine |
| DE102017112565A1 (en) * | 2016-06-09 | 2017-12-14 | Ford Global Technologies, Llc | SYSTEM FOR RESETTING THE DISCONNECTED CYLINDER |
| US20170356366A1 (en) * | 2016-06-09 | 2017-12-14 | Ford Global Technologies, Llc | System for method for controlling engine knock of a variable displacement engine |
| CN108049977A (en) * | 2013-03-15 | 2018-05-18 | 图拉技术公司 | In the case that with the engine diagnostic for skipping ignition control |
| US20200309051A1 (en) * | 2019-03-26 | 2020-10-01 | Ford Global Technologies, Llc | Method and system for variable displacement engines |
-
2021
- 2021-12-14 CN CN202111529032.7A patent/CN114233497B/en active Active
Patent Citations (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5425335A (en) * | 1991-12-26 | 1995-06-20 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Automobile engine |
| US5584266A (en) * | 1994-10-18 | 1996-12-17 | Sanshin Kogyo Kabushiki Kaisha | Fuel control for multi-cylinder engine |
| US5645032A (en) * | 1994-10-18 | 1997-07-08 | Sanshin Kogyo Kabushiki Kaisha | Engine control system |
| US5720257A (en) * | 1994-10-18 | 1998-02-24 | Yamaha Hatsudoki Kabushiki Kaisha | Multiple cylinder engine management system |
| US20040244774A1 (en) * | 2003-06-05 | 2004-12-09 | Arctic Cat Inc. | Ignition timing control system |
| WO2005019629A1 (en) * | 2003-08-26 | 2005-03-03 | Seong-Soo Kim | Starting control method of a car for reducing hc and harmful gas emissions |
| US20120204832A1 (en) * | 2011-02-14 | 2012-08-16 | GM Global Technology Operations LLC | Systems and methods for decreasing torque fluctuations during cylinder deactivation and reactivation |
| CN108049977A (en) * | 2013-03-15 | 2018-05-18 | 图拉技术公司 | In the case that with the engine diagnostic for skipping ignition control |
| KR20150071977A (en) * | 2013-12-19 | 2015-06-29 | 현대오트론 주식회사 | Method and apparatus for controlling cylinder deactivation of engine |
| US20160032845A1 (en) * | 2014-07-29 | 2016-02-04 | Ford Global Technologies, Llc | Method for a variable displacement engine |
| US20160146136A1 (en) * | 2014-11-24 | 2016-05-26 | Ford Global Technologies, Llc | Systems and methods for lp-egr delivery in a variable displacement engine |
| DE102017112565A1 (en) * | 2016-06-09 | 2017-12-14 | Ford Global Technologies, Llc | SYSTEM FOR RESETTING THE DISCONNECTED CYLINDER |
| US20170356366A1 (en) * | 2016-06-09 | 2017-12-14 | Ford Global Technologies, Llc | System for method for controlling engine knock of a variable displacement engine |
| US20200309051A1 (en) * | 2019-03-26 | 2020-10-01 | Ford Global Technologies, Llc | Method and system for variable displacement engines |
Non-Patent Citations (1)
| Title |
|---|
| 程勇, 王建昕, 庄人隽, 杨涛, 吴波, 张立梅: "电控汽油机起动及暖机工况燃烧状况的分析统计", 内燃机学报, no. 01, pages 62 - 66 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114233497B (en) | 2024-02-20 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US9863350B2 (en) | Start control device of homogeneous-charge compression ignition engine | |
| EP1953366A1 (en) | A four stroke auto-ignition engine | |
| CN1616809A (en) | Fuel injection control apparatus and fuel injection control method for internal combustion engine | |
| JP6776084B2 (en) | Methods and control devices for running the engine | |
| CN104697800A (en) | Method and apparatus for detecting combustion phase of engine | |
| US10648412B2 (en) | Control method of internal combustion engine and internal combustion engine applying the same | |
| Ling et al. | One-dimensional simulation using port water injection for a spark ignition engine | |
| JP2006316777A (en) | Internal combustion engine | |
| Zhong et al. | Lower temperature limits for cold starting of diesel engine with a common rail fuel injection system | |
| CN113915040A (en) | Ignition control method, device and equipment of engine and storage medium | |
| Sawada et al. | Development of a low emission two-stroke cycle engine | |
| CN114233497B (en) | Engine control method, system and equipment | |
| CN114382629A (en) | Engine control method, device, equipment and storage medium | |
| JP5539616B2 (en) | INTERNAL COMBUSTION ENGINE OPERATION METHOD, CONTROL DEVICE, AND COMPUTER PROGRAM | |
| Raheem et al. | Combustion characteristics of a free piston engine linear generator using various fuel injection durations | |
| US20090064974A1 (en) | Method for operating an internal combustion engine | |
| US7841326B2 (en) | Method for operating an internal combustion engine | |
| CN114207263B (en) | Method of operating a piston engine and control system for a piston engine | |
| Harari et al. | Measurement of engine friction power by using inertia tests | |
| JP2016164414A (en) | Method and control device for operating dual fuel engine | |
| JP2006348809A (en) | Internal combustion engine | |
| Alqahtani et al. | Evaluation of the effect of variable compression ratios performance on opposed piston 2-stroke engine | |
| Wiemer et al. | Investigations on the start-up process of a DISI engine | |
| Zhong et al. | Simulation-based cold-start control strategy for a diesel engine with common rail fuel system at different ambient temperatures | |
| US20240295195A1 (en) | Method for operating an internal combustion engine system using hydrogen fuel |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |