CN114278482A - Control method and device for ignition energy compensation of engine - Google Patents
Control method and device for ignition energy compensation of engine Download PDFInfo
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- CN114278482A CN114278482A CN202210004433.9A CN202210004433A CN114278482A CN 114278482 A CN114278482 A CN 114278482A CN 202210004433 A CN202210004433 A CN 202210004433A CN 114278482 A CN114278482 A CN 114278482A
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Abstract
The application discloses a control method and a control device for ignition energy compensation of an engine. In the process of monitoring the ignition system, the target rotation speed fluctuation rate of the engine is obtained, whether the ignition system meets the ignition energy compensation condition is determined according to the target rotation speed fluctuation rate, if yes, the ignition energy is insufficient due to aging of the ignition system, the ignition energy compensation is needed, and at the moment, the ignition energy can be compensated by reducing the exhaust gas recirculation rate and/or increasing the ignition advance angle. The ignition system can solve the problem of insufficient ignition energy supply more accurately and timely under the condition of not increasing the burden of the ignition system, ensures that the combustion state of the engine is stable and continuous, is not good and bad, increases the safety and stability of the performance of the engine, and reduces the frequency and cost of maintaining and replacing components and parts of the ignition system and lines.
Description
Technical Field
The present disclosure relates to the field of engine ignition technologies, and in particular, to a method and an apparatus for controlling ignition energy compensation of an engine.
Background
The complex external environmental conditions place high demands on the safety, stability and reliability of the ignition system of the natural gas engine. The ignition system comprises an ignition coil, a high-voltage wire, a spark plug and the like. The spark plug provides ignition energy through a high-voltage ignition coil to form high-energy spark so as to ignite the air-fuel mixture in the cylinder. Therefore, the ignition circuit is subjected to the influence of voltage and current for a long time, excessive thermal stress is generated, the surface temperature of components is too high, the ignition system is aged, and then excessive ignition energy loss is caused, and the combustion level of the engine is influenced.
In order to solve the above-mentioned technical problems, the most common method at present is to perform uniform inspection and replacement of new components during vehicle maintenance, and if it is determined that there are problems such as loss of ignition energy due to aging of an ignition system and poor combustion of an engine, the loss of ignition energy is compensated by increasing a charging time, increasing a charging current, or increasing a voltage by securing a rated current.
However, this method has low accuracy, and the problem cannot be solved in time only by replacing a new component, which may result in good and bad combustion state of the engine, and seriously affect the performance of the engine. Meanwhile, the ignition energy loss is compensated by increasing the charging time and the charging current, so that the aging of the ignition system is further increased, more ignition energy is lost, the replacement frequency of components of the ignition system is increased, and the cost is increased.
Disclosure of Invention
In order to solve the technical problems, the application provides a control method and a control device for ignition energy compensation of an engine, which can more accurately and timely solve the problem of insufficient ignition energy supply without increasing the burden of an ignition system, ensure the combustion state of the engine to be stable and continuous, avoid good time and bad time, greatly improve the safety and stability of the engine performance, and simultaneously reduce the frequency and cost of maintenance and replacement of components and circuits of the ignition system.
The embodiment of the application discloses the following technical scheme:
in a first aspect, an embodiment of the present application provides a method for controlling ignition energy compensation of an engine, the method including:
acquiring running state information of an engine;
if the engine is determined to be in the steady-state working condition according to the running state information, entering an ignition system monitoring process of the engine;
in the ignition system monitoring process, acquiring a target rotating speed fluctuation rate of the engine;
determining whether the ignition system meets an ignition energy compensation condition or not according to the target rotating speed fluctuation rate;
and if the ignition system meets the ignition energy compensation condition, compensating the ignition energy by reducing the exhaust gas recirculation rate and/or increasing the ignition advance angle.
Optionally, the determining that the engine is in the steady-state operating condition according to the operating state information includes:
carrying out filtering processing on the rotating speed value and carrying out filtering processing on the torque value;
and if the rotating speed value after filtering is within the rotating speed fluctuation threshold range and the torque value after filtering is within the torque fluctuation threshold range, determining that the engine is in the steady-state working condition.
Optionally, if it is determined that the engine is in the steady-state operating condition according to the operating state information, entering an ignition system monitoring process of the engine, including:
and if the engine is determined to be in the steady-state working condition according to the running state information, delaying for a set time and then entering the ignition system monitoring process of the engine.
Optionally, the set time is determined according to information about at least one of misfire, knocking and backfire occurring in the engine.
Optionally, the determining whether the ignition system meets the ignition energy compensation condition according to the target rotation speed fluctuation rate includes:
acquiring an aging state rotating speed fluctuation rate limit value of the engine;
and determining whether the target rotating speed fluctuation rate is greater than or equal to the aging state rotating speed fluctuation rate limit value or not, wherein the ignition energy compensation condition is that the target rotating speed fluctuation rate is greater than or equal to the aging state rotating speed fluctuation rate limit value.
Optionally, the compensating for ignition energy by reducing an exhaust gas recirculation rate and/or increasing an ignition advance angle comprises:
obtaining a first correction limit and a first correction step for reducing the exhaust gas recirculation rate, and/or obtaining a second correction limit and a second correction step for increasing the ignition advance angle;
determining a first correction to reduce the exhaust gas recirculation rate based on the first correction limit and the first correction step, and/or determining a second correction to increase the spark advance based on the second correction limit and the second correction step;
reducing the exhaust gas recirculation rate in accordance with the first correction amount, and/or increasing the ignition advance angle in accordance with the second correction amount to compensate for ignition energy;
if the ignition system satisfies the ignition energy compensation condition after compensating the ignition energy, the step of decreasing the exhaust gas recirculation rate according to the first correction amount and/or compensating the ignition energy by increasing the spark advance angle according to the second correction amount is repeatedly executed until the ignition system does not satisfy the ignition energy compensation condition or the integrated value of the first correction amount reaches the first correction limit or the integrated value of the second correction amount reaches the second correction limit.
Optionally, the method further includes:
if the mode of compensating the ignition energy comprises reducing the exhaust gas recirculation rate according to the first correction amount, when the accumulated value of the first correction amount reaches the first correction limit value, the ignition system meets the ignition energy compensation condition, and a fault prompt of the ignition system is triggered;
if the mode of compensating the ignition energy comprises increasing the ignition advance angle according to the second correction amount, and when the accumulated value of the second correction amount reaches the second correction limit value, the ignition system meets the ignition energy compensation condition and triggers the ignition system fault prompt.
Optionally, the method further includes:
and if at least one of misfire, detonation and backfire of the engine is detected, the compensation ignition energy is withdrawn.
In a second aspect, an embodiment of the present application provides a control device for ignition energy compensation of an engine, the device including:
an acquisition unit configured to acquire operating state information of an engine;
the determining unit is used for entering an ignition system monitoring process of the engine if the engine is determined to be in the steady-state working condition according to the running state information;
the acquisition unit is further used for acquiring a target rotating speed fluctuation rate of the engine in the ignition system monitoring process;
the determining unit is further used for determining whether the ignition system meets an ignition energy compensation condition according to the target rotating speed fluctuation rate;
and the compensation unit is used for compensating the ignition energy by reducing the exhaust gas recirculation rate and/or increasing the ignition advance angle if the ignition system meets the ignition energy compensation condition.
Optionally, the operating state information includes the rotation speed value and the torque value, and the determining unit is specifically configured to:
carrying out filtering processing on the rotating speed value and carrying out filtering processing on the torque value;
and if the rotating speed value after filtering is within the rotating speed fluctuation threshold range and the torque value after filtering is within the torque fluctuation threshold range, determining that the engine is in the steady-state working condition.
Optionally, the determining unit is specifically configured to:
and if the engine is determined to be in the steady-state working condition according to the running state information, delaying for a set time and then entering the ignition system monitoring process of the engine.
Optionally, the set time is determined according to information about at least one of misfire, knocking and backfire occurring in the engine.
Optionally, the determining unit is specifically configured to:
acquiring an aging state rotating speed fluctuation rate limit value of the engine;
and determining whether the target rotating speed fluctuation rate is greater than or equal to the aging state rotating speed fluctuation rate limit value or not, wherein the ignition energy compensation condition is that the target rotating speed fluctuation rate is greater than or equal to the aging state rotating speed fluctuation rate limit value.
Optionally, the compensation unit is specifically configured to:
obtaining a first correction limit and a first correction step for reducing the exhaust gas recirculation rate, and/or obtaining a second correction limit and a second correction step for increasing the ignition advance angle;
determining a first correction to reduce the exhaust gas recirculation rate based on the first correction limit and the first correction step, and/or determining a second correction to increase the spark advance based on the second correction limit and the second correction step;
reducing the exhaust gas recirculation rate in accordance with the first correction amount, and/or increasing the ignition advance angle in accordance with the second correction amount to compensate for ignition energy;
if the ignition system satisfies the ignition energy compensation condition after compensating the ignition energy, the step of decreasing the exhaust gas recirculation rate according to the first correction amount and/or compensating the ignition energy by increasing the spark advance angle according to the second correction amount is repeatedly executed until the ignition system does not satisfy the ignition energy compensation condition or the integrated value of the first correction amount reaches the first correction limit or the integrated value of the second correction amount reaches the second correction limit.
Optionally, the apparatus further includes a prompting unit:
the prompting unit is used for triggering ignition system fault prompting when the ignition system meets the ignition energy compensation condition when the accumulated value of the first correction amount reaches the first correction limit value if the mode of compensating the ignition energy comprises that the exhaust gas recirculation rate is reduced according to the first correction amount;
if the mode of compensating the ignition energy comprises increasing the ignition advance angle according to the second correction amount, and when the accumulated value of the second correction amount reaches the second correction limit value, the ignition system meets the ignition energy compensation condition and triggers the ignition system fault prompt.
Optionally, the apparatus further comprises an exit unit:
the withdrawing unit is used for withdrawing the compensation ignition energy if at least one of misfire, knocking and backfire of the engine is detected.
In a third aspect, embodiments of the present application provide a control apparatus for ignition energy compensation of an engine, the apparatus comprising at least one processor and at least one memory, the at least one memory having computer-readable instructions stored therein, the at least one processor executing the computer-readable instructions to cause the computer apparatus to perform the method of any one of the first aspect.
According to the technical scheme, whether the engine is in the steady-state working condition or not can be determined according to the acquired running state information of the engine, and if the engine is determined to be in the steady-state working condition, the ignition system of the engine is started to monitor. Because the engine is under steady state operating mode condition, the change rate of rotational speed and load is more steady, and the combustion level of engine is more stable, can very big reduction external factor and the influence of engine transient state operating mode to the monitoring result, can improve the accuracy of monitoring result. In the process of monitoring the ignition system, the target rotation speed fluctuation rate of the engine is obtained, whether the ignition system meets the ignition energy compensation condition is determined according to the target rotation speed fluctuation rate, if yes, the ignition energy is insufficient due to aging of the ignition system, the ignition energy compensation is needed, and at the moment, the ignition energy can be compensated by reducing the exhaust gas recirculation rate and/or increasing the ignition advance angle. The mode of compensating ignition energy can solve the problem of insufficient ignition energy supply more accurately and timely under the condition of not increasing the burden of an ignition system, ensure the stable and continuous combustion state of the engine, avoid time delay, greatly improve the safety and stability of the engine performance, and simultaneously reduce the frequency and cost of maintaining and replacing components and circuits of the ignition system.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without inventive exercise.
FIG. 1 is a schematic flow chart illustrating a method for controlling ignition energy compensation of an engine according to an embodiment of the present disclosure;
FIG. 2 is a schematic flow chart illustrating a method for controlling ignition energy compensation of an engine according to an embodiment of the present disclosure;
fig. 3 is a block diagram of a control device for ignition energy compensation of an engine according to an embodiment of the present application.
Detailed Description
In order to make the technical solutions of the present application better understood, 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 it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
The electronic control unit of the engine presets parameters such as an ignition advance angle S, charging time T, ignition current I and the like of an ignition coil according to the load condition in an ignition system circuit. The ignition circuit connector is linked with an ignition coil, the ignition coil is linked with a spark plug through a high-voltage wire, and the electric control unit charges the ignition coil according to the actual condition and then provides energy for the spark plug and enables the spark plug to discharge. Simplifying an ignition circuit, and assuming that the power supply voltage is U and the equivalent load of an ignition system is R, under a certain working condition i, the ignition energy W of the ignition circuit can be simplified into
Wi＝UiIiTi＝UiTi/(Ri 2)
Wherein, WiIgnition energy under operating conditions i, UiIs the supply voltage, T, under operating condition iiIs the charging time under the working condition i, RiIs the equivalent load of the ignition system under condition i.
Because the power supply voltage is constant, the charging time is a calibrated fixed value, and the equivalent load of a circuit and components is gradually increased along with the aging of the circuit, so that the ignition energy loss is excessive, the energy for normal ignition is gradually reduced, and the combustion level of the engine is deteriorated, thereby influencing the normal operation of the engine.
Therefore, at present, it is the most common method to perform uniform inspection and replacement of new components during vehicle maintenance, and if it is determined that there are problems such as loss of ignition energy due to aging of an ignition system and poor combustion of an engine, the loss of ignition energy is compensated by increasing a charging time, increasing a charging current, or increasing a voltage by securing a rated current.
However, this method has low accuracy, and the problem cannot be solved in time only by replacing a new component, which may result in good and bad combustion state of the engine, and seriously affect the performance of the engine. Meanwhile, the ignition energy loss is compensated by increasing the charging time and the charging current, so that the aging of the ignition system can be further increased, more ignition energy is lost, the replacement frequency of components of the ignition system is increased, and the cost is increased
In view of the above technical problems, an embodiment of the present application provides a control method for ignition energy compensation of an engine, where an ignition system of the engine is monitored under a steady-state working condition of the engine, and ignition energy is compensated by reducing an exhaust gas recirculation rate and/or increasing an ignition advance angle when the ignition system is monitored to meet an ignition energy compensation condition, so as to achieve more accurate and timely solving a problem of insufficient ignition energy supply without increasing a burden of the ignition system, ensure a stable and continuous combustion state of the engine, avoid good timing, greatly increase safety and stability of engine performance, and reduce frequency and cost of maintenance and replacement of components and circuits of the ignition system.
It should be noted that, in the embodiment of the present application, the control method for performing the ignition energy compensation of the engine may be an electronic control unit of the engine on the vehicle.
Referring to fig. 1, a method for controlling ignition energy compensation of an engine according to an embodiment of the present application is described below with reference to the accompanying drawings, where the method includes:
and S101, acquiring running state information of the engine.
And S102, if the engine is determined to be in the steady-state working condition according to the running state information, entering an ignition system monitoring process of the engine.
If the engine runs normally under the condition of normal running working condition, the engine does not have related faults and the condition of fault limited torque, the instantaneous rotating speed and load change and the combustion condition change of the engine are complex, and the monitoring function is not achieved at all. And under the condition of steady-state working condition, the change rate of the rotating speed and the load is relatively stable, the combustion level of the engine is relatively stable, the influence of external factors and the transient working condition of the engine on the monitoring result can be greatly reduced, and the accuracy of the monitoring result can be improved. Therefore, in the embodiment of the application, the electronic control unit can acquire the running state information of the engine, and further determine whether the engine is in a steady-state working condition according to the running state information, and if the engine is determined to be in the steady-state working condition, the ignition system monitoring process of the engine can be started.
In one possible case, the operation state information may include a rotation speed value and a torque value, and the mode of determining that the engine is in the steady-state condition according to the operation state information may be to filter the rotation speed value and filter the torque value; and if the rotation speed value after the filtering processing is within the rotation speed fluctuation threshold range (namely the rotation speed value after the filtering processing is smaller than the rotation speed fluctuation threshold), and the torque value after the filtering processing is within the torque fluctuation threshold range (namely the torque value after the filtering processing is smaller than the torque fluctuation threshold), determining that the engine is in a steady-state working condition.
And when the rotating speed value after filtering treatment is within the range of the rotating speed fluctuation threshold value, the torque value after filtering treatment is within the range of the torque fluctuation threshold value, the torque is stable, and when the rotating speed value after filtering treatment is within the range of the torque fluctuation threshold value, the engine is determined to be in a steady-state working condition.
Because the engine is under steady state operating mode condition, the change rate of rotational speed and load is more steady, and the combustion level of engine is more stable, can very big reduction external factor and the influence of engine transient state operating mode to the monitoring result, can improve the accuracy of monitoring result.
In some cases, although the engine is in a steady-state working condition, the electronic control unit monitors that the engine is momentarily slightly misfired, detonated, tempered and the like, the fluctuation of the combustion condition of the engine is easily caused, and the monitoring accuracy is affected. In order to avoid monitoring the ignition system under the conditions as much as possible and influence monitoring accuracy, in one possible implementation manner, if the engine is determined to be in the steady-state working condition according to the running state information, the monitoring process of the ignition system of the engine can be started after a set time is delayed, namely the ignition system is monitored after the engine is in the steady-state working condition and the set time is delayed, so that aging diagnosis of the ignition system is carried out, and whether ignition energy compensation is needed or not is determined. Wherein the set time is determined according to the condition information of at least one of misfire, knocking and backfire of the engine.
For example, the engine is instantaneously misfired, delayed for a certain time (set time) and then monitored; instantaneous detonation of the engine, delay for a certain time (set time) and then monitor; the engine is instantaneously tempered, delayed for a certain time (set time) and then monitored.
Through the mode, the fluctuation of the combustion condition of the engine caused by slight fire, detonation, backfire and the like of the engine can be avoided, and the monitoring accuracy is further improved.
S103, acquiring the target rotating speed fluctuation rate of the engine in the ignition system monitoring process.
After the ignition system monitoring process is carried out, the combustion level of the engine tends to a stable state, the changes of the rotating speed and the torque also tend to be stable after low-pass filtering, but the instantaneous combustion instability condition of the engine is reflected by unprocessed rotating speed fluctuation. When the instantaneous rotating speed curve of the engine fluctuates, the instantaneous rotating speed can drop and is often smaller than the rotating speed set value under the steady-state working condition, and the rotating speed fluctuation at the moment has a certain relation with the ignition energy supplied by the ignition circuit. In the embodiment of the application, a rotation Speed fluctuation Ratio is defined and is set as Rn, and Rn can be set according to a set rotation Speed n in a certain time t of stable operation of an engineoAnd the actual speed niCalculated, the calculation formula is as follows:
when the engine is in a steady-state working condition, the steady-state working condition is analyzed and calculated to obtain an integral value of a set rotating speed and an integral value of an actual rotating speed, and further obtain a rotating speed fluctuation rate Rn, which can be called as a target rotating speed fluctuation rate in the embodiment of the application.
And S104, determining whether the ignition system meets an ignition energy compensation condition or not according to the target rotating speed fluctuation rate.
Within a certain time t of the stable operation of the engine, the larger the fluctuation rate of the monitored target rotating speed is, the more unstable the combustion of the engine is, the insufficient supply of ignition energy is shown, and the larger the aging degree of the ignition system is shown. Therefore, whether the ignition system meets the ignition energy compensation condition or not can be determined according to the target rotating speed fluctuation rate.
In a possible implementation manner, the determining whether the ignition system satisfies the ignition energy compensation condition according to the target rotation speed fluctuation rate may be to obtain an aging state rotation speed fluctuation rate limit value of the engine, and further determine whether the target rotation speed fluctuation rate is greater than or equal to the aging state rotation speed fluctuation rate limit value, and if the target rotation speed fluctuation rate is greater than or equal to the aging state rotation speed fluctuation rate limit value, it is determined that the aging state of the ignition system of the engine has affected normal running, and ignition energy compensation is required. The ignition energy compensation condition is that the target rotation speed fluctuation rate is greater than or equal to the aging state rotation speed fluctuation rate limit value which can be RniAnd (4) showing.
Wherein, the aging state rotating speed fluctuation rate limit value can be preset in the electronic control unit. The method comprises the steps of operating the engine under different working conditions, namely different rotating speeds and different loads, analyzing and calculating the working conditions after the engine is in a stable state to obtain an integral value of a set rotating speed and an integral value of an actual rotating speed under a normal ignition energy state, and thus obtaining the standard rotating speed fluctuation rate R of the engine under the non-aging state of an ignition circuitnoAnd is set in the electric control unit; and connecting a plurality of equivalent loads in series on the ignition system, respectively simulating different aging degrees of the ignition system, and calculating the fluctuation rate of the rotating speed according to the method. Selecting proper series equivalent load quantity, and taking the calculated rotation speed fluctuation rate as the rotation speed fluctuation rate limit value R in the aging stateniAnd is set in the electronic control unit for judging the aging state of the ignition system of the engine. When the line and the components of the ignition system are aged to cause the rotation speed fluctuation and even the reduction is overlarge, and when the target rotation speed fluctuation rate is larger than the standard rotation speed fluctuation rate RnoAnd is less than the aging state rotation speed fluctuation rate RniThe engine combustion level is within an acceptable range, but when the target rotation speed fluctuation rate is larger than or equal to the set aging state rotation speed fluctuation rate RniIf the aging state of the engine ignition wire harness is considered to influence normal running but the error reporting condition is not met, the operation needs to be carried outAnd (4) supplementing ignition energy.
And S105, if the ignition system meets the ignition energy compensation condition, compensating the ignition energy by reducing the exhaust gas recirculation rate and/or increasing the ignition advance angle.
If the electronic control unit determines that the ignition system meets the ignition energy compensation condition and needs to supplement the ignition energy, a certain action needs to be taken to protect the engine, so the ignition energy can be compensated by reducing the Exhaust Gas Recirculation (EGR) rate and/or increasing the ignition advance angle.
In one possible implementation, the compensation of the ignition energy by reducing the exhaust gas recirculation rate and/or increasing the spark advance angle may be carried out by obtaining a first correction limit and a first correction step for reducing the exhaust gas recirculation rate and/or a second correction limit and a second correction step for increasing the spark advance angle; determining a first correction to reduce the exhaust gas recirculation rate based on the first correction limit and the first correction step size, and/or determining a second correction to increase the spark advance based on the second correction limit and the second correction step size; reducing the exhaust gas recirculation rate according to a first correction amount, and/or increasing the ignition advance angle according to a second correction amount to compensate for the ignition energy; if the ignition system still meets the ignition energy compensation condition after the ignition energy is compensated, the steps of reducing the exhaust gas recirculation rate according to the first correction amount and/or increasing the ignition advance angle according to the second correction amount to compensate the ignition energy are repeatedly executed until the ignition system does not meet the ignition energy compensation condition or the accumulated value of the first correction amount reaches the first correction limit value or the accumulated value of the second correction amount reaches the second correction limit value.
For example, if the ignition energy is compensated by decreasing the exhaust gas recirculation rate by the first correction amount, the compensation stop condition is set until the ignition system no longer satisfies the ignition energy compensation condition (that is, the ignition energy of the ignition system is sufficient and the ignition energy is no longer required to be compensated), or until the integrated value of the first correction amount reaches the first correction limit value, so as to ensure that the engine does not suffer from a problem such as knocking due to excessive correction.
For example, if the ignition energy is compensated by increasing the ignition timing by the second correction amount, the compensation stop condition is set until the ignition system no longer satisfies the ignition energy compensation condition or until the integrated value of the second correction amount reaches the second correction limit value, so that the engine is prevented from knocking or the like due to excessive correction.
For example, if the ignition energy is compensated by decreasing the exhaust gas recirculation rate by the first correction amount and increasing the ignition advance angle by the second correction amount, the compensation stop condition is until the ignition system no longer satisfies the ignition energy compensation condition, or until the integrated value of the first correction amount reaches the first correction limit, or until the integrated value of the second correction amount reaches the second correction limit.
In one possible case, if the manner of compensating the ignition energy includes decreasing the exhaust gas recirculation rate by a first correction amount, when the accumulated value of the first correction amount reaches a first correction limit value, the ignition system still satisfies the ignition energy compensation condition (i.e. the ignition energy of the ignition system is continuously insufficient), and the ignition system fault indication is triggered. If the mode of compensating the ignition energy comprises increasing the ignition advance angle according to the second correction amount, when the accumulated value of the second correction amount reaches the second correction limit value, the ignition system still meets the ignition energy compensation condition, and the fault prompt of the ignition system is triggered.
And when the electronic control unit determines that the ignition energy of the ignition system is normal, the compensation ignition energy is normally withdrawn. Additionally, if at least one of misfire, knocking and backfire of the engine is detected, the compensation of the ignition energy is quitted, so that the ignition energy is prevented from being continuously compensated and the engine is prevented from being damaged.
According to the technical scheme, whether the engine is in the steady-state working condition or not can be determined according to the acquired running state information of the engine, and if the engine is determined to be in the steady-state working condition, the ignition system of the engine is started to monitor. Because the engine is under steady state operating mode condition, the change rate of rotational speed and load is more steady, and the combustion level of engine is more stable, can very big reduction external factor and the influence of engine transient state operating mode to the monitoring result, can improve the accuracy of monitoring result. In the process of monitoring the ignition system, the target rotation speed fluctuation rate of the engine is obtained, whether the ignition system meets the ignition energy compensation condition is determined according to the target rotation speed fluctuation rate, if yes, the ignition energy is insufficient due to aging of the ignition system, the ignition energy compensation is needed, and at the moment, the ignition energy can be compensated by reducing the exhaust gas recirculation rate and/or increasing the ignition advance angle. The mode of compensating ignition energy can solve the problem of insufficient ignition energy supply more accurately and timely under the condition of not increasing the burden of an ignition system, ensure the stable and continuous combustion state of the engine, avoid time delay, greatly improve the safety and stability of the engine performance, and simultaneously reduce the frequency and cost of maintaining and replacing components and circuits of the ignition system.
Next, the present embodiment provides another control method for ignition energy compensation of an engine, and the present embodiment is a detailed description of the control method for ignition energy compensation of an engine. Referring to fig. 2, the method includes:
s201, obtaining a rotating speed value and a torque value of the engine.
S202, determining whether the rotation speed value after the filtering processing is smaller than a rotation speed fluctuation threshold value or not, and whether the torque value after the filtering processing is smaller than a torque fluctuation threshold value or not, if so, executing S203, and if not, executing S201.
And S203, determining that the engine is in a steady-state working condition.
And S204, determining whether the engine has misfire, knocking or backfire, if so, executing S205, and if not, executing S206.
And S205, delaying the set time.
And S206, entering an ignition system monitoring process of the engine to carry out aging diagnosis on the ignition system.
S207, determining whether the target rotating speed fluctuation rate is larger than or equal to the aging state rotating speed fluctuation rate limit value, if so, executing S208, and if not, executing S211.
S208, reducing the exhaust gas recirculation rate according to the first correction limit value and the first correction step, and increasing the ignition advance angle according to the second correction limit value and the second correction step to compensate the ignition energy.
S209, determining whether the first correction limit value or the second correction limit value is reached, if so, executing S210, and if not, executing S207.
S210, determining whether the target rotating speed fluctuation rate is smaller than the aging state rotating speed fluctuation rate limit value, if so, executing S211, and if not, executing S212.
And S211, quitting the compensation ignition energy.
And S212, triggering ignition system fault prompt.
It should be noted that, on the basis of the implementation manners provided by the above aspects, the present application may be further combined to provide further implementation manners.
Based on the foregoing embodiment, the present embodiment provides a control device for ignition energy compensation of an engine, referring to fig. 3, the device including:
an acquisition unit 301 for acquiring operating state information of the engine;
a determining unit 302, configured to enter an ignition system monitoring process of the engine if it is determined that the engine is in the steady-state operating condition according to the operating state information;
the obtaining unit 301 is further configured to obtain a target rotation speed fluctuation rate of the engine in the ignition system monitoring process;
the determining unit 302 is further configured to determine whether the ignition system satisfies an ignition energy compensation condition according to the target rotation speed fluctuation rate;
a compensating unit 303, configured to compensate for ignition energy by decreasing an exhaust gas recirculation rate and/or increasing an ignition advance angle if the ignition system satisfies the ignition energy compensation condition.
Optionally, the operating state information includes the rotation speed value and the torque value, and the determining unit is specifically configured to:
carrying out filtering processing on the rotating speed value and carrying out filtering processing on the torque value;
and if the rotating speed value after filtering is within the rotating speed fluctuation threshold range and the torque value after filtering is within the torque fluctuation threshold range, determining that the engine is in the steady-state working condition.
Optionally, the determining unit is specifically configured to:
and if the engine is determined to be in the steady-state working condition according to the running state information, delaying for a set time and then entering the ignition system monitoring process of the engine.
Optionally, the set time is determined according to information about at least one of misfire, knocking and backfire occurring in the engine.
Optionally, the determining unit is specifically configured to:
acquiring an aging state rotating speed fluctuation rate limit value of the engine;
and determining whether the target rotating speed fluctuation rate is greater than or equal to the aging state rotating speed fluctuation rate limit value or not, wherein the ignition energy compensation condition is that the target rotating speed fluctuation rate is greater than or equal to the aging state rotating speed fluctuation rate limit value.
Optionally, the compensation unit is specifically configured to:
obtaining a first correction limit and a first correction step for reducing the exhaust gas recirculation rate, and/or obtaining a second correction limit and a second correction step for increasing the ignition advance angle;
determining a first correction to reduce the exhaust gas recirculation rate based on the first correction limit and the first correction step, and/or determining a second correction to increase the spark advance based on the second correction limit and the second correction step;
reducing the exhaust gas recirculation rate in accordance with the first correction amount, and/or increasing the ignition advance angle in accordance with the second correction amount to compensate for ignition energy;
if the ignition system satisfies the ignition energy compensation condition after compensating the ignition energy, the step of decreasing the exhaust gas recirculation rate according to the first correction amount and/or compensating the ignition energy by increasing the spark advance angle according to the second correction amount is repeatedly executed until the ignition system does not satisfy the ignition energy compensation condition or the integrated value of the first correction amount reaches the first correction limit or the integrated value of the second correction amount reaches the second correction limit.
Optionally, the apparatus further includes a prompting unit:
the prompting unit is used for triggering ignition system fault prompting when the ignition system meets the ignition energy compensation condition when the accumulated value of the first correction amount reaches the first correction limit value if the mode of compensating the ignition energy comprises that the exhaust gas recirculation rate is reduced according to the first correction amount;
if the mode of compensating the ignition energy comprises increasing the ignition advance angle according to the second correction amount, and when the accumulated value of the second correction amount reaches the second correction limit value, the ignition system meets the ignition energy compensation condition and triggers the ignition system fault prompt.
Optionally, the apparatus further comprises an exit unit:
the withdrawing unit is used for withdrawing the compensation ignition energy if at least one of misfire, knocking and backfire of the engine is detected.
According to the technical scheme, whether the engine is in the steady-state working condition or not can be determined according to the acquired running state information of the engine, and if the engine is determined to be in the steady-state working condition, the ignition system of the engine is started to monitor. Because the engine is under steady state operating mode condition, the change rate of rotational speed and load is more steady, and the combustion level of engine is more stable, can very big reduction external factor and the influence of engine transient state operating mode to the monitoring result, can improve the accuracy of monitoring result. In the process of monitoring the ignition system, the target rotation speed fluctuation rate of the engine is obtained, whether the ignition system meets the ignition energy compensation condition is determined according to the target rotation speed fluctuation rate, if yes, the ignition energy is insufficient due to aging of the ignition system, the ignition energy compensation is needed, and at the moment, the ignition energy can be compensated by reducing the exhaust gas recirculation rate and/or increasing the ignition advance angle. The mode of compensating ignition energy can solve the problem of insufficient ignition energy supply more accurately and timely under the condition of not increasing the burden of an ignition system, ensure the stable and continuous combustion state of the engine, avoid time delay, greatly improve the safety and stability of the engine performance, and simultaneously reduce the frequency and cost of maintaining and replacing components and circuits of the ignition system.
The present embodiment provides a control device for ignition energy compensation of an engine, the device comprising at least one processor and at least one memory, the at least one memory having computer readable instructions stored therein, the at least one processor executing the computer readable instructions to cause the computer device to perform the method according to any one of the preceding embodiments.
The description of the flow or structure corresponding to each of the above drawings has emphasis, and a part not described in detail in a certain flow or structure may refer to the related description of other flows or structures.
Those of ordinary skill in the art will understand that: all or part of the steps for realizing the method embodiments can be completed by hardware related to program instructions, the program can be stored in a computer readable storage medium, and the program executes the steps comprising the method embodiments when executed; and the aforementioned storage medium may be at least one of the following media: various media that can store program codes, such as read-only memory (ROM), RAM, magnetic disk, or optical disk.
It should be noted that, in the present specification, all the embodiments are described in a progressive manner, and the same and similar parts among the embodiments may be referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for the apparatus and system embodiments, since they are substantially similar to the method embodiments, they are described in a relatively simple manner, and reference may be made to some of the descriptions of the method embodiments for related points. The above-described embodiments of the apparatus and system are merely illustrative, and the units described as separate parts may or may not be physically separate, and the parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules 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 one specific embodiment of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present application should be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (10)
1. A method of controlling ignition energy compensation of an engine, the method comprising:
acquiring running state information of an engine;
if the engine is determined to be in the steady-state working condition according to the running state information, entering an ignition system monitoring process of the engine;
in the ignition system monitoring process, acquiring a target rotating speed fluctuation rate of the engine;
determining whether the ignition system meets an ignition energy compensation condition or not according to the target rotating speed fluctuation rate;
and if the ignition system meets the ignition energy compensation condition, compensating the ignition energy by reducing the exhaust gas recirculation rate and/or increasing the ignition advance angle.
2. The method of claim 1, wherein the operating state information includes the speed value and a torque value, and wherein determining that the engine is in the steady-state operating condition based on the operating state information includes:
carrying out filtering processing on the rotating speed value and carrying out filtering processing on the torque value;
and if the rotating speed value after filtering is within the rotating speed fluctuation threshold range and the torque value after filtering is within the torque fluctuation threshold range, determining that the engine is in the steady-state working condition.
3. The method of claim 1, wherein said entering an ignition system monitoring process for said engine if said engine is determined to be in said steady state operating condition based on said operating condition information comprises:
and if the engine is determined to be in the steady-state working condition according to the running state information, delaying for a set time and then entering the ignition system monitoring process of the engine.
4. The method of claim 3, wherein the set time is determined based on information of at least one of misfire, knock, and flashback of the engine.
5. The method of claim 1, wherein said determining whether the ignition system satisfies an ignition energy compensation condition based on the target rotational speed fluctuation rate comprises:
acquiring an aging state rotating speed fluctuation rate limit value of the engine;
and determining whether the target rotating speed fluctuation rate is greater than or equal to the aging state rotating speed fluctuation rate limit value or not, wherein the ignition energy compensation condition is that the target rotating speed fluctuation rate is greater than or equal to the aging state rotating speed fluctuation rate limit value.
6. The method of claim 1, wherein compensating for ignition energy by reducing an exhaust gas recirculation rate and/or increasing a spark advance angle comprises:
obtaining a first correction limit and a first correction step for reducing the exhaust gas recirculation rate, and/or obtaining a second correction limit and a second correction step for increasing the ignition advance angle;
determining a first correction to reduce the exhaust gas recirculation rate based on the first correction limit and the first correction step, and/or determining a second correction to increase the spark advance based on the second correction limit and the second correction step;
reducing the exhaust gas recirculation rate in accordance with the first correction amount, and/or increasing the ignition advance angle in accordance with the second correction amount to compensate for ignition energy;
if the ignition system satisfies the ignition energy compensation condition after compensating the ignition energy, the step of decreasing the exhaust gas recirculation rate according to the first correction amount and/or compensating the ignition energy by increasing the spark advance angle according to the second correction amount is repeatedly executed until the ignition system does not satisfy the ignition energy compensation condition or the integrated value of the first correction amount reaches the first correction limit or the integrated value of the second correction amount reaches the second correction limit.
7. The method of claim 6, further comprising:
if the mode of compensating the ignition energy comprises reducing the exhaust gas recirculation rate according to the first correction amount, when the accumulated value of the first correction amount reaches the first correction limit value, the ignition system meets the ignition energy compensation condition, and a fault prompt of the ignition system is triggered;
if the mode of compensating the ignition energy comprises increasing the ignition advance angle according to the second correction amount, and when the accumulated value of the second correction amount reaches the second correction limit value, the ignition system meets the ignition energy compensation condition and triggers the ignition system fault prompt.
8. The method according to any one of claims 1-7, further comprising:
and if at least one of misfire, detonation and backfire of the engine is detected, the compensation ignition energy is withdrawn.
9. A control device for ignition energy compensation of an engine, characterized by comprising:
an acquisition unit configured to acquire operating state information of an engine;
the determining unit is used for entering an ignition system monitoring process of the engine if the engine is determined to be in the steady-state working condition according to the running state information;
the acquisition unit is further used for acquiring a target rotating speed fluctuation rate of the engine in the ignition system monitoring process;
the determining unit is further used for determining whether the ignition system meets an ignition energy compensation condition according to the target rotating speed fluctuation rate;
and the compensation unit is used for compensating the ignition energy by reducing the exhaust gas recirculation rate and/or increasing the ignition advance angle if the ignition system meets the ignition energy compensation condition.
10. A control device of ignition energy compensation of an engine, characterized in that the device comprises at least one processor and at least one memory, the at least one memory having computer readable instructions stored therein, execution of the computer readable instructions by the at least one processor causing the computer device to perform the method according to any one of claims 1 to 8.
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