CN114278482B - 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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- CN114278482B CN114278482B CN202210004433.9A CN202210004433A CN114278482B CN 114278482 B CN114278482 B CN 114278482B CN 202210004433 A CN202210004433 A CN 202210004433A CN 114278482 B CN114278482 B CN 114278482B
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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Abstract
The application discloses a control method and a control device for ignition energy compensation of an engine, wherein acquired running state information of the engine determines whether the engine is under a steady-state working condition, and if so, an ignition system monitoring process of the engine is entered. In the monitoring process of 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 fact that the ignition energy supply is insufficient due to aging of the ignition system is indicated, 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 load 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 maintenance and replacement of components and parts of the ignition system and circuits.
Description
Technical Field
The application relates to the technical field of engine ignition, in particular to a control method and a control device for ignition energy compensation of an engine.
Background
The complex external environmental conditions have high requirements 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 other devices. The spark plug provides ignition energy through the high-voltage ignition coil to form high-energy spark so as to ignite the mixed gas 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 further the ignition energy is excessively lost, so that the combustion level of the engine is influenced.
In order to solve the above technical problems, it is most common to perform unified inspection and replacement of new components during maintenance of a vehicle, and if it is determined that there are problems such as ignition energy loss and poor engine combustion due to aging of an ignition system, the ignition energy loss is compensated by increasing the charging time, increasing the charging current, or ensuring the rated current to increase the voltage.
However, this approach has low accuracy, and simply replacing new components can not solve the problem in time, which can lead to good and bad combustion conditions of the engine, and seriously affect the performance of the engine. Meanwhile, the loss of ignition energy is compensated by increasing the charging time and the charging current, so that the aging of an 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 solve the problem of insufficient ignition energy supply more accurately and timely under the condition of not increasing the load of an ignition system, ensure that the combustion state of the engine is stable and continuous, and can not be good and bad, greatly increase the safety and stability of the performance of the engine, and reduce the frequency and cost of maintenance and replacement of components and parts of the ignition system and circuits.
The embodiment of the application discloses the following technical scheme:
in a first aspect, an embodiment of the present application provides a control method for ignition energy compensation of an engine, the method including:
acquiring running state information of an engine;
if the engine is determined to be under the steady-state working condition according to the running state information, entering an ignition system monitoring process of the engine;
acquiring a target rotating speed fluctuation rate of the engine in the ignition system monitoring process;
determining whether the ignition system meets an ignition energy compensation condition according to the target rotation speed fluctuation rate;
if the ignition system meets the ignition energy compensation condition, the ignition energy is compensated by reducing the EGR rate and/or increasing the spark advance angle.
Optionally, the running state information includes the rotation speed value and the torque value, and the determining that the engine is under the steady-state working condition according to the running state information includes:
filtering the rotating speed value and filtering the torque value;
and if the rotation speed value after the filtering treatment is in the rotation speed fluctuation threshold range and the torque value after the filtering treatment is in the torque fluctuation threshold range, determining that the engine is under the steady-state working condition.
Optionally, if the engine is determined to be under the steady-state working condition according to the running state information, entering an ignition system monitoring process of the engine, including:
and if the engine is determined to be under the steady-state working condition according to the running state information, delaying the set time and then entering an ignition system monitoring process of the engine.
Optionally, the set time is determined according to information of at least one of a misfire, knock, and flashback of the engine.
Optionally, the determining whether the ignition system meets the ignition energy compensation condition according to the target rotational speed fluctuation rate includes:
Acquiring an aging state rotating speed fluctuation rate limit value of the engine;
determining whether the target rotational speed fluctuation rate is greater than or equal to the aging state rotational speed fluctuation rate limit, wherein the ignition energy compensation condition is that the target rotational speed fluctuation rate is greater than or equal to the aging state rotational speed fluctuation rate limit.
Optionally, the compensating the ignition energy by reducing the exhaust gas recirculation rate and/or increasing the ignition advance angle includes:
acquiring a first correction limit value and a first correction step length for reducing the exhaust gas recirculation rate, and/or acquiring a second correction limit value and a second correction step length for increasing the ignition advance angle;
determining a first correction amount for decreasing the egr rate according to the first correction limit value and the first correction step size, and/or determining a second correction amount for increasing the ignition advance angle according to the second correction limit value and the second correction step size;
reducing the exhaust gas recirculation rate by the first correction amount and/or increasing the spark advance by the second correction amount to compensate for the ignition energy;
and if the ignition system meets the ignition energy compensation condition after the ignition energy is compensated, repeating 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 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.
Optionally, the method further comprises:
if the ignition energy compensation mode comprises that the exhaust gas recirculation rate is reduced 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 the ignition system fault prompt 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 comprises:
and if at least one of the conditions of fire, knocking and backfire of the engine is detected, the compensation ignition energy is withdrawn.
In a second aspect, embodiments of the present application provide a control device for ignition energy compensation of an engine, the device including:
an acquisition unit configured to acquire operation 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 under the steady-state working condition according to the running state information;
The acquisition unit is also used for acquiring the 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 rotation speed fluctuation rate;
and the compensation unit is used for compensating 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 running state information includes the rotation speed value and the torque value, and the determining unit is specifically configured to:
filtering the rotating speed value and filtering the torque value;
and if the rotation speed value after the filtering treatment is in the rotation speed fluctuation threshold range and the torque value after the filtering treatment is in the torque fluctuation threshold range, determining that the engine is under the steady-state working condition.
Optionally, the determining unit is specifically configured to:
and if the engine is determined to be under the steady-state working condition according to the running state information, delaying the set time and then entering an ignition system monitoring process of the engine.
Optionally, the set time is determined according to information of at least one of a misfire, knock, and flashback of the engine.
Optionally, the determining unit is specifically configured to:
acquiring an aging state rotating speed fluctuation rate limit value of the engine;
determining whether the target rotational speed fluctuation rate is greater than or equal to the aging state rotational speed fluctuation rate limit, wherein the ignition energy compensation condition is that the target rotational speed fluctuation rate is greater than or equal to the aging state rotational speed fluctuation rate limit.
Optionally, the compensation unit is specifically configured to:
acquiring a first correction limit value and a first correction step length for reducing the exhaust gas recirculation rate, and/or acquiring a second correction limit value and a second correction step length for increasing the ignition advance angle;
determining a first correction amount for decreasing the egr rate according to the first correction limit value and the first correction step size, and/or determining a second correction amount for increasing the ignition advance angle according to the second correction limit value and the second correction step size;
reducing the exhaust gas recirculation rate by the first correction amount and/or increasing the spark advance by the second correction amount to compensate for the ignition energy;
and if the ignition system meets the ignition energy compensation condition after the ignition energy is compensated, repeating 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 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.
Optionally, the device further includes a prompting unit:
the prompting unit is used for reducing the exhaust gas recirculation rate according to the first correction amount if the mode of compensating the ignition energy is adopted, and 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 triggers the ignition system fault prompting;
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 device further comprises an exit unit:
and the exit unit is used for exiting the compensated ignition energy if at least one of the conditions of fire, knocking and backfire of the engine is detected.
In a third aspect, embodiments of the present application provide 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 stored therein computer-readable instructions that are executed by the at least one processor to cause the computer device to perform the method of any of the first aspects.
According to the technical scheme, whether the engine is under 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 under the steady-state working condition, an ignition system monitoring process of the engine is started. Because the change rate of the rotating speed and the load of the engine is stable under the steady-state working condition, the combustion level of the engine is 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. In the monitoring process of 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 fact that the ignition energy supply is insufficient due to aging of the ignition system is indicated, 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 load of an ignition system, ensures that the combustion state of an engine is stable and continuous, and is good and bad when not being possible, greatly increases the safety and stability of the performance of the engine, and can reduce the frequency and cost of maintenance and replacement of components and parts 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 that are required in the embodiments or the description of the prior art will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive faculty for a person skilled in the art.
Fig. 1 is a schematic flow chart of a control method for ignition energy compensation of an engine according to an embodiment of the present application;
FIG. 2 is a schematic flow chart of a control method for 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 present application solution better understood by those skilled in the art, the following description will clearly and completely describe the technical solution in the embodiments of the present application with reference to the accompanying drawings in the embodiments of the present application, and it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.
The electric control unit of the engine has preset parameters such as ignition advance angle S, charging time T, ignition current I and the like of the ignition coil according to the load condition in the ignition system circuit. The ignition circuit connector is connected with the ignition coil, the ignition coil is connected with the spark plug through a high-voltage wire, and the electric control unit charges the ignition coil according to actual conditions and then supplies energy to the spark plug and discharges the spark plug. Simplifying the ignition circuit, assuming that the power supply voltage is U and the equivalent load of the ignition system is R, under a certain working condition i, the ignition energy W of the ignition circuit can be simplified into
W i ＝U i I i T i ＝U i T i /(R i 2 )
Wherein W is i For ignition energy under condition i, U i For the supply voltage under the working condition i, T i For charging time under condition i, R i Is the equivalent load of the ignition system under the working condition i.
Because the power supply voltage is fixed, the charging time is a calibrated fixed value, and the equivalent loads of the circuit and components become larger gradually along with the aging of the circuit, so that the ignition energy loss is excessive, the energy for normal ignition becomes smaller gradually, and the combustion level of the engine is deteriorated, thereby influencing the normal operation of the engine.
For this reason, it is most common to perform unified inspection and replacement of new components during maintenance of a vehicle, and if it is determined that there are problems such as ignition energy loss and engine combustion difference due to aging of an ignition system, the ignition energy loss is compensated by increasing charging time, increasing charging current, or increasing voltage by ensuring rated current.
However, this approach has low accuracy, and simply replacing new components can not solve the problem in time, which can lead to good and bad combustion conditions of the engine, and seriously affect the performance of the engine. Meanwhile, the aging of the ignition system is further increased and more ignition energy is lost by increasing the charging time and the charging current to compensate the loss of the ignition energy, so that the replacement frequency of components of the ignition system is increased and the cost is increased
According to the control method for the ignition energy compensation of the engine, when the engine is in a steady-state working condition, an ignition system of the engine is monitored, and when the ignition system is monitored to meet the ignition energy compensation condition, the ignition energy is compensated by reducing the exhaust gas recirculation rate and/or increasing the ignition advance angle, so that the problem of insufficient ignition energy supply is solved more accurately and timely under the condition that the load of the ignition system is not increased, the stable and continuous combustion state of the engine is ensured, the time and the time are not bad, the safety and the stability of the engine performance are greatly improved, and meanwhile, the frequency and the cost for maintenance and replacement of components and elements of the ignition system and circuits can be reduced.
It should be noted that the control method for performing ignition energy compensation of the engine in the embodiment of the present application may be an electronic control unit of the engine on the vehicle.
A control method for ignition energy compensation of an engine according to an embodiment of the present application is described below with reference to fig. 1, where the method includes:
s101, acquiring running state information of an engine.
S102, if the engine is determined to be under the steady-state working condition according to the running state information, entering an ignition system monitoring process of the engine.
If the engine is in normal operation condition, the engine is in normal operation, no related fault exists, no fault limiting torque exists, instantaneous rotation speed and load change exist, the combustion condition of the engine is changed more complicated, and the monitoring effect is not achieved at all. Under the steady-state working condition, the change rate of the rotating speed and the load of the engine is stable, the combustion level of the engine is 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, further determine whether the engine is under the steady-state working condition according to the running state information, and if the engine is determined to be under the steady-state working condition, enter an ignition system monitoring process of the engine.
In one possible case, the running state information may include a rotation speed value and a torque value, and the manner of determining that the engine is under the steady-state working condition according to the running state information may be to perform filtering processing on the rotation speed value and performing filtering processing on the torque value; if the rotation speed value after the filtering treatment is in the rotation speed fluctuation threshold range (namely, the rotation speed value after the filtering treatment is smaller than the rotation speed fluctuation threshold), and the torque value after the filtering treatment is in the torque fluctuation threshold range (namely, the torque value after the filtering treatment is smaller than the torque fluctuation threshold), determining that the engine is under the steady-state working condition.
The rotation speed value after the filtering treatment is in the rotation speed fluctuation threshold range, the rotation speed is stable, the torque value after the filtering treatment is in the torque fluctuation threshold range, the torque is stable, and when the rotation speed value and the torque are simultaneously met, the engine is determined to be under the steady-state working condition.
Because the change rate of the rotating speed and the load of the engine is stable under the steady-state working condition, the combustion level of the engine is 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.
In some cases, although the engine is under a steady-state working condition, the electronic control unit monitors that the engine instantaneously generates mild fire, knocking, backfire and the like, the fluctuation of the combustion condition of the engine is easily caused, and the accuracy of monitoring is influenced. In order to avoid the monitoring of the ignition system in these situations as much as possible, in one possible implementation manner, if the engine is determined to be under the steady-state working condition according to the running state information, the engine can be delayed for a set time and then enter the ignition system monitoring process of the engine, that is, the ignition system is monitored again after the engine is under the steady-state working condition and the set time is delayed, so that the aging diagnosis of the ignition system is performed, and whether the ignition energy compensation is needed is determined. The set time is determined according to condition information of at least one of the engine with fire, knocking and backfire.
For example, an engine transient misfire, a delay of a certain time (set time) for re-monitoring; the engine knocks instantaneously, and then is monitored after a certain time (set time) is delayed; the engine is instantaneously tempered and re-monitored after a certain time (set time) delay.
By the mode, fluctuation of the combustion condition of the engine caused by slight fire, knocking, tempering and the like of the engine can be avoided, and the accuracy of monitoring is further improved.
S103, in the ignition system monitoring process, acquiring a target rotating speed fluctuation rate of the engine.
After entering the ignition system monitoring process, the combustion level of the engine tends to be in a stable state, the change of the rotating speed and the torque tends to be stable after low-pass filtering, but the untreated rotating speed fluctuation reflects the transient combustion unstable condition of the engine. When the instantaneous rotating speed curve of the engine fluctuates, the instantaneous rotating speed can fall and is often smaller than a 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 Speed Ratio is defined, and is set as Rn, where Rn can be according to a set Speed n within a certain time t of stable engine operation o And the actual rotation speed n i The calculation formula is as follows:
under the condition that the engine is in a steady-state working condition, analyzing and calculating the steady-state working condition to obtain an integral value of the set rotating speed and an integral value of the actual rotating speed, and further obtaining a rotating speed fluctuation rate Rn, which can be called a target rotating speed fluctuation rate in the embodiment of the application.
S104, determining whether the ignition system meets an ignition energy compensation condition according to the target rotation speed fluctuation rate.
The greater the monitored target rotational speed fluctuation rate within a certain time t of engine stable operation, the more unstable the engine combustion, the insufficient ignition energy supply, and the greater the aging degree of the ignition system. It is possible to determine whether the ignition system satisfies the ignition energy compensation condition based on the target rotational speed fluctuation ratio.
In one possible implementation, the way to determine whether the ignition system satisfies the ignition energy compensation condition based on the target rotational speed fluctuation rate may be to obtain an aging state rotational speed fluctuation rate limit of the engine,and further determining whether the target rotational speed fluctuation rate is greater than or equal to the aging state rotational speed fluctuation rate limit value, and if the target rotational speed fluctuation rate is greater than or equal to the aging state rotational speed fluctuation rate limit value, indicating that the aging state of an ignition system of the engine has influenced normal running, and needing ignition energy compensation. The ignition energy compensation condition is that the target rotation speed fluctuation rate is larger than or equal to the aging state rotation speed fluctuation rate limit value, and the aging state rotation speed fluctuation rate limit value can be R ni And (3) representing.
The aging state rotational speed fluctuation rate limit value may be preset in the electronic control unit. The engine is operated under different working conditions, namely different rotating speeds and different loads, after the engine is in a stable state, the working conditions are analyzed and calculated to obtain an integral value of the set rotating speed and an integral value of the actual rotating speed in a normal ignition energy state, and thus the standard rotating speed fluctuation rate R of the engine in an unaged state of an ignition circuit can be obtained no And is set in the electric control unit; and (3) connecting a plurality of equivalent loads in series on the ignition system, respectively simulating different ageing degrees of the ignition system, and calculating the rotation speed fluctuation rate according to the method. Selecting proper series equivalent load quantity, taking the calculated rotating speed fluctuation rate as an aging state rotating speed fluctuation rate limit value R ni And is set in the electronic control unit for judging the aging state of the ignition system of the engine. When the rotation speed fluctuation or even the drop is too large due to the aging of the circuit and the components of the ignition system, and the target rotation speed fluctuation rate is larger than the standard rotation speed fluctuation rate R no And is smaller than the aging state rotation speed fluctuation rate R ni The engine combustion level is within an acceptable range, but when the target rotational speed fluctuation rate is greater than or equal to the set aging state rotational speed fluctuation rate R ni The aging state of the ignition wire harness of the engine is considered to influence normal running, but the error reporting condition is not met, and the ignition energy is needed to be supplemented.
S105, if the ignition system meets the ignition energy compensation condition, the ignition energy is compensated by reducing the exhaust gas recirculation rate and/or increasing the ignition advance angle.
If the electronic control unit determines that the ignition system needs to supplement the ignition energy after meeting the ignition energy compensation condition, 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 way to compensate for the ignition energy by decreasing the egr rate and/or increasing the spark advance may be to obtain a first correction limit and a first correction step for decreasing the egr rate and/or to obtain a second correction limit and a second correction step for increasing the spark advance; determining a first correction amount for reducing the exhaust gas recirculation rate according to the first correction limit value and the first correction step length, and/or determining a second correction amount for increasing the ignition advance angle according to the second correction limit value and the second correction step length; reducing the exhaust gas recirculation rate by a first correction amount and/or increasing the spark advance by 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, repeating 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 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 reducing the egr rate by the first correction amount, the compensation stop condition is to ensure that the engine does not knock due to excessive correction until the ignition energy compensation condition is no longer satisfied by the ignition system (i.e., the ignition energy of the ignition system is already sufficient and the ignition energy does not need to be compensated), or until the integrated value of the first correction amount reaches the first correction limit.
In another example, if the ignition energy is compensated by increasing the ignition advance angle by the second correction amount, the compensation stop condition is to ensure that the engine does not knock due to excessive correction until the ignition system no longer satisfies the ignition energy compensation condition or until the cumulative value of the second correction amount reaches the second correction limit.
For another 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 value, or until the integrated value of the second correction amount reaches the second correction limit value.
In one possible scenario, if the manner of compensating for the ignition energy includes reducing the exhaust gas recirculation rate by a first correction amount, the ignition system still satisfies an ignition energy compensation condition (i.e., the ignition energy of the ignition system continues to be insufficient) when the cumulative value of the first correction amount reaches a first correction limit, triggering an ignition system failure indication. 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 ignition system fault prompt is triggered.
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 the misfire, knocking and backfire of the engine is detected, the compensation ignition energy is withdrawn, so that the engine is prevented from being damaged by continuing to compensate the ignition energy.
According to the technical scheme, whether the engine is under 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 under the steady-state working condition, an ignition system monitoring process of the engine is started. Because the change rate of the rotating speed and the load of the engine is stable under the steady-state working condition, the combustion level of the engine is 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. In the monitoring process of 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 fact that the ignition energy supply is insufficient due to aging of the ignition system is indicated, 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 load of an ignition system, ensures that the combustion state of an engine is stable and continuous, and is good and bad when not being possible, greatly increases the safety and stability of the performance of the engine, and can reduce the frequency and cost of maintenance and replacement of components and parts and circuits of the ignition system.
Next, another control method for ignition energy compensation of an engine is also provided in an embodiment of the present application, which is a detailed description of the control method for ignition energy compensation of an engine. Referring to fig. 2, the method includes:
s201, acquiring a rotating speed value and a torque value of an engine.
S202, determining whether the rotation speed value after the filtering process is smaller than a rotation speed fluctuation threshold value and whether the torque value after the filtering process is smaller than a torque fluctuation threshold value, if yes, executing S203, and if not, executing S201.
S203, determining that the engine is under a steady-state working condition.
S204, determining whether the engine is in fire, knocking or backfire, if so, executing S205, and if not, executing S206.
S205, delaying the set time.
S206, entering an ignition system monitoring process of the engine to perform ignition system aging diagnosis.
S207, determining whether the target rotational speed fluctuation rate is greater than or equal to the aging state rotational speed fluctuation rate limit value, if yes, executing S208, and if not, executing S211.
S208, decreasing the egr rate according to the first correction limit and the first correction step, and increasing the ignition advance angle according to the second correction limit and the second correction step to compensate for the ignition energy.
S209, determining whether the first correction limit value or the second correction limit value is reached, if yes, executing S210, and if no, executing S207.
S210, determining whether the target rotational speed fluctuation rate is smaller than the aging state rotational speed fluctuation rate limit value, if yes, executing S211, and if not, executing S212.
S211, exiting the compensation ignition energy.
S212, triggering the fault prompt of the ignition system.
It should be noted that, based on the implementation manner provided in the above aspects, further combinations may be further combined to provide further implementation manners.
Based on the foregoing embodiments, the present embodiment provides a control device for ignition energy compensation of an engine, referring to fig. 3, the device includes:
an acquisition unit 301 for acquiring operation state information of an engine;
a determining unit 302, configured to enter an ignition system monitoring process of the engine if it is determined that the engine is under the steady-state working condition according to the running state information;
the acquiring unit 301 is further configured to acquire a target rotational speed fluctuation rate of the engine during the ignition system monitoring process;
the determining unit 302 is further configured to determine whether the ignition system meets an ignition energy compensation condition according to the target rotational speed fluctuation rate;
And a compensation unit 303 for compensating the ignition energy by decreasing the exhaust gas recirculation rate and/or increasing the ignition advance angle if the ignition system satisfies the ignition energy compensation condition.
Optionally, the running state information includes the rotation speed value and the torque value, and the determining unit is specifically configured to:
filtering the rotating speed value and filtering the torque value;
and if the rotation speed value after the filtering treatment is in the rotation speed fluctuation threshold range and the torque value after the filtering treatment is in the torque fluctuation threshold range, determining that the engine is under the steady-state working condition.
Optionally, the determining unit is specifically configured to:
and if the engine is determined to be under the steady-state working condition according to the running state information, delaying the set time and then entering an ignition system monitoring process of the engine.
Optionally, the set time is determined according to information of at least one of a misfire, knock, and flashback of the engine.
Optionally, the determining unit is specifically configured to:
acquiring an aging state rotating speed fluctuation rate limit value of the engine;
determining whether the target rotational speed fluctuation rate is greater than or equal to the aging state rotational speed fluctuation rate limit, wherein the ignition energy compensation condition is that the target rotational speed fluctuation rate is greater than or equal to the aging state rotational speed fluctuation rate limit.
Optionally, the compensation unit is specifically configured to:
acquiring a first correction limit value and a first correction step length for reducing the exhaust gas recirculation rate, and/or acquiring a second correction limit value and a second correction step length for increasing the ignition advance angle;
determining a first correction amount for decreasing the egr rate according to the first correction limit value and the first correction step size, and/or determining a second correction amount for increasing the ignition advance angle according to the second correction limit value and the second correction step size;
reducing the exhaust gas recirculation rate by the first correction amount and/or increasing the spark advance by the second correction amount to compensate for the ignition energy;
and if the ignition system meets the ignition energy compensation condition after the ignition energy is compensated, repeating 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 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.
Optionally, the device further includes a prompting unit:
the prompting unit is used for reducing the exhaust gas recirculation rate according to the first correction amount if the mode of compensating the ignition energy is adopted, and 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 triggers the ignition system fault prompting;
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 device further comprises an exit unit:
and the exit unit is used for exiting the compensated ignition energy if at least one of the conditions of fire, knocking and backfire of the engine is detected.
According to the technical scheme, whether the engine is under 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 under the steady-state working condition, an ignition system monitoring process of the engine is started. Because the change rate of the rotating speed and the load of the engine is stable under the steady-state working condition, the combustion level of the engine is 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. In the monitoring process of 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 fact that the ignition energy supply is insufficient due to aging of the ignition system is indicated, 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 load of an ignition system, ensures that the combustion state of an engine is stable and continuous, and is good and bad when not being possible, greatly increases the safety and stability of the performance of the engine, and can reduce the frequency and cost of maintenance and replacement of components and parts and circuits of the ignition system.
An embodiment of the present application 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 stored therein computer readable instructions that are executed by the at least one processor to cause the computer device to perform a method as in any of the previous embodiments.
The descriptions of the processes or structures corresponding to the drawings have emphasis, and the descriptions of other processes or structures may be referred to for the parts of a certain process or structure that are not described in detail.
Those of ordinary skill in the art will appreciate that: all or part of the steps for implementing the above method embodiments may be implemented by hardware related to program instructions, where the above program may be stored in a computer readable storage medium, and when the program is executed, the program performs steps including the above method embodiments; and the aforementioned storage medium may be at least one of the following media: read-only memory (ROM), RAM, magnetic disk or optical disk, etc., which can store program codes.
It should be noted that, in the present specification, each embodiment is described in a progressive manner, and identical and similar parts of each embodiment are all referred to each other, and each embodiment is mainly described in a different point from other embodiments. In particular, for the apparatus and system embodiments, since they are substantially similar to the method embodiments, the description is relatively simple, with reference to the description of the method embodiments in part. The apparatus and system embodiments described above are merely illustrative, in which elements illustrated as separate elements may or may not be physically separate, and elements shown as elements may or may not be physical elements, may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art will understand and implement the present invention without undue burden.
The foregoing is merely one specific embodiment of the present application, but the protection 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 in the protection 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 control method of ignition energy compensation of an engine, characterized by comprising:
acquiring running state information of an engine;
if the engine is determined to be under the steady-state working condition according to the running state information, entering an ignition system monitoring process of the engine;
acquiring a target rotating speed fluctuation rate of the engine in the ignition system monitoring process; the target rotational speed fluctuation rate is used for representing the condition that an instantaneous rotational speed curve of the engine fluctuates, and the rotational speed fluctuation of the engine is related to the ignition capacity supplied by an ignition route;
determining whether the ignition system meets an ignition energy compensation condition according to the target rotation speed fluctuation rate;
if the ignition system meets the ignition energy compensation condition, the ignition energy is compensated by reducing the exhaust gas recirculation rate and/or increasing the ignition advance angle;
Wherein the target rotational speed fluctuation rate is determined by the following formula:
in the above formula, t is used to represent the operating time of the engine under the steady-state working condition, n o For indicating a set rotational speed of the engine, n i For representing the actual rotational speed of the engine.
2. The method of claim 1, wherein the operating state information includes a 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:
filtering the rotating speed value and filtering the torque value;
and if the rotation speed value after the filtering treatment is in the rotation speed fluctuation threshold range and the torque value after the filtering treatment is in the torque fluctuation threshold range, determining that the engine is under the steady-state working condition.
3. The method of claim 1, wherein said entering an ignition system monitoring process of said engine if said engine is determined to be in said steady state operating condition based on said operating state information comprises:
and if the engine is determined to be under the steady-state working condition according to the running state information, delaying the set time and then entering an ignition system monitoring process of the engine.
4. A method according to claim 3, wherein the set time is determined based on information about at least one of a 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;
determining whether the target rotational speed fluctuation rate is greater than or equal to the aging state rotational speed fluctuation rate limit, wherein the ignition energy compensation condition is that the target rotational speed fluctuation rate is greater than or equal to the aging state rotational speed fluctuation rate limit.
6. The method according to claim 1, wherein said compensating for ignition energy by decreasing the exhaust gas recirculation rate and/or increasing the ignition advance angle comprises:
acquiring a first correction limit value and a first correction step length for reducing the exhaust gas recirculation rate, and/or acquiring a second correction limit value and a second correction step length for increasing the ignition advance angle;
determining a first correction amount for decreasing the egr rate according to the first correction limit value and the first correction step size, and/or determining a second correction amount for increasing the ignition advance angle according to the second correction limit value and the second correction step size;
Reducing the exhaust gas recirculation rate by the first correction amount and/or increasing the spark advance by the second correction amount to compensate for the ignition energy;
and if the ignition system meets the ignition energy compensation condition after the ignition energy is compensated, repeating 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 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.
7. The method of claim 6, wherein the method further comprises:
if the ignition energy compensation mode comprises that the exhaust gas recirculation rate is reduced 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 the ignition system fault prompt 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 the conditions of fire, knocking and backfire of the engine is detected, the compensation ignition energy is withdrawn.
9. A control device for ignition energy compensation of an engine, the device comprising:
an acquisition unit configured to acquire operation 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 under a steady-state working condition according to the running state information;
the acquisition unit is also used for acquiring the target rotating speed fluctuation rate of the engine in the ignition system monitoring process; the target rotational speed fluctuation rate is used for representing the condition that an instantaneous rotational speed curve of the engine fluctuates, and the rotational speed fluctuation of the engine is related to the ignition capacity supplied by an ignition route;
the determining unit is further used for determining whether the ignition system meets an ignition energy compensation condition according to the target rotation speed fluctuation rate;
a compensation unit for compensating 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;
Wherein the target rotational speed fluctuation rate is determined by the following formula:
in the above formula, t is used to represent the operating time of the engine under the steady-state working condition, n o For indicating a set rotational speed of the engine, n i For representing the actual rotational speed of the engine.
10. A control device for 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 stored therein computer readable instructions, which are executed by the at least one processor, such that the computer device performs the method according to any of claims 1 to 8.
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| CN114962115B (en) * | 2022-06-28 | 2024-02-06 | 东风汽车集团股份有限公司 | Method and system for optimizing ignition energy of engine of vehicle |
| CN114992030B (en) * | 2022-07-08 | 2023-05-16 | 广西玉柴机器股份有限公司 | Ignition energy control method for natural gas engine |
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