CN114673603A - Safety monitoring method and device for engine control system, computer equipment and medium - Google Patents
Safety monitoring method and device for engine control system, computer equipment and medium Download PDFInfo
- Publication number
- CN114673603A CN114673603A CN202210382241.1A CN202210382241A CN114673603A CN 114673603 A CN114673603 A CN 114673603A CN 202210382241 A CN202210382241 A CN 202210382241A CN 114673603 A CN114673603 A CN 114673603A
- Authority
- CN
- China
- Prior art keywords
- oil injection
- correction factor
- monitoring
- lambda
- theoretical
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D2041/224—Diagnosis of the fuel system
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
The invention discloses a safety monitoring method, a device, computer equipment and a medium for an engine control system, wherein the method comprises the following steps: acquiring an oil injection quantity correction factor, an oil injection correlation parameter and an air intake detection parameter; determining an air intake proportional coefficient according to the air intake detection parameters; determining a theoretical oil injection ratio according to the oil injection quantity correction factor and the oil injection correlation parameter; and carrying out fault monitoring on the air inlet detection unit and the oil injection execution unit according to the air inlet proportion coefficient and the theoretical oil injection matching ratio. According to the invention, based on the interactive relation between the air inflow and the oil injection quantity, the relevant parameters between the air inflow and the oil injection quantity of the engine are calculated, and the functional layers of the air inflow and the oil injection quantity are safely monitored by comparing the relevant parameters, so that a safety monitoring model and a monitoring program code are simplified, and the system reliability is high.
Description
Technical Field
The invention relates to the technical field of engine control, in particular to a safety monitoring method and device for an engine control system, computer equipment and a medium.
Background
In order to ensure the safe operation of an engine control system, a monitoring layer is required to be arranged to carry out safe monitoring on a functional layer, under most conditions, the functional layer and the monitoring layer share an input signal of a sensor, if the input signal has problems, the whole monitoring system can generate common cause failure, therefore, all input signals used by the monitoring layer need to be monitored or limited, the reliability of functional safety monitoring is improved, and once the input signal is found to be unreliable, the fault response of the safety monitoring is immediately carried out.
In an engine control system, an intake air amount and an injection amount, which are input amounts directly related to power output, are important parameters in the engine control system, and therefore, it is necessary to perform safety monitoring on an intake air flow sensor and an injection amount-related sensor.
The existing engine intake flow sensor and fuel injection execution unit adopt mutually independent function safety monitoring strategies, wherein, the intake flow sensor function safety monitoring strategy calculates the intake air flow through the opening degree and the rotating speed of a throttle valve, and meanwhile, the factor of a supercharger needs to be considered, and the engine intake flow sensor and the fuel injection execution unit have the following problems: an experienced calibration engineer is required to determine under different working conditions, and the workload is huge; in order to calculate and obtain the intake air amount which is as real as possible and compare and monitor the intake air amount measured by the intake air flow sensor, strategies need to be formulated for monitoring and optimization in different stages of engine operation, and the complexity of a functional safety program is increased.
The existing engine oil injection execution unit function safety monitoring strategy generally sets a redundancy method different from that of a functional layer on a monitoring layer to calculate theoretical oil injection quantity, and then compares the theoretical oil injection quantity with required oil injection quantity calculated by the functional layer to monitor, and has the problems that a redundancy control strategy is complex, high professional technical capability is required to realize, and the practicability is poor.
Disclosure of Invention
The invention provides a safety monitoring method, a safety monitoring device, computer equipment and a medium for an engine control system, which are used for comparing relevant parameters between air inflow and oil injection quantity and simultaneously carrying out safety monitoring on functional layers of the air inflow and the oil injection quantity, and are beneficial to simplifying a monitoring model and program codes.
According to an aspect of the present invention, there is provided an engine control system safety monitoring method, including: acquiring an oil injection quantity correction factor, an oil injection correlation parameter and an air intake detection parameter; determining an air intake proportional coefficient according to the air intake detection parameter; determining a theoretical oil injection ratio according to the oil injection quantity correction factor and the oil injection correlation parameter; and carrying out fault monitoring on the air inlet detection unit and the oil injection execution unit according to the air inlet proportion coefficient and the theoretical oil injection matching ratio.
According to another aspect of the present invention, there is provided an engine control system safety monitoring device including: the parameter acquisition unit is used for acquiring an oil injection quantity correction factor, an oil injection correlation parameter and an air intake detection parameter; the first calculation unit is used for determining an air intake proportional coefficient according to the air intake detection parameter; the second calculation unit is used for determining a theoretical oil injection ratio according to the oil injection quantity correction factor and the oil injection correlation parameter; and the fault monitoring unit is used for monitoring faults of the air inlet detection unit and the oil injection execution unit according to the air inlet proportional coefficient and the theoretical oil injection matching ratio.
According to another aspect of the present invention, there is provided a computer device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing the above-mentioned engine control system safety monitoring method when executing the program.
According to another aspect of the present invention, there is provided a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the engine control system safety monitoring method described above.
According to the technical scheme, the air intake proportional coefficient is calculated according to the air intake detection parameters by acquiring the oil injection quantity correction factor and the oil injection correlation parameters of the oil injection execution unit and the air intake detection parameters of the air intake detection unit; calculating a theoretical oil injection ratio according to the oil injection quantity correction factor and the oil injection correlation parameter; the air intake proportional coefficient and the theoretical oil injection ratio are compared, the fault monitoring is carried out on the air intake detection unit and the oil injection execution unit according to the comparison result, the related parameters between the air intake quantity and the oil injection quantity are compared, and meanwhile, the safety monitoring of the functional layers of the air intake quantity and the oil injection quantity is realized, so that the problems of complex control strategy and low reliability caused by the fact that the existing engine control system carries out safety monitoring on an air intake sensor and an oil injection sensor respectively are solved, the safety monitoring model and the monitoring program code are simplified, and the system reliability is improved.
It should be understood that the statements in this section do not necessarily identify key or critical features of the embodiments of the present invention, nor do they necessarily limit the scope of the invention. Other features of the present invention will become apparent from the following description.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a flow chart of a method for monitoring engine control system safety according to an embodiment of the present invention;
FIG. 2 is a flow chart illustrating another method for monitoring engine control system safety according to an embodiment of the present disclosure;
FIG. 3 is a flowchart illustrating a method for monitoring engine control system safety according to an embodiment of the present invention;
fig. 4 is a working schematic diagram of a fault monitoring and identifying method according to an embodiment of the present invention;
fig. 5 is a schematic diagram of another fault monitoring and identifying method according to an embodiment of the present invention;
fig. 6 is a schematic diagram illustrating an operation of another fault monitoring and identifying method according to an embodiment of the present invention;
FIG. 7 is a schematic diagram of a fault monitoring and identifying method according to an embodiment of the present invention;
FIG. 8 is a flowchart illustrating a method for monitoring the safety of an engine control system according to a second embodiment of the present invention;
FIG. 9 is a flowchart of a method for monitoring the safety of an engine control system according to a third embodiment of the present invention;
fig. 10 is a schematic structural diagram of an engine control system safety monitoring device according to a fourth embodiment of the present invention;
fig. 11 is a schematic structural diagram of a computer device according to a fifth embodiment of the present invention.
Detailed Description
In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, 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 invention.
It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Example one
Fig. 1 is a flowchart of a safety monitoring method for an engine control system according to an embodiment of the present invention, where the embodiment is suitable for an application scenario where an intake air amount and an oil injection amount are combined to perform functional safety monitoring on an intake air functional layer and an oil injection functional layer at the same time, and the method may be executed by a safety monitoring device, where the safety monitoring device may be implemented in a form of hardware and/or software, and the safety monitoring device may be configured in an engine controller.
In the embodiment, the intake function layer is provided with a device with an intake detection function, for example, the device may be an intake detection unit, and the intake detection unit is used for collecting the intake air amount entering the combustion chamber of the engine; the oil injection function layer is provided with an oil injection execution unit for executing the oil injection function, and the oil injection execution unit is used for injecting corresponding oil quantity according to an oil injection signal sent by the engine controller.
As shown in fig. 1, the method for monitoring the safety of the engine control system specifically includes the following steps:
step S1: and acquiring an oil injection quantity correction factor, an oil injection correlation parameter and an air intake detection parameter.
In this step, the fuel injection-related parameter is a parameter required for calculating the fuel injection amount for each operating cycle of the engine. Typically, the fuel injection related parameters include, but are not limited to: and the fuel injection execution parameters of the fuel injection execution unit. The fuel injection execution parameters comprise rail pressure, fuel injection pulse width and fuel injection time; the injection time includes an intake stroke injection time and a compression stroke injection time.
In this step, the intake air detection parameter is the intake air amount acquired by the intake function layer.
In this step, the correction factor of the fuel injection amount is a parameter for appropriately correcting the basic fuel injection amount according to the actual operating conditions of the engine, such as the intake temperature of the engine, the atmospheric pressure, and the like. Typically, the fuel injection quantity correction factor can be calculated by the functional layer and input into the monitoring layer, so that failure of the monitoring layer caused by calculation errors of the functional layer is avoided.
In one embodiment, the injection quantity correction factor includes, but is not limited to: a functional layer Lambda (Lambda) correction factor and a target Lambda limit, wherein the functional layer Lambda correction factor is a ratio between an actual air-fuel ratio (namely a ratio of air mass to fuel mass) of the engine and a theoretical air-fuel ratio, the functional layer Lambda correction factor is equal to 1 when the actual air-fuel ratio is equal to 14.7:1 (namely the theoretical air-fuel ratio), and the functional layer Lambda correction factor fluctuates with changes of an oil injection amount and an air intake amount in a Lambda closed-loop control system; the target lambda limit is used to limit the magnitude of the monitored layer lambda correction factor.
Optionally, the fuel injection quantity correction factor further comprises at least one of: the fuel injector control system comprises a fuel injector delay correction factor, a fuel injector nonlinear correction factor, a fuel supply system time correction factor, a fuel supply system pressure correction factor, a start fuel injection factor, a recovery fuel injection factor, a warmed fuel injection factor after start, a relative fuel quantity factor, a relative fuel quantity adaptive correction addition factor, a mixing ratio correction multiplication factor, a fuel quantity delivery compensation and a carbon tank control relative fuel quantity correction factor. The oil injection quantity correction factors are calculated by the functional layer and input into the monitoring layer.
Step S2: and determining an air intake proportional coefficient according to the air intake detection parameters.
The air intake proportion coefficient is the ratio of the air intake quantity calculated by the air intake function layer to the fuel in the combustion chamber.
Step S3: and determining the theoretical oil injection ratio according to the oil injection quantity correction factor and the oil injection correlation parameter.
The theoretical oil injection ratio is a ratio of air inflow obtained by calculation of the air inlet function layer and oil injection amount obtained by calculation of the monitoring layer. The theoretical oil injection proportion and the air intake proportion coefficient have the same physical meaning.
In this step, the monitoring layer may back-calculate the injection quantity based on the above-described injection quantity correction factors (e.g., correction factors such as functional layer lambda correction factor, target lambda limit, injector delay correction factor, injector non-linearity correction factor, fuel supply system time correction factor, fuel supply system pressure correction factor, start injection factor, recovery injection factor, etc.) and injection-related parameters (e.g., parameters such as rail pressure, injection pulsewidth, and injection time).
In one embodiment, monitoring the layer fuel injection quantity calculation may include: calculating the oil injection quantity of the intake stroke according to the oil injection time of the intake stroke, the rail pressure, the oil injection pulse width and the oil injection quantity correction factor; calculating the oil injection quantity of the compression stroke according to the oil injection time of the compression stroke, the rail pressure, the oil injection pulse width and the oil injection quantity correction factor; summing the injection quantity of the suction stroke and the injection quantity of the compression stroke to obtain a theoretical injection quantity; and carrying out oil supply ratio relative load conversion on the theoretical oil injection quantity based on the functional layer lambda correction factor or the target lambda limiting value to obtain the theoretical oil injection ratio. The target lambda limiting value is a calibrated threshold value of a functional layer lambda correction factor in a lambda closed-loop control system, and the calibrated threshold value is a critical value for maintaining normal operation of an engine.
Step S4: and carrying out fault monitoring on the air inlet detection unit and the oil injection execution unit according to the air inlet proportion coefficient and the theoretical oil injection matching ratio.
Specifically, in the fuel injection amount monitoring route, a theoretical fuel injection ratio is calculated through rail pressure, fuel injection pulse width and various influence factors uploaded by the functional layer, in the air intake amount monitoring route, an air intake proportional coefficient is calculated through air intake amount uploaded by the functional layer, and the theoretical fuel injection ratio and the air intake proportional coefficient have the same physical significance. Because the air inflow and the oil injection quantity have an interactive relation in the engine control system, the numerical values of the air inflow proportional coefficient and the theoretical oil injection ratio are approximately equal when the engine control system works normally. After the air intake proportionality coefficient and the theoretical oil injection ratio are obtained, comparing numerical values of the air intake proportionality coefficient and the theoretical oil injection ratio, and if the numerical values of the air intake proportionality coefficient and the theoretical oil injection ratio are approximately equal, judging that the air intake detection unit and the oil injection execution unit do not have faults; and if the numerical deviation between the air intake proportionality coefficient and the theoretical oil injection proportion is large, judging that the air intake detection unit or the oil injection execution unit has a fault, and executing a fault response of response.
Therefore, according to the technical scheme of the invention, by utilizing the interactive relation of the air inflow and the oil injection quantity in the engine control system, the theoretical oil injection ratio is calculated by the rail pressure, the oil injection pulse width and various influence factors, and then the theoretical oil injection ratio is compared with the air inflow proportional coefficient obtained by the air inflow sensor, so that the safety monitoring of the functional layers of the air inflow and the oil injection quantity is realized, the problems of complex control strategy and low reliability caused by the fact that the existing engine control system carries out safety monitoring on the air inflow sensor and the oil injection sensor respectively are solved, the safety monitoring model and the monitoring program code are simplified, and the system reliability is improved.
Alternatively, fig. 2 is a flowchart of another method for monitoring safety of an engine control system according to a first embodiment of the present invention, and on the basis of fig. 1, a specific implementation manner of step S4 is exemplarily shown, but not limited to the above steps.
As shown in fig. 2, the method for monitoring the safety of the engine control system specifically includes the following steps:
step S1: and acquiring an oil injection quantity correction factor, an oil injection correlation parameter and an air intake detection parameter.
Step S2: and determining an air intake proportional coefficient according to the air intake detection parameters.
Step S3: and determining the theoretical oil injection ratio according to the oil injection quantity correction factor and the oil injection correlation parameter.
Step S401: and acquiring real-time torque and real-time torque of the engine.
Step S402: a difference threshold is determined based on the immediate torque and the immediate torque.
Step S403: and determining a measurement deviation value according to the air intake proportional coefficient and the theoretical oil injection ratio.
The measurement deviation value is the difference between the air intake proportional coefficient and the theoretical oil injection ratio.
Step S404: and judging whether the measurement deviation value exceeds a difference threshold value.
If the measured deviation value does not exceed the difference threshold, performing the following step S405; otherwise, step S406 is performed.
Step S405: and clearing the count value of the counter.
Step S406: and judging whether the duration of the measured deviation value exceeding the difference threshold value exceeds preset fault-tolerant time or not.
If the duration time exceeds the preset fault-tolerant time, executing step S407; otherwise, the process returns to step S401.
Step S407: triggering a fault response.
In one embodiment, the fault response policy includes: setting an oil quantity monitoring fault flag bit; setting a throttle valve turn-off flag bit; and (4) turning off the throttle valve, and controlling the engine to enter a limp home mode.
Specifically, the above-described steps S401 to S407 describe an embodiment in which whether or not the intake air detecting unit and the fuel injection executing unit are malfunctioning is determined based on the difference between the intake air proportional coefficient and the stoichiometric fuel injection ratio. Referring to fig. 3, when the measured deviation value between the intake air proportionality coefficient and the stoichiometric fuel injection ratio exceeds a difference threshold value, which varies with the torque and the rotation speed of the engine, it is determined that there is a failure in the functional layer such as the intake air detecting unit or the fuel injection execution unit. If the functional layer is detected to have faults, accumulating fault time, triggering fault response when the fault time exceeds preset fault-tolerant time, and reporting monitoring faults. Therefore, according to the technical scheme, safety monitoring of the functional layers of the air inflow and the oil injection quantity is realized through the deviation value between the air inflow proportional coefficient and the theoretical oil injection ratio, the problems that an existing engine control system respectively monitors the safety of an air inflow sensor and an oil injection sensor, so that the control strategy is complex and the reliability is low are solved, the safety monitoring model and the monitoring program code are simplified, and the system reliability is improved.
Alternatively, fig. 3 is a flowchart of another method for monitoring safety of an engine control system according to an embodiment of the present invention, and an embodiment of calculating a stoichiometric fuel injection ratio is exemplarily shown on the basis of fig. 1.
As shown in fig. 2, the method for monitoring the safety of the engine control system specifically includes the following steps:
step S1: and acquiring an oil injection quantity correction factor, an oil injection correlation parameter and an air intake detection parameter.
Step S2: and determining an air intake proportional coefficient according to the air intake detection parameters.
Step S301: and acquiring a functional layer lambda correction factor, rail pressure and oil injection pulse width.
Step S302: and judging whether the lambda correction factor of the functional layer deviates from a preset value. Wherein the preset value can be 1.
If the functional layer lambda correction factor deviates from the preset value, executing step S303; otherwise, step S304 is performed.
Step S303: and determining the theoretical oil injection ratio according to the target lambda limit value, the rail pressure and the oil injection pulse width.
Step S304: and determining a theoretical oil injection ratio according to the lambda correction factor, the rail pressure and the oil injection pulse width of the functional layer.
Step S4: and carrying out fault monitoring on the air inlet detection unit and the oil injection execution unit according to the air inlet proportion coefficient and the theoretical oil injection matching ratio.
In particular, in the calculation of the theoretical injection proportion, the influence factors can be limited by using a set standard value, wherein the target lambda limit value is the set standard value of the functional layer lambda correction factor. If the monitoring layer monitors that the lambda correction factor of the functional layer deviates from a preset value (for example, 1), the monitoring layer calculates a theoretical oil injection ratio by adopting a target lambda limit value, a rail pressure and an oil injection pulse width; if the monitoring layer monitors that the functional layer lambda correction factor does not deviate from the preset value (for example, 1), the monitoring layer calculates the theoretical oil injection ratio by using the functional layer lambda correction factor, the rail pressure and the oil injection pulse width. The calculation of the theoretical fuel injection ratio may be performed by the method described in step S3, and will not be described herein.
Optionally, the target λ limit comprises an upper λ limit and a lower λ limit, the upper λ limit being smaller than an upper threshold of the functional layer λ correction factor, and the lower λ limit being larger than a lower threshold of the functional layer λ correction factor.
In one embodiment, when the lambda correction factor of the functional layer is larger than a preset value, the theoretical fuel injection ratio is determined according to the fuel injection quantity correction factor and the fuel injection related parameter, and the method comprises the following steps: and determining the theoretical oil injection ratio according to the lambda upper limit value, the rail pressure and the oil injection pulse width.
Specifically, when the fault of the oil injection execution unit causes the oil injection to be too small, or the fault of the air inlet detection unit causes the measured value to be smaller, the monitoring layer monitors that the lambda correction factor of the functional layer is larger (larger than a preset value), and the monitoring layer determines the theoretical oil injection ratio according to the lambda upper limit value, the rail pressure and the oil injection pulse width. When the lambda correction factor of the functional layer is larger than the lambda upper limit value, the theoretical oil injection ratio calculated by the monitoring layer is larger than the air intake proportional coefficient calculated by the functional layer, and after the measured deviation value between the theoretical oil injection ratio and the air intake proportional coefficient is larger than the difference threshold value, a monitoring fault is reported.
Fig. 4 is an operational schematic diagram of a fault monitoring and identification method according to an embodiment of the present invention, which illustrates an operational principle of identifying a fault in an oil injection execution unit.
As shown in fig. 4, when the fuel injection execution unit fails to cause too little fuel injection, the functional layer λ correction factor becomes large (larger than the preset value 1), and the λ correction factor closed-loop adjustment makes the functional layer λ correction factor large (larger than the preset value 1) to increase the fuel injection amount. When the theoretical oil injection ratio is calculated on the monitoring layer, the theoretical oil injection ratio is actually calculated according to the calculated required oil injection amount, and the actual oil injection amount cannot be accurately measured in the prior art, so that even if other influence factors act, the theoretical oil injection ratio obtained by dividing the required oil injection amount subjected to the lambda correction factor closed-loop regulation by the functional layer lambda correction factor is very close to the value of the air intake proportionality coefficient measured by the air intake detection unit, and the monitoring effect is difficult to play. In order not to have an excessive effect on the functional layer, a trigger condition is added to the enabling of the lambda correction factor limit at the monitoring layer, which is triggered when the lambda correction factor closed-loop regulation reaches a limit (the lambda correction factor is not equal to 1 after regulation), and a threshold value and a duration are set.
Illustratively, fig. 5 is an operation principle diagram of another fault monitoring and identifying method provided by the first embodiment of the invention, and illustrates an operation principle for identifying faults of the intake air detecting unit.
As shown in fig. 5, when the measured value is smaller due to the failure of the intake air detecting unit, if the measured value is the first occurrence, the functional layer may calculate a corresponding smaller fuel injection amount according to the measured intake air amount by using the λ correction factor equal to 1 as a standard, since the actual intake air amount is not changed at this time, the functional layer λ correction factor may become larger (larger than 1), and the λ correction factor closed-loop adjustment may make the functional layer λ correction factor become larger (larger than 1) so as to increase the fuel injection amount. When the theoretical oil injection ratio is calculated by the monitoring layer, adjustment is carried out according to the functional layer lambda correction factor (divided by the lambda correction factor), the calculated value is smaller than the value of the air intake proportionality coefficient measured by the air intake detection unit, the duration is short, and the monitoring fault cannot be reported.
If the lambda correction factor closed-loop control has already started to work, the functional layer increases the injection quantity as a function of the lambda correction factor (greater than 1) of the functional layer. When the theoretical oil injection ratio is calculated on the monitoring layer, adjustment is carried out according to the functional layer lambda correction factor (divided by the lambda correction factor), at the moment, even if other influence factors act, the value of the theoretical oil injection ratio obtained by dividing the oil injection quantity subjected to closed-loop adjustment by the lambda correction factor is close to the value of the air intake ratio coefficient measured by the air intake detection unit, and the monitoring effect is difficult to play, so that an upper limit value of lambda (smaller than the upper limit value of the functional layer lambda correction factor) needs to be set to limit the upper limit value of the lambda correction factor of the monitoring layer, when the functional layer lambda correction factor is larger than the upper limit value of the lambda, the theoretical oil injection ratio calculated on the monitoring layer is larger than the value of the air intake ratio coefficient measured by the air intake detection unit, and when the deviation is larger than the threshold value, a monitoring fault is reported. In order not to have an excessive effect on the functional layer, a trigger condition is added to the enabling of the lambda correction factor limit at the monitoring layer, which is triggered when the lambda correction factor closed-loop regulation reaches a limit (the functional layer lambda correction factor after regulation is not equal to 1), and a threshold value and a duration are set.
In one embodiment, when the lambda correction factor of the functional layer is smaller than a preset value, the method for determining the theoretical injection ratio according to the injection quantity correction factor and the injection related parameter comprises the following steps: and determining the theoretical oil injection ratio according to the lower lambda limit value, the rail pressure and the oil injection pulse width.
Specifically, when the fault of the oil injection execution unit causes excessive oil injection or the fault of the air inlet detection unit causes a larger measured value, the monitoring layer monitors that the lambda correction factor of the functional layer becomes smaller (smaller than a preset value 1), and the monitoring layer determines the theoretical oil injection ratio according to the lambda lower limit value, the rail pressure and the oil injection pulse width. And when the lambda correction factor of the functional layer is smaller than the lambda lower limit value, the theoretical oil injection ratio calculated by the monitoring layer is smaller than the air intake proportional coefficient calculated by the functional layer, and the monitoring fault is reported after the measurement deviation value between the theoretical oil injection ratio and the air intake proportional coefficient is larger than the difference threshold value.
Fig. 6 is an operational schematic diagram of another fault monitoring and identification method according to an exemplary embodiment of the present invention, which illustrates another operational principle for identifying a fault in an injection execution unit.
As shown in fig. 6, when the fuel injection is too much due to the failure of the fuel injection execution unit, the functional layer λ correction factor becomes small (smaller than 1), the λ correction factor closed-loop adjustment makes the functional layer λ correction factor become small (smaller than 1) to reduce the fuel injection amount, when the theoretical fuel injection ratio is calculated by the monitoring layer, the theoretical fuel injection ratio is actually calculated according to the calculated required fuel injection amount, the prior art cannot accurately measure the actual fuel injection amount, so that the theoretical fuel injection ratio obtained by dividing the required fuel injection amount after the λ correction factor closed-loop adjustment by the functional layer λ correction factor is close to the value of the intake air ratio measured by the intake air detection unit, even if there is other influence factor, and it is difficult to monitor, so that the lower limit value of λ (larger than the lower limit of the functional layer λ correction factor) is required to limit the lower limit of the λ correction factor of the monitoring layer, and when the functional layer λ correction factor is smaller than the lower limit of λ, the theoretical oil injection proportion value calculated by the monitoring layer is smaller than the value of the air intake proportion coefficient measured by the air intake detection unit, and when the deviation is larger than the threshold value, a monitoring fault is reported. In order not to have an excessive effect on the functional layer, a trigger condition is added to the enabling of the lambda correction factor limit at the monitoring layer, which is triggered when the work lambda correction factor closed-loop regulation reaches a limit (the lambda correction factor is not equal to 1 after regulation), and a threshold value and a duration are set.
Illustratively, fig. 7 is an operation principle diagram of still another fault monitoring and identifying method provided by the first embodiment of the invention, and shows another operation principle for identifying faults of the intake air detecting unit.
As shown in fig. 7, when the measured value is larger due to a fault of the air intake detection unit, if the measured value appears for the first time, the functional layer calculates a corresponding larger fuel injection amount according to the measured air intake amount by using the functional layer λ correction factor equal to 1 as a standard, because the actual air intake amount is not changed at this time, the functional layer λ correction factor becomes smaller (smaller than the preset value 1), and the λ correction factor closed-loop adjustment makes the functional layer λ correction factor become smaller (smaller than the preset value 1) so as to reduce the fuel injection amount. When the theoretical oil injection ratio is calculated by the monitoring layer, the theoretical oil injection ratio is adjusted according to the functional layer lambda correction factor (divided by the functional layer lambda correction factor), the calculated value is larger than the value of the air intake proportional coefficient measured by the air intake detection unit, but the duration is short, and the monitoring fault cannot be reported.
If the lambda correction factor closed-loop control has already started to work, the functional layer reduces the fuel injection quantity as a function of the lambda correction factor (smaller than the predetermined value 1) of the functional layer. When the theoretical oil injection ratio is calculated by the monitoring layer, the theoretical oil injection ratio is adjusted according to the functional layer lambda correction factor (divided by the functional layer lambda correction factor), and even if other influence factors act, the value of the theoretical oil injection ratio obtained by dividing the oil injection quantity subjected to the closed-loop adjustment of the lambda correction factor by the functional layer lambda correction factor is very close to the value of the air intake ratio coefficient measured by the air intake detection unit, so that the monitoring effect is difficult to play. In order not to have an excessive effect on the functional layer, a trigger condition is added to the enabling of the lambda correction factor limit at the monitoring layer, which is triggered when the lambda correction factor closed-loop regulation reaches a limit (the functional layer lambda correction factor after regulation is not equal to the preset value 1), and a threshold value and a duration are set.
Therefore, according to the technical scheme, the safety monitoring of the functional layer of the air inflow and the oil injection quantity is realized by setting the limit value of the lambda correction factor of the functional layer, the problems of complex control strategy and low reliability caused by the fact that the existing engine control system respectively monitors the safety of the air inflow sensor and the oil injection sensor are solved, the safety monitoring model and the monitoring program code are simplified, and the system reliability is improved.
Example two
Based on the above embodiments, fig. 8 is a flowchart of a safety monitoring method for an engine control system according to a second embodiment of the present invention, and on the basis of fig. 1, a safety monitoring method with a system fault detection function is shown.
Optionally, as shown in fig. 8, before fault monitoring of the intake air detection unit and the injection execution unit is performed according to the intake air proportionality coefficient and the theoretical injection matching, the method further comprises the steps of:
step S30: and acquiring the state of an engine control system, and determining whether to execute fault monitoring according to the state of the system.
Optionally, the system status comprises at least one of: a throttle power-off fault condition and an engine fuel quantity fault condition. The throttle valve power-off fault state is used for indicating whether a throttle valve power-off fault occurs in the control system or not; the engine oil level fault condition is used to indicate whether a fuel cut fault has occurred in the control system.
Specifically, if the status flag bit of the throttle power-off failure of the engine control system is 1 or the status flag bit of the engine oil amount failure is 1, it may be determined that the engine control system has failed, and the failure monitoring of the intake air detecting unit and the oil injection executing unit is stopped, i.e. step S4 is not executed; if the status flag bit of the throttle power-off fault of the engine control system is 0 and the status flag bit of the engine oil amount fault is 0, it can be determined that the engine control system is not in fault, and step S4 is executed to perform fault monitoring on the air intake detection unit and the oil injection execution unit according to the air intake proportional coefficient and the theoretical oil injection ratio. Therefore, according to the technical scheme, whether the function safety function of the monitoring layer is started or not is determined by setting the state detection of the control system, so that the false detection caused by system faults is avoided, and the accuracy of the monitoring result of the system safety monitoring model is improved.
EXAMPLE III
Based on any one of the above embodiments, fig. 9 is a flowchart of a method for monitoring safety of an engine control system according to a third embodiment of the present invention, and an exemplary fault response strategy is shown on the basis of fig. 1.
Alternatively, as shown in fig. 9, after the fuel injection execution unit detects a fault, the method further includes the steps of:
step S601: and carrying out fault response monitoring on the functional layer.
Step S602: and acquiring the engine speed in fault response monitoring.
Step S603: and judging whether the rotating speed of the engine exceeds a preset rotating speed threshold value.
If the engine speed exceeds the preset speed threshold, executing step S604; otherwise, the process returns to step S601.
Step S604: and resetting the main control system according to the triggering, and stopping controlling the engine again.
Specifically, in fault response monitoring, if it is detected that the engine speed exceeds a preset speed threshold, limp home mode is no longer performed, the monitoring layer turns off the power devices, triggers a reset of the main control system, and after the reset, no attempt is made to control the engine again, but rather controls the vehicle to enter a safe mode. And the reliability and the safety of the engine control system are improved through fault response monitoring.
Example four
According to another aspect of the present invention, an engine control system safety monitoring apparatus is provided, which is used for executing the engine control system safety monitoring method provided in any embodiment of the present invention, and has corresponding functional modules and beneficial effects of the execution method.
Fig. 10 is a schematic structural diagram of an engine control system safety monitoring device according to a fourth embodiment of the present invention.
As shown in fig. 10, the security monitoring device 00 includes: a parameter acquisition unit 101, a first calculation unit 102, a second calculation unit 103, and a fault monitoring unit 104. The parameter obtaining unit 101 is configured to obtain an oil injection quantity correction factor, an oil injection related parameter, and an intake air detection parameter; the first calculation unit 102 is used for determining an air intake proportional coefficient according to the air intake detection parameter; the second calculation unit 103 is used for determining a theoretical oil injection ratio according to the oil injection quantity correction factor and the oil injection correlation parameter; and the fault monitoring unit 104 is used for monitoring faults of the air inlet detection unit and the oil injection execution unit according to the air inlet proportional coefficient and the theoretical oil injection matching ratio.
In one embodiment, the fuel injection related parameters include: the oil injection execution parameters of the oil injection execution unit; the fuel injection quantity correction factor includes: the device comprises a functional layer lambda correction factor and a target lambda limiting value, wherein the target lambda limiting value is used for limiting the numerical value of the monitoring layer lambda correction factor.
In one embodiment, the method for determining the theoretical fuel injection ratio according to the fuel injection quantity correction factor and the fuel injection correlation parameter comprises the following steps: judging whether the lambda correction factor of the functional layer deviates from a preset value or not; and if the lambda correction factor of the functional layer deviates from the preset value, determining the theoretical oil injection ratio according to the target lambda limit value and the oil injection execution parameter.
In one embodiment, the target λ limit comprises an upper λ limit and a lower λ limit, the upper λ limit is smaller than an upper threshold of the functional layer λ correction factor, and the lower λ limit is greater than a lower threshold of the functional layer λ correction factor; when the lambda correction factor of the functional layer is larger than a preset value, determining a theoretical oil injection ratio according to the oil injection quantity correction factor and the oil injection correlation parameter, wherein the theoretical oil injection ratio comprises the following steps: determining a theoretical oil injection ratio according to the lambda upper limit value and the oil injection execution parameter; when the lambda correction factor of the functional layer is smaller than a preset value, determining a theoretical oil injection ratio according to the oil injection quantity correction factor and the oil injection correlation parameter, wherein the theoretical oil injection ratio comprises the following steps: and determining the theoretical oil injection ratio according to the lower lambda limit value and the oil injection execution parameter.
In one embodiment, the fault monitoring unit 104 is configured to obtain a real-time torque and a real-time torque of the engine; determining a difference threshold value according to the real-time torque and the real-time torque; determining a measurement deviation value according to the air intake proportional coefficient and the theoretical oil injection proportion; and determining whether the air inlet detection unit and the oil injection execution unit have faults or not according to the measurement deviation value and the difference threshold value.
In one embodiment, the security monitoring device 00 includes: the system state detection unit is used for acquiring the state of an engine control system and determining whether to execute fault monitoring according to the state of the system; wherein the system state comprises at least one of: a throttle power-off fault condition and an engine fuel quantity fault condition.
In one embodiment, the security monitoring device 00 includes: the fault response monitoring unit is used for carrying out fault response monitoring on the functional layer, acquiring the engine speed in the fault response monitoring, and judging whether the engine speed exceeds a preset speed threshold value; if the rotating speed of the engine exceeds the preset rotating speed threshold value, resetting the main control system according to triggering, and stopping controlling the engine again.
EXAMPLE five
Based on any one of the foregoing embodiments, a fifth embodiment of the present invention provides a computer device, which includes a memory, a processor, and a computer program that is stored in the memory and is executable on the processor, and when the processor executes the computer program, the method for monitoring safety of an engine control system provided in any one of the foregoing embodiments is implemented.
Fig. 11 is a schematic structural diagram of a computer device according to a fifth embodiment of the present invention. Computer devices are intended to represent various forms of digital computers, such as laptops, desktops, workstations, personal digital assistants, servers, blade servers, mainframes, and other appropriate computers. The computer device may also represent various forms of mobile devices, such as personal digital assistants, cellular phones, smart phones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions, are meant to be exemplary only, and are not meant to limit implementations of the inventions described and/or claimed herein.
As shown in fig. 11, the computer device 10 includes at least one processor 11, and a memory communicatively connected to the at least one processor 11, such as a Read Only Memory (ROM)12, a Random Access Memory (RAM)13, and the like, wherein the memory stores a computer program executable by the at least one processor, and the processor 11 may perform various appropriate actions and processes according to the computer program stored in the Read Only Memory (ROM)12 or the computer program loaded from a storage unit 18 into the Random Access Memory (RAM) 13. In the RAM 13, various programs and data necessary for the operation of the computer device 10 can also be stored. The processor 11, the ROM 12, and the RAM 13 are connected to each other via a bus 14. An input/output (I/O) interface 15 is also connected to bus 14.
A number of components in the computer device 10 are connected to the I/O interface 15, including: an input unit 16 such as a keyboard, a mouse, or the like; an output unit 17 such as various types of displays, speakers, and the like; a storage unit 18 such as a magnetic disk, an optical disk, or the like; and a communication unit 19 such as a network card, modem, wireless communication transceiver, etc. The communication unit 19 allows the computer device 10 to exchange information/data with other devices via a computer network such as the internet and/or various telecommunication networks.
The processor 11 may be a variety of general and/or special purpose processing components having processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), various specialized Artificial Intelligence (AI) computing chips, various processors running machine learning model algorithms, a Digital Signal Processor (DSP), and any suitable processor, controller, microcontroller, or the like. The processor 11 performs the various methods and processes described above, such as an engine control system safety monitoring method.
In some embodiments, the engine control system safety monitoring method may be implemented as a computer program tangibly embodied in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and/or installed onto the computer device 10 via the ROM 12 and/or the communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more of the steps of engine control system safety monitoring described above may be performed. Alternatively, in other embodiments, the processor 11 may be configured to perform the engine control system safety monitoring method by any other suitable means (e.g., by way of firmware).
Various implementations of the systems and techniques described here above may be implemented in digital electronic circuitry, integrated circuitry, Field Programmable Gate Arrays (FPGAs), Application Specific Integrated Circuits (ASICs), Application Specific Standard Products (ASSPs), system on a chip (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and/or combinations thereof. These various embodiments may include: implemented in one or more computer programs that are executable and/or interpretable on a programmable system including at least one programmable processor, which may be special or general purpose, receiving data and instructions from, and transmitting data and instructions to, a storage system, at least one input device, and at least one output device.
A computer program for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the computer programs, when executed by the processor, cause the functions/acts specified in the flowchart and/or block diagram block or blocks to be performed. A computer program can execute entirely on a machine, partly on a machine, as a stand-alone software package partly on a machine and partly on a remote machine or entirely on a remote machine or server.
In the context of the present invention, a computer-readable storage medium may be a tangible medium that can contain, or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. A computer readable storage medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Alternatively, the computer readable storage medium may be a machine readable signal medium. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
To provide for interaction with a user, the systems and techniques described here can be implemented on a computer device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to a user; and a keyboard and a pointing device (e.g., a mouse or a trackball) by which a user can provide input to the computer device. Other kinds of devices may also be used to provide for interaction with a user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form, including acoustic, speech, or tactile input.
The systems and techniques described here can be implemented in a computing system that includes a back-end component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front-end component (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such back-end, middleware, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local Area Networks (LANs), Wide Area Networks (WANs), blockchain networks, and the internet.
The computing system may include clients and servers. A client and server are generally remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other. The server can be a cloud server, also called a cloud computing server or a cloud host, and is a host product in a cloud computing service system, so that the defects of high management difficulty and weak service expansibility in the traditional physical host and VPS service are overcome.
It should be understood that various forms of the flows shown above may be used, with steps reordered, added, or deleted. For example, the steps described in the present invention may be executed in parallel, sequentially, or in different orders, and are not limited herein as long as the desired results of the technical solution of the present invention can be achieved.
The above-described embodiments should not be construed as limiting the scope of the invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions may be made in accordance with design requirements and other factors. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. An engine control system safety monitoring method is characterized by comprising the following steps:
acquiring an oil injection quantity correction factor, an oil injection correlation parameter and an air intake detection parameter;
determining an air intake proportional coefficient according to the air intake detection parameters;
determining a theoretical oil injection ratio according to the oil injection quantity correction factor and the oil injection correlation parameter;
and carrying out fault monitoring on the air inlet detection unit and the oil injection execution unit according to the air inlet proportion coefficient and the theoretical oil injection matching ratio.
2. The method of claim 1, wherein the oil injection related parameters comprise: the oil injection execution parameters of the oil injection execution unit;
the fuel injection quantity correction factor includes: the device comprises a functional layer lambda correction factor and a target lambda limit value, wherein the target lambda limit value is used for limiting the numerical value of the monitoring layer lambda correction factor.
3. The method of claim 2, wherein determining a theoretical injection schedule based on the injection quantity correction factor and the injection-related parameter comprises:
judging whether the lambda correction factor of the functional layer deviates from a preset value;
and if the functional layer lambda correction factor deviates from a preset value, determining the theoretical oil injection ratio according to the target lambda limit value and the oil injection execution parameter.
4. The method of claim 2, wherein the target lambda limit comprises an upper lambda limit and a lower lambda limit, the upper lambda limit being less than an upper threshold of the functional layer lambda correction factor and the lower lambda limit being greater than a lower threshold of the functional layer lambda correction factor;
when the lambda correction factor of the functional layer is larger than a preset value, determining a theoretical oil injection ratio according to the oil injection quantity correction factor and the oil injection correlation parameter, wherein the theoretical oil injection ratio comprises the following steps: determining the theoretical oil injection ratio according to the lambda upper limit value and the oil injection execution parameter;
when the lambda correction factor of the functional layer is smaller than a preset value, determining a theoretical oil injection ratio according to the oil injection quantity correction factor and the oil injection correlation parameter, wherein the theoretical oil injection ratio comprises the following steps: and determining the theoretical oil injection ratio according to the lambda lower limit value and the oil injection execution parameter.
5. The method of claim 1, wherein said fault monitoring an intake air detection unit and an injection execution unit based on said intake air scaling factor and said theoretical injection match comprises:
acquiring real-time torque and real-time torque of an engine;
determining a difference threshold value according to the real-time torque and the real-time torque;
determining a measurement deviation value according to the air intake proportional coefficient and the theoretical oil injection ratio;
and determining whether the air inlet detection unit and the oil injection execution unit have faults or not according to the measurement deviation value and the difference threshold value.
6. The method of claim 1, wherein prior to fault monitoring an intake air detection unit and an injection execution unit based on the intake air scaling factor and the theoretical injection recipe, the method further comprises:
acquiring the state of an engine control system, and determining whether to execute fault monitoring according to the state of the system;
wherein the system state comprises at least one of: a throttle power-off fault condition and an engine fuel quantity fault condition.
7. The method of claim 1, wherein after the fuel injection execution unit detects a fault, the method further comprises:
carrying out fault response monitoring on the functional layer;
acquiring the engine speed in fault response monitoring;
judging whether the rotating speed of the engine exceeds a preset rotating speed threshold value or not;
and if the rotating speed of the engine exceeds the preset rotating speed threshold value, resetting the main control system according to triggering, and stopping controlling the engine again.
8. An engine control system safety monitoring device, comprising:
the parameter acquisition unit is used for acquiring an oil injection quantity correction factor, an oil injection correlation parameter and an air intake detection parameter;
the first calculation unit is used for determining an air intake proportional coefficient according to the air intake detection parameter;
the second calculation unit is used for determining a theoretical oil injection ratio according to the oil injection quantity correction factor and the oil injection correlation parameter;
and the fault monitoring unit is used for monitoring faults of the air inlet detection unit and the oil injection execution unit according to the air inlet proportional coefficient and the theoretical oil injection matching ratio.
9. A computer device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor, when executing the program, implements an engine control system safety monitoring method as claimed in any one of claims 1 to 7.
10. A computer-readable storage medium, on which a computer program is stored, which program, when being executed by a processor, is adapted to carry out an engine control system safety monitoring method according to any one of claims 1 to 7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210382241.1A CN114673603B (en) | 2022-04-12 | 2022-04-12 | Engine control system safety monitoring method, device, computer equipment and medium |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210382241.1A CN114673603B (en) | 2022-04-12 | 2022-04-12 | Engine control system safety monitoring method, device, computer equipment and medium |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114673603A true CN114673603A (en) | 2022-06-28 |
| CN114673603B CN114673603B (en) | 2023-04-14 |
Family
ID=82078611
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210382241.1A Active CN114673603B (en) | 2022-04-12 | 2022-04-12 | Engine control system safety monitoring method, device, computer equipment and medium |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114673603B (en) |
Citations (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10021086A1 (en) * | 2000-04-28 | 2001-11-15 | Siemens Ag | Fuel mass flow evaluation method for fuel injection IC engine |
| US20030183194A1 (en) * | 2002-03-28 | 2003-10-02 | Mitsubishi Denki Kabushiki Kaisha | Fail-safe device for electronic throttle control system |
| US20060005821A1 (en) * | 2004-07-09 | 2006-01-12 | Denso Corporation | Air-fuel ratio controller for internal combustion engine and diagnosis apparatus for intake sensors |
| JP2006161658A (en) * | 2004-12-07 | 2006-06-22 | Nissan Motor Co Ltd | Fail safe control device for internal combustion engine |
| CN101066674A (en) * | 2007-02-09 | 2007-11-07 | 联合汽车电子有限公司 | Architecture and system of safe torque monitor for mixed power automobile |
| CN101596901A (en) * | 2009-07-08 | 2009-12-09 | 奇瑞汽车股份有限公司 | A kind of safety monitoring system of electronlmobil and method for supervising thereof |
| CN202402149U (en) * | 2011-12-16 | 2012-08-29 | 中国第一汽车股份有限公司 | ECU safety monitoring module of natural gas engine |
| CN103206308A (en) * | 2013-04-18 | 2013-07-17 | 东风汽车公司 | Method for safety monitoring system of gasoline ECU (engine control unit) |
| DE112010005994T5 (en) * | 2010-11-11 | 2013-09-05 | Mitsubishi Electric Corporation | Engine control system and safety monitoring system therefor |
| US20140058646A1 (en) * | 2011-05-11 | 2014-02-27 | Toyota Jidosha Kabushiki Kaisha | Control device of an engine |
| US20140338636A1 (en) * | 2012-01-19 | 2014-11-20 | Honda Motor Co., Ltd. | Control apparatus for internal combustion engine |
| CN105986917A (en) * | 2016-06-30 | 2016-10-05 | 深圳市元征科技股份有限公司 | Control method and device for oil injection amount of engine |
| JP2016223362A (en) * | 2015-05-29 | 2016-12-28 | トヨタ自動車株式会社 | Monitoring device of engine control unit |
| US20190032575A1 (en) * | 2017-07-31 | 2019-01-31 | Rolls-Royce Corporation | Temperature control system for gas combustion engines and method of using the same |
| CN112356818A (en) * | 2019-10-23 | 2021-02-12 | 万向集团公司 | Function safety monitoring method for range extender control system |
| CN113062812A (en) * | 2021-04-26 | 2021-07-02 | 中国第一汽车股份有限公司 | Engine safety monitoring and detecting method, device, medium and electronic equipment |
-
2022
- 2022-04-12 CN CN202210382241.1A patent/CN114673603B/en active Active
Patent Citations (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10021086A1 (en) * | 2000-04-28 | 2001-11-15 | Siemens Ag | Fuel mass flow evaluation method for fuel injection IC engine |
| US20030183194A1 (en) * | 2002-03-28 | 2003-10-02 | Mitsubishi Denki Kabushiki Kaisha | Fail-safe device for electronic throttle control system |
| US20060005821A1 (en) * | 2004-07-09 | 2006-01-12 | Denso Corporation | Air-fuel ratio controller for internal combustion engine and diagnosis apparatus for intake sensors |
| JP2006161658A (en) * | 2004-12-07 | 2006-06-22 | Nissan Motor Co Ltd | Fail safe control device for internal combustion engine |
| CN101066674A (en) * | 2007-02-09 | 2007-11-07 | 联合汽车电子有限公司 | Architecture and system of safe torque monitor for mixed power automobile |
| CN101596901A (en) * | 2009-07-08 | 2009-12-09 | 奇瑞汽车股份有限公司 | A kind of safety monitoring system of electronlmobil and method for supervising thereof |
| DE112010005994T5 (en) * | 2010-11-11 | 2013-09-05 | Mitsubishi Electric Corporation | Engine control system and safety monitoring system therefor |
| US20140058646A1 (en) * | 2011-05-11 | 2014-02-27 | Toyota Jidosha Kabushiki Kaisha | Control device of an engine |
| CN202402149U (en) * | 2011-12-16 | 2012-08-29 | 中国第一汽车股份有限公司 | ECU safety monitoring module of natural gas engine |
| US20140338636A1 (en) * | 2012-01-19 | 2014-11-20 | Honda Motor Co., Ltd. | Control apparatus for internal combustion engine |
| CN103206308A (en) * | 2013-04-18 | 2013-07-17 | 东风汽车公司 | Method for safety monitoring system of gasoline ECU (engine control unit) |
| JP2016223362A (en) * | 2015-05-29 | 2016-12-28 | トヨタ自動車株式会社 | Monitoring device of engine control unit |
| CN105986917A (en) * | 2016-06-30 | 2016-10-05 | 深圳市元征科技股份有限公司 | Control method and device for oil injection amount of engine |
| US20190032575A1 (en) * | 2017-07-31 | 2019-01-31 | Rolls-Royce Corporation | Temperature control system for gas combustion engines and method of using the same |
| CN112356818A (en) * | 2019-10-23 | 2021-02-12 | 万向集团公司 | Function safety monitoring method for range extender control system |
| CN113062812A (en) * | 2021-04-26 | 2021-07-02 | 中国第一汽车股份有限公司 | Engine safety monitoring and detecting method, device, medium and electronic equipment |
Non-Patent Citations (3)
| Title |
|---|
| 余龙: "进气模型对汽油机瞬态空燃比控制的应用", 《汽车工程师》 * |
| 钱千: "浅谈电子节气门安全系统", 《科技致富向导》 * |
| 高惠民: "喷油脉宽和燃油修正指数在油控故障诊断中的运用", 《交通科技》 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114673603B (en) | 2023-04-14 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US7133727B2 (en) | System and method for continuous online safety and reliability monitoring | |
| US7117119B2 (en) | System and method for continuous online safety and reliability monitoring | |
| CN113036186B (en) | Fuel cell system and hydrogen system bottle valve fault detection method and device thereof | |
| US8401760B2 (en) | Gas turbine engine oil consumption monitoring system and method | |
| JP2015508517A (en) | Program flow control monitoring routine, related methods and systems | |
| CN103605096B (en) | Method and system for online parameter adjustment of electrical network state detection system | |
| CN116907727B (en) | Method and device for detecting fault of pressure sensor before vortex, vehicle and storage medium | |
| WO2021185182A1 (en) | Anomaly detection method and apparatus | |
| CN112631887A (en) | Abnormality detection method, abnormality detection device, electronic apparatus, and computer-readable storage medium | |
| CN110715710A (en) | Liquid level meter fault detection method and device | |
| CN115658408A (en) | Sensor state detection method and device and readable storage medium | |
| CN114673603B (en) | Engine control system safety monitoring method, device, computer equipment and medium | |
| CN108845285B (en) | Electric energy metering device detection method and system | |
| KR102234054B1 (en) | Risk assessment device, risk assessment system, risk assessment method, risk assessment program and data structure | |
| CN111878231B (en) | Method, device and equipment for diagnosing faults of front oxygen sensor and storage medium | |
| CN111059696B (en) | Power module temperature detection control method, computer readable storage medium and air conditioner | |
| CN116414086A (en) | Device for integrating safety control system based on FMEDA failure prediction technology | |
| CN113036716B (en) | Generator winding fault protection method and device | |
| CN114513441B (en) | System maintenance method, device, equipment and storage medium based on block chain | |
| CN115387923B (en) | Fault detection method, device, equipment and medium for injector of engine | |
| CN117722341A (en) | Engine oil pump fault determining method, device, equipment and storage medium | |
| CN109738694A (en) | A kind of chip power-consumption prediction technique, device, electronic equipment and storage medium | |
| CN117519052B (en) | Fault analysis method and system based on electronic gas production and manufacturing system | |
| CN115289732B (en) | Heat pump system control method and device, electronic equipment and storage medium | |
| CN113944801B (en) | Gas pressure regulator performance detection method and device based on data analysis |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |