CN114810370B - Overload protection method, device and equipment for multi-fuel engine - Google Patents
Overload protection method, device and equipment for multi-fuel engine Download PDFInfo
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- CN114810370B CN114810370B CN202111661340.5A CN202111661340A CN114810370B CN 114810370 B CN114810370 B CN 114810370B CN 202111661340 A CN202111661340 A CN 202111661340A CN 114810370 B CN114810370 B CN 114810370B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0623—Failure diagnosis or prevention; Safety measures; Testing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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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
- Y02T10/30—Use of alternative fuels, e.g. biofuels
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- Oil, Petroleum & Natural Gas (AREA)
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Abstract
The application provides a multi-fuel engine overload protection method, device and equipment, when an engine runs, the running parameters of the engine are obtained, the running mode of the engine is determined based on the running parameters, then target detection data and reference data matched with the fuel mode are obtained, the load working condition of the engine is analyzed based on the comparison result of the target detection data and the reference data, and when the comparison result shows that the load of the engine is overlarge, corresponding protection logic is triggered, so that the engine is ensured to run in a reasonable load range, and the irreparable faults caused by overload of the engine are prevented.
Description
Technical Field
The application relates to the technical field of engines, in particular to a multi-fuel engine overload protection method, device and equipment.
Background
Multi-fuel engines (e.g., dual fuel engines) operate on different fuels in a different manner, with diffusion combustion when in diesel mode and similar to premixed combustion when in gas mode. When the multi-fuel engine is used on a solid ship, the propeller collides with reef deformation due to scaling on the surface of the ship body, and when the condition of winding fishing nets, water garbage and the like is caused, the propulsion resistance of the ship is increased. In this case, more main engine power is required if the ship is to be driven at the same speed as in the case of normal ship operation. If the sailing resistance is too high, the dual fuel engine onboard the boat will be overloaded. If the engine is in overload operation for a long time, the abrasion of the engine is increased, the performance is reduced, and even a machine loss accident occurs.
How to monitor the load condition of the multi-fuel engine to ensure the safe and reliable operation of the engine becomes one of the technical problems to be solved urgently by those skilled in the art.
Disclosure of Invention
In view of this, the embodiments of the present application provide a method, an apparatus, and a device for protecting an overload of a multi-fuel engine, so as to provide overload protection for the multi-fuel engine.
In order to achieve the above object, the embodiment of the present application provides the following technical solutions:
a multi-fuel engine overload protection method, comprising:
acquiring the operation parameters of the multi-fuel engine;
determining a fuel mode of the multi-fuel engine based on the operating parameter;
acquiring target detection data matched with the fuel mode;
acquiring reference data matched with the target monitoring data;
and judging whether to trigger protection logic or not based on a comparison result of the target detection data and the reference data.
Optionally, in the multi-fuel engine overload protection method, when determining that the multi-fuel engine is in a pure diesel mode based on the operation parameter, acquiring target detection data matched with the fuel mode includes: acquiring the current throttle position;
obtaining reference data matched with the target monitoring data comprises the following steps:
acquiring a reference throttle position corresponding to the current engine speed;
based on the comparison result of the target detection data and the reference data, judging whether to trigger protection logic, including:
judging whether the current throttle position is larger than the reference throttle position, if so, triggering a protection logic, otherwise, not triggering the protection logic.
Optionally, in the multi-fuel engine overload protection method, the reference throttle position includes a first reference throttle position and a second reference throttle position, and determining whether the current throttle position is greater than the reference throttle position includes:
judging whether the current throttle position is larger than the first reference throttle position or not;
and if the current throttle position is larger than the second reference throttle position, a first early warning signal is output, whether the current throttle position is larger than the second reference throttle position is judged, and if the current throttle position is larger than the second reference throttle position, the current throttle position is larger than the reference throttle position.
Optionally, in the multi-fuel engine overload protection method, when the current throttle position is greater than the second reference throttle position, the method includes:
and when the current throttle position is larger than the second reference throttle position, starting timing, and when the timing duration reaches a preset duration and the current throttle position in the preset duration is continuously larger than the second reference throttle position, indicating that the current throttle position is larger than the reference throttle position.
Optionally, in the multi-fuel engine overload protection method, the determining whether to trigger protection logic includes:
and triggering override logic when the current throttle position is greater than the second reference throttle position and the timing duration is greater than a preset duration.
Optionally, in the multi-fuel engine overload protection method, when determining that the multi-fuel engine is in a gas mode based on the operation parameter, acquiring target detection data matched with the fuel mode includes: acquiring the boost air pressure of an air inlet pipe at the current moment;
obtaining reference data matched with the target monitoring data comprises the following steps:
acquiring a reference charge air pressure corresponding to the current engine speed;
based on the comparison result of the target detection data and the reference data, judging whether to trigger protection logic, including:
and judging whether the boost air pressure of the air inlet pipe at the current moment is larger than the reference boost air pressure, if so, triggering a protection logic, otherwise, not triggering the protection logic.
Optionally, in the multi-fuel engine overload protection method, the reference charge air pressure includes a first reference charge air pressure and a second reference charge air pressure, and determining whether the intake pipe charge air pressure at the current moment is greater than the reference charge air pressure includes:
judging whether the boost air pressure of the air inlet pipe at the current moment is larger than the first reference boost air pressure;
and if the current intake pipe charge air pressure is larger than the first reference charge air pressure, outputting a first early warning signal, judging whether the current intake pipe charge air pressure is larger than the second reference charge air pressure, and if so, indicating that the current intake pipe charge air pressure is larger than the reference charge air pressure.
Optionally, in the multi-fuel engine overload protection method, when the intake pipe charge air pressure is greater than the reference charge air pressure, the method includes:
and starting timing when the current time air inlet pipe pressure is larger than the second reference pressure air pressure, and indicating that the current time air inlet pipe pressure is larger than the reference pressure air pressure when the timing time reaches the preset time and the current time air inlet pipe pressure is continuously larger than the second reference pressure air pressure in the preset time.
A multi-fuel engine overload protection device comprising:
the parameter acquisition unit is used for acquiring the operation parameters of the multi-fuel engine;
a mode analysis unit for determining a fuel mode of the multi-fuel engine based on the operating parameter;
the operation condition analysis unit is used for acquiring target detection data matched with the fuel mode; acquiring reference data matched with the target monitoring data; and judging whether to trigger protection logic or not based on a comparison result of the target detection data and the reference data.
A multi-fuel engine overload protection apparatus comprising:
a memory and a processor; the memory stores a program adapted for execution by the processor, the program for:
acquiring the operation parameters of the multi-fuel engine;
determining a fuel mode of the multi-fuel engine based on the operating parameter;
acquiring target detection data matched with the fuel mode;
acquiring reference data matched with the target monitoring data;
judging whether to trigger protection logic or not based on a comparison result of the target detection data and the reference data;
and after triggering the protection logic, when detecting that the target detection data is restored to be in the normal range, removing the protection logic.
Optionally, in the multi-fuel engine overload protection device, the multi-fuel engine is a dual-fuel engine with a pure diesel mode and a pure gas mode.
Based on the technical scheme, in the scheme provided by the embodiment of the application, when the engine is operated, the operation parameters of the engine are acquired, the operation mode of the engine is determined based on the operation parameters, then the target detection data and the reference data matched with the fuel mode are acquired, the load working condition of the engine is analyzed based on the comparison result of the target detection data and the reference data, and when the comparison result shows that the load of the engine is overlarge, the corresponding protection logic is triggered, so that the engine is ensured to operate in a reasonable load range, and the irreparable faults caused by overload of the engine are prevented.
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 to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only embodiments of the present application, and that other drawings can be obtained according to the provided drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic flow chart of a multi-fuel engine overload protection method disclosed in an embodiment of the application;
FIG. 2 is a flow chart of a multi-fuel engine overload protection method according to another embodiment of the present application;
FIG. 3 is a flow chart of a multi-fuel engine overload protection method according to another embodiment of the present application;
FIG. 4 is a schematic structural diagram of a multi-fuel engine overload protection device according to an embodiment of the present application;
fig. 5 is a schematic structural diagram of an overload protection apparatus for a multi-fuel engine according to an embodiment of the present application.
Detailed Description
The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
In order to ensure that the multi-fuel engine operates under safe and reliable working conditions, the application discloses a multi-fuel engine overload protection method, which adopts specific analysis logic to analyze the engine load condition under different fuel modes so as to prevent the engine from causing irreparable damage when the engine operates under high load for a long time.
In order to monitor load conditions of an engine in different fuel modes so as to ensure safe operation of the engine, the application discloses a multi-fuel engine overload protection method which is characterized by comprising the following steps: steps S101-S105.
Step S101: and acquiring the operation parameters of the multi-fuel engine.
In this step, when the multi-fuel engine is running, the device loaded with the scheme is used for acquiring the running parameters of the engine, wherein the running parameters are the running parameters which can be directly or indirectly analyzed to obtain the fuel mode of the engine, and the running parameters are analyzed to obtain the fuel mode of the engine.
Step S102: a fuel mode of the multi-fuel engine is determined based on the operating parameter.
In this step, after the operation parameters of the multi-fuel engine are acquired, these operation data are analyzed to obtain the fuel mode of the engine, for example, in the case of a dual-fuel engine having a pure diesel mode and a pure gas mode, the operation mode of the fuel engine may be determined based on these operation parameters after the operation parameters are acquired. For example, it is determined whether it is operating in a pure diesel mode or a pure gas mode.
Step S103: target detection data matching the fuel pattern is acquired.
In the scheme, different monitoring strategies are designed aiming at different fuel modes, when the load working condition of the engine is monitored, data for monitoring the load working condition of the engine are called target monitoring data, the fuel modes of the engine are different, and specific data corresponding to the target detection data are different in types.
Step S104: and acquiring reference data matched with the target monitoring data.
Before or after the target detection data matching the fuel pattern is acquired, reference data matching the target detection data is acquired, the reference data being data for comparison with the target detection data, the type of the reference data being consistent with the type of the target detection data. The reference data may be pre-calibrated, as may be required by direct extraction from the MAP calibrated.
Step S105: and judging whether to trigger protection logic or not based on a comparison result of the target detection data and the reference data.
After the target detection data and the reference data are obtained, comparing the target detection data with the reference data, judging whether the engine is in a calibrated overload mode or not based on a comparison result, if the target detection data are larger than the reference data and the difference value is larger than a calibration value, indicating that the engine is in the calibrated overload mode, at this time, engine protection logic is required to be started, wherein the engine protection logic can be pre-calibrated protection logic corresponding to a fuel mode of the engine, and of course, the fuel modes can share one protection logic.
After the protection logic is triggered, the target detection data is continuously monitored, when the target detection data is detected to be restored to be within the calibrated normal range, the engine load is smaller, and the operation mode of the engine can be restored at the moment, namely the protection logic is released, so that the engine can normally operate.
As can be seen from the technical solutions disclosed in the foregoing embodiments, in the multi-fuel engine overload protection method disclosed by the present application, when an engine is running, an operation parameter of the engine is obtained, an operation mode of the engine is determined based on the operation parameter, then target detection data and reference data matched with the fuel mode are obtained, and based on a comparison result of the target detection data and the reference data, a load condition of the engine is analyzed, and when the comparison result indicates that the engine is overloaded, a corresponding protection logic is triggered, so that the engine is ensured to run within a reasonable load range, and an irreparable fault caused by overload of the engine is prevented.
The above schemes are respectively described in the following modes of pure diesel oil and pure fuel gas.
When it is determined that the multi-fuel engine is in the pure diesel mode based on the operation parameters, referring to fig. 2, the target detection data matching the fuel mode is obtained, specifically: steps S201 to S203.
Step S201: and acquiring the current throttle position.
When the fuel engine is in the pure diesel mode, the pedal opening of the engine is taken as target monitoring data, and at the moment, the current throttle position of the fuel engine is obtained.
The obtaining the reference data matched with the target monitoring data specifically comprises the following steps:
step S202: and obtaining a reference throttle position corresponding to the current engine speed.
In the scheme, after the accelerator position is acquired, the time for acquiring the accelerator position is recorded as t, the engine rotating speed corresponding to the time t is acquired through a first map table, and then the accelerator position in a normal state corresponding to the engine rotating speed is acquired.
The first map table is established by the following steps:
firstly, when an engine is calibrated, corresponding throttle positions P under different engine speeds are recorded under a pure diesel mode according to an operation curve of the engine, then deltaP 1 is respectively added on the basis of P according to the limit values to obtain a first overload pre-alarm limit Pa, deltaP 2 is added on the basis of P to obtain a second overload alarm limit Pb, for example, the first map is as follows:
in this scheme, the second overload alarm limit Pb is taken as the reference throttle position.
The step of judging whether to trigger protection logic based on the comparison result of the target detection data and the reference data specifically comprises the following steps:
step S203: judging whether the current throttle position is larger than the reference throttle position, if so, triggering a protection logic, otherwise, not triggering the protection logic.
In this step, after the current throttle position of the engine is obtained, the current throttle position is compared with the above reference throttle position (the second overload alarm limit Pb), if the current throttle position is greater than the reference throttle position, the engine load is determined to be too high, the protection logic is triggered, and if the current throttle position is not greater than the reference throttle position, it is indicated that the engine load is within the allowable bearing range, and the protection logic is not triggered.
In the technical solution disclosed in another embodiment of the present application, in order to prompt a user in time before the load of the engine exceeds the upper limit value (the load corresponding to when the current throttle position is greater than the reference throttle position), so as to remind the user that the load is about to be marked, in this solution, the reference throttle position may include a first reference throttle position and a second reference throttle position, where the first reference throttle position may be understood as a first overload pre-warning limit Pa above, and at this time, the second reference throttle position is a second overload warning limit Pb above, and at this time, determining whether the current throttle position is greater than the reference throttle position specifically includes:
judging whether the current throttle position is larger than the first reference throttle position (first overload pre-warning limit Pa), outputting a first pre-warning signal if the current throttle position is larger than the first reference throttle position, outputting the first pre-warning signal by an ECU, pre-warning the overload of an engine to a user through the first pre-warning signal, continuously judging whether the current throttle position is larger than the second reference throttle position (second overload warning limit Pb), and indicating that the current throttle position is larger than the reference throttle position when the current throttle position is larger than the second reference throttle position, wherein the engine load is overlarge and protection logic needs to be triggered.
In the technical solution disclosed in the other embodiment of the present application, considering that the situation when the current throttle position is greater than the reference throttle position may be caused by that the user suddenly steps on the throttle at a certain moment, the engine load cannot be accurately represented as being too large at this moment, and for this situation, in the technical solution disclosed in the above embodiment of the present application, when the current throttle position is greater than the second reference throttle position, it is indicated that the current throttle position is greater than the reference throttle position, specifically:
and when the current throttle position is larger than the second reference throttle position, starting timing, and when the timing duration reaches a preset duration and the current throttle position in the preset duration is continuously larger than the second reference throttle position, indicating that the current throttle position is larger than the reference throttle position.
In the technical solution disclosed in another embodiment of the present application, the protection logic may refer to an override logic, and when the protection logic is triggered, the engine triggers an override function, and the override refers to an emergency measure that is adopted to force the host to continue to operate for the safety of the ship when the host automatically slows down or stops due to a certain fault.
In the technical scheme disclosed by the other embodiment of the application, if the fact that the timing duration reaches the preset duration is detected, but the protection logic is not triggered, or after the protection logic is triggered, the engine is controlled to slow down when the override function is not triggered. When the engine is controlled to be decelerated, the engine deceleration can be controlled in a mode of actively reducing the accelerator opening, and at the moment, after the current accelerator position is detected to be restored to be within the preset normal accelerator opening range, the deceleration control of the system on the engine is released.
Corresponding to the above-mentioned pure diesel mode, when the multi-fuel engine is determined to be in the pure gas mode based on the operation parameter, referring to fig. 3, when the multi-fuel engine is determined to be in the gas mode based on the operation parameter, target detection data matching with the fuel mode is acquired, specifically: step S301: acquiring the boost air pressure of an air inlet pipe at the current moment;
that is, when the engine operation mode is the gas mode, the ECU monitors the intake pipe charge air pressure to acquire reference data matching the target monitor data, including:
step S302: acquiring a reference charge air pressure corresponding to the current engine speed;
corresponding to the pure diesel mode, in the scheme, the corresponding air inlet pipe boost air pressure Q under different rotating speeds is recorded in the gas mode in advance according to the running curve of the engine, the deltaQ 1 is added on the basis of the Q to obtain an overload pre-warning limit value Qa, the deltaQ 2 is added on the basis of the Q to obtain an overload warning limit value Qb, and the MAP is as follows
Based on the comparison result of the target detection data and the reference data, judging whether to trigger protection logic, including:
step S303: and judging whether the boost air pressure of the air inlet pipe at the current moment is larger than the reference boost air pressure, if so, triggering a protection logic, otherwise, not triggering the protection logic.
Corresponding to the pure diesel mode, when the current intake pipe charge air pressure is larger than the reference charge air pressure (Qb), the current intake pipe charge air pressure is larger than the reference charge air pressure, and the protection logic is triggered, otherwise, the protection logic is not triggered.
Corresponding to the above-mentioned pure diesel mode, the reference charge air pressure includes a first reference charge air pressure and a second reference charge air pressure, and determining whether the intake pipe charge air pressure at the present moment is greater than the reference charge air pressure includes:
judging whether the boost air pressure of the air inlet pipe at the current moment is larger than the first reference boost air pressure;
and if the current intake pipe charge air pressure is larger than the first reference charge air pressure, outputting a first early warning signal, judging whether the current intake pipe charge air pressure is larger than the second reference charge air pressure, and if so, indicating that the current intake pipe charge air pressure is larger than the reference charge air pressure.
Corresponding to the above-described pure diesel mode, when greater than the second reference charge air pressure, indicating that the current time intake pipe charge air pressure is greater than the reference charge air pressure, includes:
and starting timing when the current time air inlet pipe pressure is larger than the second reference pressure air pressure, and indicating that the current time air inlet pipe pressure is larger than the reference pressure air pressure when the timing time reaches the preset time and the current time air inlet pipe pressure is continuously larger than the second reference pressure air pressure in the preset time.
And if the timing duration reaches the preset duration, but the protection logic is not triggered or the engine does not trigger the override function after the protection logic is triggered, controlling the engine to slow down. When the engine is controlled to be in a deceleration state, the deceleration of the engine can be controlled in a mode of actively reducing the pressure of the pressurized air, and after the current pressure of the pressurized air is detected to be restored to be within a preset normal pressure range, the deceleration control of the system on the engine is released.
In this embodiment, referring to fig. 4, the present application further discloses a multi-fuel engine overload protection device, and specific working contents of each unit in the device, referring to the contents of the foregoing method embodiment, the multi-fuel engine overload protection device provided by the embodiment of the present application is described below, and the multi-fuel engine overload protection device described below and the multi-fuel engine overload protection method described above may be referred to correspondingly each other.
Referring to fig. 4, the apparatus may include:
a parameter acquisition unit a, corresponding to step S101 in the above method, for acquiring an operation parameter of the multi-fuel engine;
a pattern analysis unit B, corresponding to step S102 in the above method, for determining a fuel pattern of the multi-fuel engine based on the operation parameter;
an operation condition analysis unit C, corresponding to steps S103 to S105 in the above method, for obtaining target detection data matched with the fuel pattern; acquiring reference data matched with the target monitoring data; and judging whether to trigger protection logic or not based on a comparison result of the target detection data and the reference data.
Corresponding to the above method, the operation condition analysis unit C is further configured to: and in the pure diesel mode, if the timing duration reaches the preset duration, but the protection logic is not triggered, or after the protection logic is triggered, the engine is controlled to slow down when the override function is not triggered. When the engine is controlled to be decelerated, the engine deceleration can be controlled in a mode of actively reducing the accelerator opening, and at the moment, after the current accelerator position is detected to be restored to be within the preset normal accelerator opening range, the deceleration control of the system on the engine is released.
Corresponding to the above method, the operation condition analysis unit C is further configured to: and in the pure gas mode, if the fact that the timing duration reaches the preset duration is detected, but the protection logic is not triggered, or after the protection logic is triggered, the engine is controlled to slow down when the override function is not triggered. When the engine is controlled to be in a deceleration state, the deceleration of the engine can be controlled in a mode of actively reducing the pressure of the pressurized air, and after the current pressure of the pressurized air is detected to be restored to be within a preset normal pressure range, the deceleration control of the system on the engine is released.
Referring to fig. 5, the application also discloses an overload protection device for the multi-fuel engine,
referring to fig. 5, may include: at least one processor 100, at least one communication interface 200, at least one memory 300, and at least one communication bus 400;
in the embodiment of the present application, the number of the processor 100, the communication interface 200, the memory 300 and the communication bus 400 is at least one, and the processor 100, the communication interface 200 and the memory 300 complete the communication with each other through the communication bus 400; it will be apparent that the communication connection schematic shown in the processor 100, the communication interface 200, the memory 300 and the communication bus 400 shown in fig. 5 is only optional;
alternatively, the communication interface 200 may be an interface of a communication module, such as an interface of a GSM module;
the processor 100 may be a central processing unit CPU, or a specific integrated circuit ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement embodiments of the present application.
Memory 300 may comprise high-speed RAM memory or may further comprise non-volatile memory (non-volatile memory), such as at least one disk memory.
The processor 100 is specifically configured to:
acquiring the operation parameters of the multi-fuel engine;
determining a fuel mode of the multi-fuel engine based on the operating parameter;
acquiring target detection data matched with the fuel mode;
acquiring reference data matched with the target monitoring data;
judging whether to trigger protection logic or not based on a comparison result of the target detection data and the reference data;
and after triggering the protection logic, when detecting that the target detection data is restored to be in the normal range, removing the protection logic.
Of course, the processor is further configured to perform the method steps disclosed in the other embodiments of the present application, which are not further described herein.
For convenience of description, the above system is described as being functionally divided into various modules, respectively. Of course, the functions of each module may be implemented in the same piece or pieces of software and/or hardware when implementing the present application.
In this 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 mainly describes differences from other embodiments. In particular, for a system or system embodiment, since it is substantially similar to a method embodiment, the description is relatively simple, with reference to the description of the method embodiment being made in part. The systems and system embodiments described above are merely illustrative, wherein the elements illustrated as separate elements may or may not be physically separate, and the 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 application without undue burden.
Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative elements and steps are described above generally in terms of functionality in order to clearly illustrate the interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. The software modules may be disposed in Random Access Memory (RAM), memory, read Only Memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.
It is further noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (9)
1. A multi-fuel engine overload protection method, comprising:
acquiring the operation parameters of the multi-fuel engine;
determining a fuel mode of the multi-fuel engine based on the operating parameter;
acquiring target monitoring data matched with the fuel mode;
acquiring reference data matched with the target monitoring data;
judging whether to trigger protection logic or not based on a comparison result of the target monitoring data and the reference data;
when the multi-fuel engine is determined to be in a pure diesel mode based on the operating parameters, obtaining target monitoring data that matches the fuel mode, comprising: acquiring the current throttle position;
obtaining reference data matched with the target monitoring data comprises the following steps: acquiring a reference throttle position corresponding to the current engine speed;
based on the comparison result of the target monitoring data and the reference data, judging whether to trigger protection logic, including: judging whether the current throttle position is larger than the reference throttle position, if so, triggering a protection logic, otherwise, not triggering the protection logic;
or when the multi-fuel engine is determined to be in a gas mode based on the operation parameters, acquiring target monitoring data matched with the fuel mode, including: acquiring the boost air pressure of an air inlet pipe at the current moment;
obtaining reference data matched with the target monitoring data comprises the following steps: acquiring a reference charge air pressure corresponding to the current engine speed;
based on the comparison result of the target monitoring data and the reference data, judging whether to trigger protection logic, including: and judging whether the boost air pressure of the air inlet pipe at the current moment is larger than the reference boost air pressure, if so, triggering a protection logic, otherwise, not triggering the protection logic.
2. The multi-fuel engine overload protection method of claim 1, wherein the reference throttle position includes a first reference throttle position and a second reference throttle position, and determining whether the current throttle position is greater than the reference throttle position includes:
judging whether the current throttle position is larger than the first reference throttle position or not;
and if the current throttle position is larger than the second reference throttle position, a first early warning signal is output, whether the current throttle position is larger than the second reference throttle position is judged, and if the current throttle position is larger than the second reference throttle position, the current throttle position is larger than the reference throttle position.
3. The multi-fuel engine overload protection method of claim 2, wherein when greater than the second reference throttle position, indicating that the current throttle position is greater than the reference throttle position, comprising:
and when the current throttle position is larger than the second reference throttle position, starting timing, and when the timing duration reaches a preset duration and the current throttle position in the preset duration is continuously larger than the second reference throttle position, indicating that the current throttle position is larger than the reference throttle position.
4. The multi-fuel engine overload protection method of claim 3, wherein the determining whether to trigger protection logic comprises:
and triggering override logic when the current throttle position is greater than the second reference throttle position and the timing duration is greater than a preset duration.
5. The multi-fuel engine overload protection method of claim 1, wherein the reference charge air pressure includes a first reference charge air pressure and a second reference charge air pressure, and determining whether the current intake pipe charge air pressure is greater than the reference charge air pressure includes:
judging whether the boost air pressure of the air inlet pipe at the current moment is larger than the first reference boost air pressure;
and if the current intake pipe charge air pressure is larger than the first reference charge air pressure, outputting a first early warning signal, judging whether the current intake pipe charge air pressure is larger than the second reference charge air pressure, and if so, indicating that the current intake pipe charge air pressure is larger than the reference charge air pressure.
6. The multi-fuel engine overload protection method of claim 5, wherein when greater than the second reference charge air pressure, indicating that the current time intake pipe charge air pressure is greater than the reference charge air pressure, includes:
and starting timing when the current time air inlet pipe pressure is larger than the second reference pressure air pressure, and indicating that the current time air inlet pipe pressure is larger than the reference pressure air pressure when the timing time reaches the preset time and the current time air inlet pipe pressure is continuously larger than the second reference pressure air pressure in the preset time.
7. An overload protection device for a multi-fuel engine, comprising:
the parameter acquisition unit is used for acquiring the operation parameters of the multi-fuel engine;
a mode analysis unit for determining a fuel mode of the multi-fuel engine based on the operating parameter;
the operation condition analysis unit is used for acquiring target monitoring data matched with the fuel mode; acquiring reference data matched with the target monitoring data; judging whether to trigger protection logic or not based on a comparison result of the target monitoring data and the reference data;
when the multi-fuel engine is determined to be in a pure diesel mode based on the operating parameters, obtaining target monitoring data that matches the fuel mode, comprising: acquiring the current throttle position;
obtaining reference data matched with the target monitoring data comprises the following steps: acquiring a reference throttle position corresponding to the current engine speed;
based on the comparison result of the target monitoring data and the reference data, judging whether to trigger protection logic, including: judging whether the current throttle position is larger than the reference throttle position, if so, triggering a protection logic, otherwise, not triggering the protection logic;
or when the multi-fuel engine is determined to be in a gas mode based on the operation parameters, acquiring target monitoring data matched with the fuel mode, including: acquiring the boost air pressure of an air inlet pipe at the current moment;
obtaining reference data matched with the target monitoring data comprises the following steps: acquiring a reference charge air pressure corresponding to the current engine speed;
based on the comparison result of the target monitoring data and the reference data, judging whether to trigger protection logic, including: and judging whether the boost air pressure of the air inlet pipe at the current moment is larger than the reference boost air pressure, if so, triggering a protection logic, otherwise, not triggering the protection logic.
8. A multi-fuel engine overload protection apparatus, comprising:
a memory and a processor; the memory stores a program adapted for execution by the processor, the program for:
acquiring the operation parameters of the multi-fuel engine;
determining a fuel mode of the multi-fuel engine based on the operating parameter;
acquiring target monitoring data matched with the fuel mode;
acquiring reference data matched with the target monitoring data;
judging whether to trigger protection logic or not based on a comparison result of the target monitoring data and the reference data;
after triggering the protection logic, when the target monitoring data is monitored to be restored to be in a normal range, the protection logic is released;
when the multi-fuel engine is determined to be in a pure diesel mode based on the operating parameters, obtaining target monitoring data that matches the fuel mode, comprising: acquiring the current throttle position;
obtaining reference data matched with the target monitoring data comprises the following steps: acquiring a reference throttle position corresponding to the current engine speed;
based on the comparison result of the target monitoring data and the reference data, judging whether to trigger protection logic, including: judging whether the current throttle position is larger than the reference throttle position, if so, triggering a protection logic, otherwise, not triggering the protection logic;
or when the multi-fuel engine is determined to be in a gas mode based on the operation parameters, acquiring target monitoring data matched with the fuel mode, including: acquiring the boost air pressure of an air inlet pipe at the current moment;
obtaining reference data matched with the target monitoring data comprises the following steps: acquiring a reference charge air pressure corresponding to the current engine speed;
based on the comparison result of the target monitoring data and the reference data, judging whether to trigger protection logic, including: and judging whether the boost air pressure of the air inlet pipe at the current moment is larger than the reference boost air pressure, if so, triggering a protection logic, otherwise, not triggering the protection logic.
9. The multi-fuel engine overload protection apparatus of claim 8, wherein the multi-fuel engine is a dual fuel engine having a pure diesel mode and a pure gas mode.
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