CN114961980B - Engine air inlet temperature cylinder separation control method and system - Google Patents

Engine air inlet temperature cylinder separation control method and system Download PDF

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Publication number
CN114961980B
CN114961980B CN202210696117.2A CN202210696117A CN114961980B CN 114961980 B CN114961980 B CN 114961980B CN 202210696117 A CN202210696117 A CN 202210696117A CN 114961980 B CN114961980 B CN 114961980B
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cylinder
intercooler
knock
water
cooling water
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CN114961980A (en
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刘泽华
宋庆文
吴同
徐宁宁
刁旭
董立冬
杨航
张亮
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FAW Group Corp
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FAW Group Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0493—Controlling the air charge temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0437—Liquid cooled heat exchangers
    • 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
    • Y02T10/12—Improving ICE efficiencies

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Supercharger (AREA)

Abstract

The invention relates to the technical field of engines, in particular to an engine air inlet temperature cylinder separation control method and system. Each cylinder of the engine is respectively used for adjusting the air inlet temperature through an independent intercooler, and the specific steps are as follows: and judging whether the knocking intensity of each cylinder is consistent, if so, increasing the flow of cooling water of each intercooler when the knocking deactuation angle of the cylinder is larger than or equal to a first preset value until the flow of the cooling water of each intercooler is regulated to the maximum value or the knocking deactuation angle of the cylinder is smaller than the first preset value. If not, the flow of the cooling water of the intercooler corresponding to the cylinder with the difference between the knock ignition angle and the average knock ignition angle being larger than or equal to a second preset value is independently adjusted until the flow of the cooling water of the intercooler corresponding to the cylinder is adjusted to the maximum value or the knock intensity of the cylinder is consistent. The engine air inlet temperature cylinder separation control system independently adjusts the air inlet temperature of each cylinder through the control method so as to keep the knocking intensity of each cylinder as consistent as possible.

Description

Engine air inlet temperature cylinder separation control method and system
Technical Field
The invention relates to the technical field of engines, in particular to an engine air inlet temperature cylinder separation control method and system.
Background
With the increasing strictness of national energy saving and emission reduction policies, the adoption of turbo-charging and charge air intercooling technology to improve the fuel economy of automobiles and reduce the exhaust emission of automobiles is one of the current common schemes. The intercooler sets up between the air intake manifold of turbo charger and engine, cools down the charge air of turbo charger output based on cooling medium to improve the intake oxygen density and the effective charging efficiency of engine, can prevent simultaneously that engine combustion temperature from being too high, cause the knock, can also reduce the content of NOx in the engine exhaust, reduce automobile exhaust emission.
At present, due to the difference of the positions of the cylinders and the air inlet movement, the air inlet temperature of each cylinder still has certain difference, so that the combustion conditions inside each cylinder are different, and the knock intensity of each cylinder is also different. When the knock intensity of one or more cylinders is large, the fuel consumption and noise of the engine are increased, and the power of the engine is reduced.
Therefore, there is a need for a method and a system for controlling the temperature of engine intake air in a cylinder to solve the above problems.
Disclosure of Invention
The invention aims to provide a method and a system for controlling the air inlet temperature of an engine in a cylinder separating mode, so that the air inlet temperature of each cylinder is independently controlled, the knocking intensity of a transmitter is reduced, and the knocking intensity of each cylinder is kept consistent as much as possible.
The technical scheme adopted by the invention is as follows:
an engine air inlet temperature cylinder-separating control method, wherein each cylinder of the engine adjusts the air inlet temperature through a separate intercooler, comprises the following steps of
Judging whether the knocking intensity of each cylinder is consistent;
if yes, when the knocking deactuation angle of the cylinder is smaller than a first preset value, adjusting the flow of cooling water of the intercooler corresponding to each cylinder until the air inlet temperature of the cylinder is consistent;
if so, increasing the flow of cooling water of each intercooler when the knocking deacidification angle of the cylinder is larger than or equal to the first preset value, until the flow of cooling water of each intercooler is regulated to the maximum value or the knocking deacidification angle of the cylinder is smaller than the first preset value;
if not, the flow of the cooling water of the intercooler corresponding to the cylinder with the difference between the knock ignition angle and the average knock ignition angle being larger than or equal to a second preset value is independently adjusted until the flow of the cooling water of the intercooler corresponding to the cylinder is adjusted to the maximum value or the knock intensity of the cylinder is consistent.
Preferably, the flow rate of the cooling water of the intercooler is changed by adjusting the opening degree of a water valve of the intercooler and the power of an intercooler water pump.
Preferably, when the knock intensity of the cylinders is consistent and the knock ignition angle is equal to or larger than the first preset value, judging whether the opening degree of the water valve of each intercooler still has a margin,
if yes, increasing the opening degree of each water valve to increase the flow rate of the cooling water of the intercooler until the flow rate of the cooling water of the intercooler is regulated to the maximum value or the knocking and de-ignition angle of the cylinder is lower than the first preset value;
if not, judging whether the power of the intercooling water pump still has margin;
if yes, increasing the power of the intercooling water pump to increase the flow of cooling water of each intercooler until the power of the intercooling water pump is regulated to the maximum value or the knocking ignition angle of the cylinder is lower than the first preset value;
if not, keeping the opening of the water valve of the intercooler and the power of the intercooler water pump to be the maximum.
Preferably, when the knock intensity of the cylinders is inconsistent, judging whether the opening of the water valve of the intercooler corresponding to the cylinder with the difference between the knock back-off angle and the average knock back-off angle is more than or equal to the second preset value still has margin,
if so, increasing the opening of the water valve of the intercooler corresponding to the cylinder with the difference between the knock ignition angle and the average knock ignition angle being greater than or equal to the second preset value so as to increase the flow of cooling water corresponding to the intercooler until the flow of cooling water of the corresponding intercooler is regulated to the maximum value or the knock intensity of the cylinder is consistent;
if not, judging whether the power of the intercooling water pump still has margin;
if yes, the power of the intercooling water pump is increased so as to increase the flow of cooling water of each intercooler until the power of the intercooling water pump is regulated to the maximum value or the knocking intensity of the air cylinder is consistent;
if not, keeping the opening of the water valve of the intercooler and the power of the intercooler water pump to be the maximum.
Preferably, when the opening of the water valve of the intercooler and the power of the intercooler water pump are both adjusted to the maximum value, and the knocking strength of the cylinder is not consistent, the opening of the water valve of the intercooler and the power of the intercooler water pump are kept to be the maximum value.
Preferably, the first preset value is 0.75 ℃ A.
Preferably, the second preset value is 0.75 ℃ a, and when the difference between the knock back-ignition angle and the average knock back-ignition angle of each cylinder is smaller than 0.75 ℃ a, the knock intensity of the cylinder is judged to be consistent; and when the difference between the knock ignition angle of one or more cylinders and the average knock ignition angle is more than or equal to 0.75 ℃ A, judging that the knock intensity of the cylinders is inconsistent.
An engine air inlet temperature cylinder separation control system is used for independently adjusting the air inlet temperature of each cylinder through the engine air inlet temperature cylinder separation control method; the engine intake air temperature cylinder separation control system comprises:
the air inlet pipeline of each cylinder is provided with an intercooler, and the intercooler is configured to cool the corresponding air inlet pipeline so as to reduce the air inlet temperature of each cylinder;
the water tank is used for storing cooling water, the water tank is respectively communicated with the corresponding intercooler through a plurality of branch pipelines, the outlets of the plurality of intercoolers are communicated with the radiator, and the radiator is communicated with the inlet of the water tank;
an intercooler water pump configured to circulate cooling water within the water tank between the water tank, the plurality of intercoolers, and the radiator; and
and the water valves are arranged in each branch pipeline so as to control the flow of cooling water in the branch pipelines.
As a preferable mode, the engine intake air temperature cylinder separation control system further comprises:
the knocking sensor is arranged on the cylinder and used for collecting knocking signals of the cylinder.
As a preferable mode, the engine intake air temperature cylinder separation control system further comprises:
and the temperature sensors are arranged in the air inlet pipeline of each cylinder and are used for measuring the air inlet temperature of the corresponding cylinder.
The beneficial effects of the invention are as follows:
according to the engine air inlet temperature cylinder-separating control method provided by the invention, each cylinder of the engine adjusts the air inlet temperature through an independent intercooler. Firstly judging whether the knocking intensity of each cylinder of the engine is consistent, and when the knocking intensity of each cylinder is consistent and the knocking deactuation angle of the cylinder is smaller than a first preset value, adjusting the flow of cooling water of an intercooler corresponding to each cylinder until the air inlet temperature of the cylinder is consistent. When the knocking intensity of each cylinder is consistent and the knocking deactuation angle of the cylinder is larger than or equal to a first preset value, the flow of cooling water of each intercooler is increased until the flow of cooling water of the intercooler is regulated to the maximum value or the knocking deactuation angle of the cylinder is smaller than the first preset value. When the knocking intensity of each cylinder is inconsistent, the flow of the cooling water of the intercooler corresponding to the cylinder with the difference between the knocking annealing angle and the average knocking annealing angle being larger than or equal to a second preset value is independently adjusted until the flow of the cooling water of the intercooler corresponding to the cylinder is adjusted to the maximum value or the knocking intensity of the cylinder is consistent. According to the engine air inlet temperature cylinder separation control method, the flow of cooling water of the intercooler corresponding to each cylinder, namely the cooling effect of the intercooler, can be independently regulated according to the difference of knock intensity of each cylinder, so that the air inlet temperature of each cylinder is regulated, the combustion difference and the knock intensity difference of each cylinder are eliminated as much as possible, the knock intensity of each cylinder of the engine is kept consistent as much as possible, and the performance of the engine is improved.
According to the engine air inlet temperature cylinder separation control system provided by the invention, through the engine air inlet temperature cylinder separation control method, whether the knocking intensity of each cylinder of an engine is consistent is firstly judged, and when the knocking intensity of each cylinder is consistent and the knocking ignition withdrawal angle of the cylinder is smaller than a first preset value, the flow of cooling water of an intercooler corresponding to each cylinder is regulated until the air inlet temperature of the cylinder is consistent. When the knocking intensity of each cylinder is consistent and the knocking deactuation angle of the cylinder is larger than or equal to a first preset value, the flow of cooling water of each intercooler is increased until the flow of cooling water of the intercooler is regulated to the maximum value or the knocking deactuation angle of the cylinder is smaller than the first preset value. When the knocking intensity of each cylinder is inconsistent, the flow of the cooling water of the intercooler corresponding to the cylinder with the difference between the knocking annealing angle and the average knocking annealing angle being larger than or equal to a second preset value is independently adjusted until the flow of the cooling water of the intercooler corresponding to the cylinder is adjusted to the maximum value or the knocking intensity of the cylinder is consistent. According to the engine air inlet temperature cylinder separation control method, the flow of cooling water of the intercooler corresponding to each cylinder, namely the cooling effect of the intercooler, can be independently regulated according to the difference of knock intensity of each cylinder, so that the air inlet temperature of each cylinder is regulated, the combustion difference and the knock intensity difference of each cylinder are eliminated as much as possible, the knock intensity of each cylinder of the engine is kept consistent as much as possible, and the performance of the engine is improved.
Drawings
FIG. 1 is a structural diagram of an engine air intake temperature split-cylinder control system provided by an embodiment of the present invention;
FIG. 2 is a main flow chart of an engine air intake temperature cylinder-division control method provided by an embodiment of the invention;
fig. 3 is a detailed flowchart of an engine intake air temperature cylinder-division control method according to an embodiment of the present invention.
The parts in the figures are named and numbered as follows:
1. an engine; 11. a cylinder; 12. an air intake line; 2. an intercooler; 3. a water tank; 4. a heat sink; 5. an intercooling water pump; 6. a water valve; 7. a branch pipeline; 8. a knock sensor; 9. a temperature sensor.
Detailed Description
In order to make the technical problems solved, the technical scheme adopted and the technical effects achieved by the invention more clear, the technical scheme of the invention is further described below by a specific embodiment in combination with the attached drawings. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the drawings related to the present invention are shown.
In the description of the present invention, unless explicitly stated and limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "right", etc. orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are merely for convenience of description and simplicity of operation, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the invention. Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for distinguishing between them.
The technical scheme of the invention is further described below by the specific embodiments with reference to the accompanying drawings.
As shown in fig. 1, the present embodiment discloses an engine intake air temperature cylinder-dividing control system, which includes an intercooler 2, a water tank 3, a radiator 4, an intercooler water pump 5 and a water valve 6. The engine 1 has a plurality of cylinders 11, each cylinder 11 being in communication with a corresponding intake pipe 12 so that external gas enters the cylinder 11 through the intake pipe 12. An intercooler 2 is mounted on the intake pipe 12 of each cylinder 11, and the intercooler 2 is used for cooling the corresponding intake pipe 12 to reduce the intake air temperature of each cylinder 11. The water tank 3 is used for storing cooling water, and the water tank 3 communicates with the corresponding intercooler 2 respectively through a plurality of branch pipelines 7, and the export of a plurality of intercooler 2 communicates with the radiator 4, and radiator 4 communicates with the entry of water tank 3. The intercooler water pump 5 can circulate the cooling water in the water tank 3 among the water tank 3, the plurality of intercoolers 2, and the radiator 4. A water valve 6 is provided in each branch pipe 7 to control the flow rate of the cooling water in the branch pipe 7.
Specifically, the intercooler water pump 5 provides power for the circulation flow of the cooling water. The cooling water in the water tank 3 flows from the water tank 3 into the plurality of branch pipelines 7 and then into the intercooler 2, and the intercooler 2 is arranged on each air inlet pipeline 12 to cool the air entering the air cylinder 11, namely, the cooling water takes away part of heat of the air in the air inlet pipeline 12. And then the warmed cooling water flows into the radiator 4 to radiate and cool, so that the cooling water flows back into the water tank 3 again after the temperature of the cooling water is reduced, and the circulation cooling of the cooling water is realized. The water valve 6 can control the flow rate of the cooling water in the branch pipe 7. The cooling effect of the corresponding intercooler 2 can be adjusted by adjusting the opening of the water valve 6. When the water valve 6 is opened to the maximum, if the cooling requirement is not met, the power of the intercooler water pump 5 can be increased, so that the speed of cooling water can be increased, and the cooling effect of the intercooler 2 can be also improved.
In the present embodiment, the intake air temperature of each cylinder 11 of the engine 1 is controlled by the separate intercooler 2, and separate adjustment of the cylinders 11 is achieved, so that the engine intake air temperature separate-cylinder control system can adjust the intake air temperature of each cylinder 11 according to the actual combustion condition of each cylinder 11, thereby eliminating the combustion difference between the plurality of cylinders 11. It will be appreciated that as the flow rate of the cooling water in the intercooler 2 increases, the cooling effect of the intercooler 2 on the intake pipe 12 of the cylinder 11 increases, so that the intake air temperature of the cylinder 11 (or referred to as the post-intercooler temperature) decreases. When the flow rate of the cooling water in the intercooler 2 decreases, the cooling effect of the intercooler 2 on the intake pipe 12 of the cylinder 11 decreases, so that the intake air temperature of the cylinder 11 relatively increases. The intake air temperature of the cylinder 11 also affects the knock intensity of the cylinder 11, and when the intake air temperature of the cylinder 11 decreases, the knock intensity of the cylinder 11 decreases. Conversely, when the intake air temperature of the cylinder 11 increases, the knock intensity of the cylinder 11 increases.
As shown in fig. 1, in order to achieve accurate control of the intake air temperature of the cylinder 11, the engine intake air temperature cylinder-division control system further includes a knock sensor 8 and a temperature sensor 9, the knock sensor 8 being provided on the cylinder 11, the knock sensor 8 being for collecting a knock signal of the cylinder 11. A temperature sensor 9 is provided in the intake pipe 12 of each cylinder 11, the temperature sensor 9 being for measuring the intake air temperature of the corresponding cylinder 11. Since the knock sensor 8 is a mature product in the field of the engine 1, the specific structure and operation principle thereof will not be described in detail.
In the present embodiment, the engine intake air temperature cylinder separation control system is mounted on a vehicle, and the engine intake air temperature cylinder separation control system further includes a control unit capable of receiving a knock signal acquired by the knock sensor 8, thereby obtaining the knock intensity of each cylinder 11. And meanwhile, the temperature sensor 9 can also be used for receiving temperature signals, so that the accurate air inlet temperature of each cylinder 11 is obtained. The control unit may be an Electronic Control Unit (ECU) of the vehicle to improve the integration degree of the vehicle.
As shown in fig. 2, the present embodiment also discloses an engine intake air temperature cylinder-division control method by which the engine intake air temperature cylinder-division control system individually adjusts the intake air temperature of each cylinder 11 to achieve adjustment of the intake air temperature and knock intensity of the plurality of cylinders 11.
Specifically, the engine air inlet temperature cylinder separation control method comprises the following steps of
It is determined whether the knock intensity of each cylinder 11 is uniform.
And if the knock intensity of each cylinder 11 is consistent and the knock ignition-off angle of the cylinder 11 is smaller than a first preset value, adjusting the flow of cooling water of the intercooler 2 corresponding to each cylinder 11 until the intake air temperature of the cylinder 11 is consistent.
If the knock intensity of each cylinder 11 is consistent and the knock-out angle of the cylinder 11 is equal to or greater than a first preset value, the flow rate of cooling water of each intercooler 2 is increased until the flow rate of cooling water of the intercooler 2 is adjusted to a maximum value or the knock-out angle of the cylinder 11 is smaller than the first preset value.
If the knock intensity of each cylinder 11 is not uniform, the flow rate of the cooling water of the intercooler 2 corresponding to the cylinder 11, in which the difference between the knock-off angle and the average knock-off angle is greater than or equal to the second preset value, is individually adjusted until the flow rate of the cooling water of the intercooler 2 corresponding to the cylinder 11 is adjusted to the maximum value or the knock intensity of the cylinder 11 is uniform.
In the above-described engine intake air temperature cylinder division control method, whether the knock intensity of each cylinder 11 is uniform or not means that the knock intensity of each cylinder 11 is not so different, and does not mean that the knock intensity of each cylinder 11 is identical and the knock intensity of each cylinder 11 is divided into strong and weak (or large and small).
In the embodiment, the knock misfire angle of a single cylinder 11 is used as a judgment basis for the knock intensity of the cylinder 11. The first preset value is 0.75 ℃ A, and when the knocking deactuation angle of the single cylinder 11 is more than or equal to 0.75 ℃ A, the knocking intensity of the single cylinder 11 is determined to be larger; when the knock misfire angle of the individual cylinder 11 is smaller than 0.75 deg.c a, the knock intensity of that cylinder 11 is determined to be smaller. The second preset value is 0.75 deg.c a, and when the difference between the knock misfire angle and the average knock misfire angle of each cylinder 11 is less than 0.75 deg.c a, it is determined that the knock intensity of the cylinders 11 is identical. When the difference between the knock misfire angle and the average knock misfire angle of one or more cylinders 11 is 0.75 ℃ A or more, which means that the knock intensity of that cylinder 11 is significantly larger than that of the other cylinders 11, it is determined that the knock intensity of the cylinders 11 is not uniform.
The engine air inlet temperature cylinder separation control method comprises the steps of firstly judging whether the knocking intensity of each cylinder 11 of the engine 1 is consistent, and when the knocking intensity of each cylinder 11 is consistent and the knocking deactuation angle of each cylinder 11 is smaller than a first preset value, adjusting the flow of cooling water of an intercooler 2 corresponding to each cylinder 11 until the air inlet temperature of each cylinder 11 is consistent. When the knock intensity of each cylinder 11 is identical and the knock-out angle of the cylinder 11 is equal to or larger than the first preset value, the flow rate of the cooling water of each intercooler 2 is increased until the flow rate of the cooling water of the intercooler 2 is adjusted to the maximum value or the knock-out angle of the cylinder 11 is smaller than the first preset value. When the knock intensity of each cylinder 11 is not uniform, the flow rate of the cooling water of the intercooler 2 corresponding to the cylinder 11, in which the difference between the knock-off angle and the average knock-off angle is equal to or greater than the second preset value, is individually adjusted until the flow rate of the cooling water of the intercooler 2 corresponding to the cylinder 11 is adjusted to the maximum value or the knock intensity of the cylinder 11 is uniform. According to the engine air inlet temperature cylinder separation control method, the flow of cooling water of the intercooler 2 corresponding to each cylinder 11, namely the cooling effect of the intercooler 2, can be independently regulated according to the difference of the knock intensity of each cylinder 11, so that the air inlet temperature of each cylinder 11 is regulated, the combustion difference and the knock intensity difference of each cylinder 11 are eliminated as much as possible, the knock intensity of each cylinder 11 of the engine 1 is kept consistent as much as possible, and the performance of the engine 1 is improved.
The present embodiment changes the flow rate of the cooling water of the intercooler 2 by adjusting the opening of the water valve 6 of the intercooler 2 and the power of the intercooler water pump 5, thereby adjusting the cooling effect of each intercooler 2. It should be noted that the adjustment sequence of the intercooler 2 is: the opening of the water valve 6 of the branch pipeline 7 is preferentially adjusted, and when the opening of the water valve 6 is adjusted to the maximum and the cooling requirement of the intercooler 2 cannot be met, the power of the intercooler water pump 5 is adjusted again so as to improve the flow rate of cooling water. When the opening of the water valve 6 of the intercooler 2 and the power of the intercooler water pump 5 are both regulated to the maximum value and the knocking intensity of the cylinder 11 is not consistent, the opening of the water valve 6 of the intercooler 2 and the power of the intercooler water pump 5 are kept to the maximum value, so that the air inlet temperature and the knocking intensity of the cylinder 11 are reduced as much as possible, and the overall performance of the engine 1 is improved as much as possible.
As shown in fig. 3, when the knock intensity of the cylinders 11 is uniform and the knock misfire angle is equal to or larger than a first preset value, it is determined whether the opening degree of the water valve 6 of each intercooler 2 is still a margin (i.e., whether the opening degree has been adjusted to the maximum value).
If there is still a margin in the opening degree of the water valve 6 of each intercooler 2 (i.e., the opening degree is not adjusted to the maximum value), the opening degree of each water valve 6 is increased to increase the flow rate of the cooling water of the intercooler 2 until the flow rate of the cooling water of the intercooler 2 is adjusted to the maximum value or the knock-back ignition angle of the cylinder 11 is lower than the first preset value.
If the opening degree of the water valve 6 of each intercooler 2 is not provided with a margin (i.e. the opening degree is adjusted to the maximum value), judging whether the power of the intercooler water pump 5 is still provided with a margin, if the power of the intercooler water pump 5 is still provided with a margin, increasing the power of the intercooler water pump 5 to increase the flow rate of the cooling water of each intercooler 2 until the power of the intercooler water pump 5 is adjusted to the maximum value or the knocking back ignition angle of the cylinder 11 is lower than a first preset value. If the power of the intercooler water pump 5 has no margin, the opening of the water valve 6 of the intercooler 2 and the power of the intercooler water pump 5 are kept at the maximum values.
When the knock intensity of the cylinders 11 is not uniform, it is judged whether or not there is a margin in the opening degree of the water valve 6 of the intercooler 2 corresponding to the cylinder 11 in which the difference between the knock misfire angle and the average knock misfire angle is equal to or greater than a second preset value.
If so, increasing the opening of the water valve 6 of the intercooler 2 corresponding to the cylinder 11 with the difference between the knock back-ignition angle and the average knock back-ignition angle being greater than or equal to the second preset value, so as to increase the flow of the cooling water of the corresponding intercooler 2 until the flow of the cooling water of the corresponding intercooler 2 is regulated to the maximum value or the knock intensity of the cylinder 11 is consistent.
If not, judging whether the power of the intercooler water pump 5 still has a margin, if the power of the intercooler water pump 5 still has a margin, increasing the power of the intercooler water pump 5 to increase the flow of the cooling water of each intercooler 2 until the power of the intercooler water pump 5 is regulated to the maximum value or the knock intensity of the cylinder 11 is consistent. If the power of the intercooler water pump 5 has no margin, the opening of the water valve 6 of the intercooler 2 and the power of the intercooler water pump 5 are kept at the maximum values.
For easy understanding, the detailed process of the engine air inlet temperature cylinder separation control method is as follows:
firstly, the ECU obtains the knock intensity of each cylinder 11 from the knock signal collected by the knock sensor 8, and then analyzes whether the knock intensity of each cylinder 11 is identical.
Step a: when the knock intensity of the engine 1 is uniform and the knock intensity is small (smaller than the first preset value), it is not adjusted. Alternatively, the intake air temperature of each cylinder 11 is adjusted only by each intercooler 2 so that the intake air temperature of each cylinder 11 is kept uniform.
Step b: when the knock intensity of each cylinder 11 is uniform and the knock intensity is large (equal to or larger than the first preset value), the knock intensity of the cylinder 11 is reduced by increasing the opening of the water valve 6 of the intercooler 2 to reduce the intake air temperature of the cylinder 11. If the knock intensity of the cylinder 11 is still large when the opening degree of the water valve 6 of the intercooler 2 is adjusted to the maximum, the intake air temperature of the cylinder 11 is reduced by increasing the power of the intercooler water pump 5, thereby reducing the knock intensity of the cylinder 11. If the knock intensity of the following cylinder 11 is still large after the opening of the water valve 6 of the intercooler 2 and the power of the intercooler water pump 5 reach the maximum value (allowable upper limit value), the opening of the water valve 6 of the intercooler 2 and the power of the intercooler water pump 5 are maintained at the maximum value until the circulation adjustment flow is ended.
Step c: when the knock intensity of each cylinder 11 is not uniform, it is identified which cylinder 11 has significantly higher knock intensity than the other cylinders 11, and the opening of the water valve 6 of the intercooler 2 corresponding to the cylinder 11 having the higher knock intensity is individually increased to decrease the intake air temperature of the cylinder 11, thereby decreasing the knock intensity of the corresponding cylinder 11. If the opening degree of the water valve 6 of the intercooler 2 is adjusted to be maximum, or if the knocking intensity of one or a plurality of cylinders 11 is obviously larger than that of other cylinders 11, the power of the intercooler water pump 5 is increased to increase the cooling effect of the intercooler 2, and the air inlet temperature of the corresponding cylinder 11 is reduced, so that the knocking intensity of the corresponding cylinder 11 is reduced. If the knock intensity of each cylinder 11 is consistent in the step c, continuing to perform the step a or b, otherwise, maintaining the opening of the water valve 6 of the intercooler 2 and the power of the intercooler water pump 5 to be maximum, and ending the circulation adjustment flow.
According to the engine air inlet temperature cylinder separation control system of the embodiment, through the engine air inlet temperature cylinder separation control method, according to the difference of the knocking intensity of each cylinder 11, the flow of cooling water of the intercooler 2 corresponding to each cylinder 11, namely the cooling effect of the intercooler 2, is independently adjusted, so that the air inlet temperature of each cylinder 11 is adjusted, the combustion difference and the knocking intensity difference of each cylinder 11 are eliminated as much as possible, the knocking intensity of each cylinder 11 of the engine 1 is kept consistent as much as possible, and the performance of the engine 1 is improved.
The above embodiments merely illustrate the basic principle and features of the present invention, and the present invention is not limited to the above embodiments, but may be varied and altered without departing from the spirit and scope of the present invention. The scope of the invention is defined by the appended claims and equivalents thereof.

Claims (7)

1. An engine intake air temperature cylinder-division control method, characterized in that each cylinder (11) of an engine (1) adjusts an intake air temperature through a separate intercooler (2), respectively, the engine intake air temperature cylinder-division control method comprising the steps of
Judging whether the knock intensity of each cylinder (11) is consistent;
if yes, when the knocking and de-ignition angles of the cylinders (11) are smaller than a first preset value, adjusting the flow of cooling water of the intercooler (2) corresponding to each cylinder (11) until the air inlet temperatures of the cylinders (11) are consistent;
if so, when the knocking deactuation angle of the cylinder (11) is larger than or equal to the first preset value, increasing the flow of the cooling water of each intercooler (2) until the flow of the cooling water of the intercooler (2) is regulated to the maximum value or the knocking deactuation angle of the cylinder (11) is smaller than the first preset value;
if not, independently adjusting the flow of the cooling water of the intercooler (2) corresponding to the cylinder (11) with the difference between the knock-off angle and the average knock-off angle being greater than or equal to a second preset value until the flow of the cooling water of the intercooler (2) corresponding to the cylinder (11) is adjusted to the maximum value or the knock intensity of the cylinder (11) is consistent;
the flow rate of the cooling water of the intercooler (2) is changed by adjusting the opening of a water valve (6) of the intercooler (2) and the power of an intercooler water pump (5);
when the knock intensity of the cylinders (11) is consistent and the knock ignition angle is larger than or equal to the first preset value, judging whether the opening degree of the water valve (6) of each intercooler (2) still has a margin,
if yes, increasing the opening degree of each water valve (6) to increase the flow rate of the cooling water of the intercooler (2) until the flow rate of the cooling water of the intercooler (2) is regulated to the maximum value or the knocking deactuation angle of the cylinder (11) is lower than the first preset value;
if not, judging whether the power of the intercooling water pump (5) still has margin;
if yes, increasing the power of the intercooling water pump (5) to increase the flow of cooling water of each intercooler (2) until the power of the intercooling water pump (5) is regulated to a maximum value or the knocking deactuation angle of the cylinder (11) is lower than the first preset value;
if not, keeping the opening of the water valve (6) of the intercooler (2) and the power of the intercooler water pump (5) to be the maximum values;
when the knock intensity of the cylinders (11) is inconsistent, judging whether the opening degree of the water valve (6) of the intercooler (2) corresponding to the cylinder (11) with the difference between the knock back-off angle and the average knock back-off angle being more than or equal to the second preset value still has a margin,
if so, increasing the opening degree of the water valve (6) of the intercooler (2) corresponding to the cylinder (11) with the difference between the knock back-ignition angle and the average knock back-ignition angle being larger than or equal to the second preset value so as to increase the flow rate of cooling water corresponding to the intercooler (2) until the flow rate of cooling water corresponding to the intercooler (2) is regulated to the maximum value or the knock intensity of the cylinder (11) is consistent;
if not, judging whether the power of the intercooling water pump (5) still has margin;
if yes, the power of the intercooling water pump (5) is increased so as to increase the flow of cooling water of each intercooler (2) until the power of the intercooling water pump (5) is regulated to the maximum value or the knocking intensity of the cylinder (11) is consistent;
if not, keeping the opening degree of the water valve (6) of the intercooler (2) and the power of the intercooler water pump (5) to be maximum.
2. The engine intake air temperature cylinder separation control method according to claim 1, characterized in that when the opening of the water valve (6) of the intercooler (2) and the power of the intercooler water pump (5) are both adjusted to maximum values, and the knock intensity of the cylinder (11) is not yet uniform, the opening of the water valve (6) of the intercooler (2) and the power of the intercooler water pump (5) are both kept to maximum values.
3. The engine intake air temperature split control method according to claim 1, wherein the first preset value is 0.75 ° CA.
4. The engine intake air temperature split control method according to claim 1, characterized in that the second preset value is 0.75 ° CA, and when the difference between the knock misfire angle and the average knock misfire angle of each of the cylinders (11) is smaller than 0.75 ° CA, it is determined that the knock intensity of the cylinders (11) is identical; when the difference between the knock-off angle of one or more of the cylinders (11) and the average knock-off angle is 0.75 DEG CA or more, it is determined that the knock intensity of the cylinders (11) is not uniform.
5. An engine intake air temperature cylinder-division control system characterized by individually adjusting an intake air temperature of each of the cylinders (11) by the engine intake air temperature cylinder-division control method according to any one of claims 1 to 4; the engine intake air temperature cylinder separation control system comprises:
-an intercooler (2) mounted on the intake line (12) of each cylinder (11), the intercooler (2) being configured to cool the corresponding intake line (12) to reduce the intake temperature of each cylinder (11);
the cooling device comprises a water tank (3) and a radiator (4), wherein the water tank (3) is used for storing cooling water, the water tank (3) is respectively communicated with the corresponding intercooler (2) through a plurality of branch pipelines (7), the outlets of the plurality of intercoolers (2) are communicated with the radiator (4), and the radiator (4) is communicated with the inlet of the water tank (3);
an intercooler water pump (5) configured to circulate cooling water within the water tank (3) between the water tank (3), the plurality of intercoolers (2), and the radiator (4); and
and water valves (6), wherein each branch pipeline (7) is provided with the water valve (6) so as to control the flow of cooling water in the branch pipeline (7).
6. The engine intake air temperature cylinder separation control system according to claim 5, characterized in that the engine intake air temperature cylinder separation control system further comprises:
the knocking sensor (8) is arranged on the cylinder (11), and the knocking sensor (8) is used for collecting knocking signals of the cylinder (11).
7. The engine intake air temperature cylinder separation control system according to claim 5, characterized in that the engine intake air temperature cylinder separation control system further comprises:
and the temperature sensors (9) are arranged in the air inlet pipeline (12) of each air cylinder (11), and the temperature sensors (9) are used for measuring the air inlet temperature of the corresponding air cylinders (11).
CN202210696117.2A 2022-06-20 2022-06-20 Engine air inlet temperature cylinder separation control method and system Active CN114961980B (en)

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JP2008215173A (en) * 2007-03-02 2008-09-18 Toyota Motor Corp Vehicle control device
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