CN114962115B - Method and system for optimizing ignition energy of engine of vehicle - Google Patents
Method and system for optimizing ignition energy of engine of vehicle Download PDFInfo
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- CN114962115B CN114962115B CN202210749300.4A CN202210749300A CN114962115B CN 114962115 B CN114962115 B CN 114962115B CN 202210749300 A CN202210749300 A CN 202210749300A CN 114962115 B CN114962115 B CN 114962115B
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- 238000000034 method Methods 0.000 title claims abstract description 71
- 238000002485 combustion reaction Methods 0.000 claims abstract description 124
- 238000005457 optimization Methods 0.000 claims abstract description 36
- 238000012937 correction Methods 0.000 claims description 73
- 238000012545 processing Methods 0.000 claims description 31
- 230000006835 compression Effects 0.000 claims description 18
- 238000007906 compression Methods 0.000 claims description 18
- 239000000446 fuel Substances 0.000 description 11
- 239000000203 mixture Substances 0.000 description 7
- 239000000295 fuel oil Substances 0.000 description 6
- 239000002699 waste material Substances 0.000 description 4
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 3
- 230000032683 aging Effects 0.000 description 3
- 229910052799 carbon Inorganic materials 0.000 description 3
- 238000002347 injection Methods 0.000 description 3
- 239000007924 injection Substances 0.000 description 3
- 238000003062 neural network model Methods 0.000 description 3
- 238000013459 approach Methods 0.000 description 2
- 230000008021 deposition Effects 0.000 description 2
- 238000010304 firing Methods 0.000 description 2
- 239000000243 solution Substances 0.000 description 2
- 238000013528 artificial neural network Methods 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000010892 electric spark Methods 0.000 description 1
- 230000005674 electromagnetic induction Effects 0.000 description 1
- 239000003921 oil Substances 0.000 description 1
- 238000013021 overheating Methods 0.000 description 1
- 238000012549 training Methods 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P9/00—Electric spark ignition control, not otherwise provided for
- F02P9/002—Control of spark intensity, intensifying, lengthening, suppression
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Engineering & Computer Science (AREA)
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- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
Abstract
The invention provides an optimization method of ignition energy of an engine of a vehicle, which relates to the field of automobiles and comprises the following steps: acquiring the voltage of a storage battery of the vehicle and the rotating speed of an engine and determining basic ignition energy corresponding to the rotating speed; controlling the engine to ignite with basic ignition energy, acquiring combustion data of the engine and determining the misfire rate of the engine based on the combustion data; when the misfire rate is larger than a preset misfire threshold value, correcting the basic ignition energy to obtain corrected ignition energy, and updating the corrected ignition energy to be the basic ignition energy, wherein the corrected ignition energy is not smaller than the basic ignition energy; repeating the last two steps until the misfire rate is not greater than the misfire threshold. The invention also provides an optimizing system of the ignition energy of the engine of the vehicle. The optimizing method and the optimizing system can optimize the ignition energy in the running process of the engine, so that the engine is stable in combustion and the ignition energy is not wasted.
Description
Technical Field
The invention relates to the field of vehicles, in particular to an optimization method and an optimization system for ignition energy of an engine of a vehicle.
Background
At least one of the engines of the hybrid vehicle or the pure fuel energy vehicle is an internal combustion engine, which is a device that converts the internal energy of fuel into kinetic energy of a pushing piston by causing fuel to enter a cylinder and causing a mixture of fuel and air in the cylinder to be vigorously combusted in the cylinder. Some types of engines are provided with spark plugs through which ignition energy is provided to enable the spark plugs to ignite at least a portion of the oil-gas mixture entering the cylinders as required by the combustion mode.
The related engine controls ignition energy through voltage, excess air coefficient and rotating speed, and the ignition energy control method is unchanged after the ignition energy control method is determined, so that the ignition energy control can not meet the requirements of a combustion mode or waste the ignition energy in the using process.
Disclosure of Invention
The invention provides a method and a system for optimizing ignition energy of an engine of a vehicle, which are used for solving the technical problem of optimizing the ignition energy in the use process of the engine, so that the ignition energy can meet the requirements of a combustion mode while not wasting the ignition energy in the use process of the engine.
The embodiment of the invention provides an optimization method of ignition energy of an engine of a vehicle, which comprises the following steps: acquiring the voltage of a storage battery of the vehicle and the rotating speed of the engine, and determining basic ignition energy corresponding to the rotating speed; controlling the engine to ignite with the basic ignition energy and acquiring combustion data of the engine and determining a misfire rate of the engine based on the combustion data; correcting the basic ignition energy to obtain corrected ignition energy and updating the corrected ignition energy into basic ignition energy in a state that the misfire rate is larger than a preset misfire threshold value, wherein the corrected ignition energy is not smaller than the basic ignition energy; repeating the controlling the engine to ignite with the basic ignition energy, acquiring combustion data of the engine, determining a misfire rate of the engine based on the combustion data, correcting the basic ignition energy to obtain corrected ignition energy in a state that the misfire rate is larger than a preset misfire threshold value, and updating the corrected ignition energy to be the basic ignition energy until the misfire rate is not larger than the misfire threshold value.
Further, said modifying said base ignition energy to obtain a modified ignition energy comprises: multiplying the base ignition energy by a preset expansion coefficient to obtain the corrected ignition energy.
Further, said modifying said base ignition energy to obtain a modified ignition energy comprises: determining a correction coefficient based on the misfire rate, the correction coefficient having a positive correlation with the misfire rate; multiplying the base ignition energy by the correction coefficient to obtain the corrected ignition energy.
Further, before the engine is controlled to ignite with the base ignition energy, the optimization method further includes: acquiring a load of the engine and determining whether a combustion mode of the engine is an ignition mode or an ignition compression ignition mode based on the rotational speed and the load; the correction coefficient includes: a misfire correction coefficient and a combustion mode correction coefficient, the misfire rate determination correction coefficient including: determining a misfire correction coefficient based on the misfire rate, the misfire correction coefficient having a positive correlation with the misfire rate; determining a mode correction coefficient based on the combustion mode, wherein the mode correction coefficient is determined to be a first coefficient in a state in which the combustion mode is an ignition mode, the mode correction coefficient is determined to be a second coefficient in a state in which the combustion mode is an ignition compression ignition mode, and the second coefficient is greater than the first coefficient; multiplying the misfire correction coefficient by the combustion mode correction coefficient to obtain the correction coefficient.
Further, the correcting the base ignition energy to obtain a corrected ignition energy, and updating the corrected ignition energy to the base ignition energy includes: increasing the base ignition energy to obtain corrected ignition energy; determining the energy threshold as the modified ignition energy in a state in which the modified ignition energy is greater than the energy threshold; updating the corrected ignition energy to the base ignition energy.
Further, after the energy threshold is determined as the corrected ignition energy in the state where the corrected ignition energy is greater than the energy threshold, the optimization method further includes: reducing the excess air ratio of the engine.
Further, the combustion data includes: controlling the engine to ignite with the base ignition energy and obtain combustion data of the engine and determining a misfire rate of the engine based on the combustion data includes: acquiring the air inlet temperature, the air inlet valve temperature, the excess air coefficient and the air distribution timing data; determining an estimated exhaust temperature based on the intake air temperature and the excess air ratio; determining an in-cylinder predicted temperature based on a rotational speed of the engine, the intake air temperature, the intake valve temperature, valve timing data, and the predicted exhaust gas temperature; controlling the engine to ignite with the basic ignition energy and acquiring the actual temperature in the cylinder; and determining that the engine is in a combustion instability state in a state that the actual temperature in the cylinder is smaller than the estimated temperature in the cylinder, and determining the misfire rate based on a difference value between the actual temperature in the cylinder and the estimated temperature in the cylinder, wherein the misfire rate and an absolute value of the difference value are in positive correlation.
The embodiment of the invention also provides an optimizing system of ignition energy of an engine of a vehicle, which is used for executing the optimizing method, and comprises the following steps: an acquisition module for acquiring a voltage of a battery of the vehicle and a rotational speed of the engine; the processing module is used for determining basic ignition energy corresponding to the rotating speed; the processing module is further used for controlling the engine to ignite with the basic ignition energy; the acquisition module is also used for acquiring combustion data of the engine; the processing module is further configured to determine a misfire rate of the engine based on the combustion data; the processing module is further configured to increase the base ignition energy to obtain corrected ignition energy and update the corrected ignition energy to the base ignition energy when the misfire rate is greater than a preset misfire threshold.
Further, the processing module is further configured to multiply the base ignition energy by a preset expansion coefficient to obtain the corrected ignition energy.
Further, the processing module is further configured to determine a correction coefficient based on the misfire rate, where the correction coefficient has a positive correlation with the misfire rate; the processing module is further configured to multiply the base ignition energy by the correction coefficient to obtain the corrected ignition energy.
The embodiment of the invention provides an optimization method of ignition energy of an engine of a vehicle, which comprises the following steps: acquiring the voltage of a storage battery of the vehicle and the rotating speed of an engine and determining basic ignition energy corresponding to the rotating speed; controlling the engine to ignite with basic ignition energy, acquiring combustion data of the engine and determining the misfire rate of the engine based on the combustion data; correcting the basic ignition energy to obtain corrected ignition energy in a state that the misfire rate is larger than a preset misfire threshold value, wherein the corrected ignition energy is not smaller than the basic ignition energy; and repeating the control of the engine to ignite with the basic ignition energy, acquiring combustion data of the engine, determining the misfire rate of the engine based on the combustion data, and correcting the basic ignition energy to obtain corrected ignition energy until the misfire rate is not greater than the misfire threshold value in a state that the misfire rate is greater than the preset misfire threshold value. In the running process of the engine, under the condition that the fire rate of the engine is detected to be larger than a preset fire threshold value, the basic correction energy is gradually expanded until the fire rate after ignition is performed by the corrected basic ignition energy is not larger than the preset threshold value, namely, until the combustion stability of the engine after ignition by the corrected basic ignition energy meets the requirement, so that the ignition energy can be automatically updated under the condition that the combustion instability phenomenon occurs under the influence of factors such as carbon deposition or part aging in the running process of the engine, and the ignition energy can meet the requirement of a combustion mode while the ignition energy is not wasted.
Drawings
Fig. 1 is a schematic flow chart of a method for optimizing ignition energy of an engine of a vehicle according to an embodiment of the present invention;
FIG. 2 is a flow chart of another method for optimizing ignition energy of an engine of a vehicle according to an embodiment of the present invention;
FIG. 3 is a flow chart of another method for optimizing ignition energy of an engine of a vehicle according to an embodiment of the present invention;
FIG. 4 is a flow chart of another method for optimizing ignition energy of an engine of a vehicle according to an embodiment of the present invention;
FIG. 5 is a flow chart of another method for optimizing ignition energy of an engine of a vehicle according to an embodiment of the present invention;
FIG. 6 is a flow chart of another method for optimizing ignition energy of an engine of a vehicle according to an embodiment of the present invention;
fig. 7 is a schematic structural diagram of an optimizing system for ignition energy of an engine of a vehicle according to an embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present invention more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
The individual features described in the specific embodiments can be combined in any suitable manner, without contradiction, for example by combination of different specific features, to form different embodiments and solutions. Various combinations of the specific features of the invention are not described in detail in order to avoid unnecessary repetition.
In the following description, references to the term "first/second/are merely to distinguish between different objects and do not indicate that the objects have the same or a relationship therebetween. It should be understood that references to orientations of "above", "below", "outside" and "inside" are all orientations in normal use, and "left" and "right" directions refer to left and right directions illustrated in the specific corresponding schematic drawings, and may or may not be left and right directions in normal use.
It should be noted that 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 term "coupled," unless specifically indicated otherwise, includes both direct and indirect coupling.
The engine to which the optimization method and the optimization system provided in the following embodiments are applied may be any vehicle type engine, and the engine may be applied to a car, and the engine may be applied to a truck, for example.
In some embodiments, as shown in fig. 1, fig. 1 provides a flow chart of a method for optimizing ignition energy of an engine of a vehicle, the flow of the optimization method comprising:
step S101, a voltage of a battery of the vehicle and a rotational speed of an engine are acquired, and a base ignition energy corresponding to the rotational speed is determined.
The ignition device comprises a high-voltage coil, the high-voltage coil is used for boosting the low-voltage current provided by a storage battery of the vehicle into high-voltage current through electromagnetic induction between the low-turn coil and the high-turn coil and releasing the high-voltage current into a combustion chamber at a preset ignition time, so that electric sparks are generated in the combustion chamber to ignite the fuel oil mixture in the combustion chamber, namely, the ignition energy provided by the ignition device is related to the voltage which can be output by the storage battery, and therefore, the basic ignition energy needs to be determined according to the voltage of the storage battery. Meanwhile, the requirements of different rotating speeds of the engine on ignition energy are different, and the time from the ignition device to the movement of the piston to the upper dead center is shorter when the rotating speed is higher, namely, the time for the ignition device to ignite the oil-gas mixture in the combustion chamber is shorter when the rotating speed is higher, and the required ignition energy is higher according to the higher rotating speed of the engine. In summary, the required base ignition energy needs to be determined according to the voltage of the battery and the rotation speed of the engine, where the base ignition energy may be determined by any method based on the voltage of the battery and the rotation speed of the engine, and by way of example, determining the maximum value of the base ignition energy based on the voltage of the battery, setting the zero rotation speed to zero, setting the maximum rotation speed to the maximum value of the base ignition energy, and making the rotation speed and the base ignition energy in direct proportion to each other to determine the base ignition energy at each rotation speed.
Step S102, the engine is controlled to ignite with basic ignition energy, combustion data of the engine are acquired, and the misfire rate of the engine is determined based on the combustion data.
Specifically, the engine is controlled to ignite at the base ignition energy determined in step S101 while acquiring combustion data of the engine, wherein the combustion data of the engine includes parameters related to combustion in the engine, and the time for acquiring different combustion parameters is different depending on the difference of the combustion parameters, specifically, the ignition data is acquired before ignition if the combustion data is generated before ignition, the ignition data is acquired after ignition if the combustion data is generated after ignition, and the combustion data includes an intake air amount and an intake air temperature, which are acquired by an air flow meter provided in an intake pipe before ignition, and exemplary combustion data includes a cylinder pressure maximum value and an in-cylinder temperature maximum value, which are acquired after ignition by a cylinder pressure sensor and a cylinder temperature sensor, respectively. The fire rate capable of measuring the combustion stability of the engine can be obtained through the combustion data, wherein the combustion stability of the engine is characterized in that whether fuel oil entering a cylinder completely participates in combustion work or not, and the greater the proportion of the fuel oil entering the cylinder participating in the combustion work, the higher the combustion stability of the engine. It should be noted that the misfire rate may be any parameter capable of characterizing combustion stability of the engine, and may be exemplified by a difference between an actual in-cylinder temperature of the engine and a theoretical estimated rotational speed of the corresponding engine at the rotational speed, as the misfire rate, and a difference between an actual cylinder pressure in the engine and a theoretical estimated cylinder pressure of the corresponding engine at the rotational speed, as the misfire rate.
And step 103, increasing the basic ignition energy to obtain the corrected ignition energy and updating the corrected ignition energy to the basic ignition energy in a state that the misfire rate is larger than the preset misfire threshold value, wherein the corrected ignition energy is not smaller than the basic ignition energy.
It is understood that in a state where the misfire rate is greater than the preset misfire threshold, it is determined that the combustion stability of the engine has been lower than the requirement for normal operation of the engine, the engine is in a significant combustion instability state even in a misfire state, correction of the base ignition energy is required, specifically, correction of the base ignition energy to a corrected ignition energy that is not less than the base ignition energy, and update of the corrected ignition energy to a new base ignition energy corresponding to the rotation speed.
Step S104, repeating step S102 and step S103 until the misfire rate is not greater than the misfire threshold.
Specifically, the engine is ignited with the updated basic ignition energy at the rotating speed, the misfire rate after being burnt with the new basic ignition energy is calculated again, if the obtained misfire rate is still larger than the preset misfire threshold value, the basic ignition energy is updated to the corrected ignition energy, the corrected ignition energy is updated to the new basic ignition energy, and the misfire rate of the engine after being ignited with the basic ignition energy is smaller than the preset misfire threshold value. It can be understood that, through constantly renewing basic ignition energy to progressively improve basic ignition energy's size, until with basic ignition energy to can make the combustion stability of engine meet the demand, simultaneously, because above-mentioned correction renewal process can be gone on in the operation process of engine, can produce carbon deposit in the jar or the engine part ageing under the circumstances that causes the influence to combustion stability in the in-process of engine operation automatic renewing ignition energy, thereby improve the stability of engine combustion in the use of engine, and then make ignition energy can satisfy the requirement of combustion mode when not causing ignition energy waste in the use of engine. The correction ignition energy may be obtained by updating the base ignition energy by any method, and the correction ignition energy may be obtained by expanding the base ignition energy in a predetermined ratio, and the correction ignition energy may be obtained by determining an expansion coefficient in positive correlation with the misfire rate according to the magnitude of the misfire rate, and multiplying the base ignition energy by the expansion coefficient.
The embodiment of the invention provides an optimization method of ignition energy of an engine of a vehicle, which comprises the following steps: acquiring the voltage of a storage battery of the vehicle and the rotating speed of an engine and determining basic ignition energy corresponding to the rotating speed; controlling the engine to ignite with basic ignition energy, acquiring combustion data of the engine and determining the misfire rate of the engine based on the combustion data; correcting the basic ignition energy to obtain corrected ignition energy in a state that the misfire rate is larger than a preset misfire threshold value, wherein the corrected ignition energy is not smaller than the basic ignition energy; and repeating the control of the engine to ignite with the basic ignition energy, acquiring combustion data of the engine, determining the misfire rate of the engine based on the combustion data, and correcting the basic ignition energy to obtain corrected ignition energy until the misfire rate is not greater than the misfire threshold value in a state that the misfire rate is greater than the preset misfire threshold value. In the running process of the engine, under the condition that the fire rate of the engine is detected to be larger than a preset fire threshold value, the basic correction energy is gradually expanded until the fire rate after ignition is performed by the corrected basic ignition energy is not larger than the preset threshold value, namely, until the combustion stability of the engine after ignition by the corrected basic ignition energy meets the requirement, so that the ignition energy can be automatically updated under the condition that the combustion instability phenomenon occurs under the influence of factors such as carbon deposition or part aging in the running process of the engine, and the ignition energy can meet the requirement of a combustion mode while the ignition energy is not wasted.
In some embodiments, as shown in fig. 2, fig. 2 provides a flow chart of another optimization method of ignition energy of an engine of a vehicle, which differs from the optimization method provided in fig. 1 in that the corrected base ignition energy in step S103 in fig. 1 is corrected to include:
step S201, the basic ignition energy is multiplied by a preset expansion coefficient to obtain the corrected ignition energy.
It is understood that the base ignition energy is multiplied by a preset expansion coefficient to expand the base ignition energy to the corrected ignition energy. Alternatively, the expansion coefficient is a fixed value, which may be 102% by way of example. Optionally, the expansion coefficient may be further determined by starting to detect that the misfire rate is greater than the preset misfire threshold, and making the expansion coefficient and the correction times form a negative correlation, which may be understood that as the correction times of the basic ignition energy are greater, the degree of expanding the basic ignition energy is higher, so that the corrected basic ignition energy gradually approaches the ignition energy capable of meeting the requirement of the combustion mode, and thus the possibility that the expanded basic ignition energy is greater than the required ignition energy, resulting in waste of the ignition energy can be reduced. Illustratively, when the misfire rate is detected to be greater than the preset misfire preset beginning, the expansion coefficient for correcting the base ignition energy for the first time is 103%, the expansion coefficient for correcting the base ignition energy for the second time is 102%, and the expansion coefficient for correcting the base ignition energy for the third time is 101%.
In some embodiments, as shown in fig. 3, fig. 3 provides a flow chart of another optimization method of ignition energy of an engine of a vehicle, which differs from the optimization method provided in fig. 1 in that the corrected base ignition energy in step S103 in fig. 1 is corrected to include:
step S301, a correction coefficient is determined based on the misfire rate.
It is understood that the magnitude of the correction coefficient is determined according to the degree of stability of combustion of the engine so that the correction coefficient and the misfire rate are in positive correlation, i.e., the more serious the combustion instability phenomenon of the engine, the larger the correction coefficient is, so that the degree of increase of the base ignition energy is adapted to the misfire rate.
Step S302, the base ignition energy is multiplied by the correction coefficient to obtain the corrected ignition energy.
By multiplying the base ignition energy by a correction coefficient that has a positive correlation with the misfire rate to obtain the corrected ignition energy, it is possible to make the corrected ignition energy approach a size that can satisfy the combustion mode more quickly and reduce the possibility that the corrected ignition energy is excessively large, causing the ignition energy to be excessively large.
In some embodiments, as shown in fig. 4, fig. 4 provides a flow chart of another optimization method of ignition energy of an engine of a vehicle, which differs from the optimization method shown in fig. 3 in that, before step S102 in fig. 3, the optimization method further includes:
s105, acquiring the load of the engine and determining whether the combustion mode of the engine is an ignition mode or a compression ignition mode based on the rotating speed and the load.
It will be appreciated that the engine is a compression ignition engine and that in order to enable the engine to be adapted to different operating conditions, the combustion mode of the engine can be switched between ignition and compression ignition, in particular the combustion process of compression ignition comprises: firstly, igniting part of fuel in the cylinder through an ignition device, forming a flame kernel through the ignited fuel so as to heat the fuel which is not ignited, and finally, integrally compressing the fuel which is not ignited in the cylinder through a piston; the ignition process includes: the ignition device is used for igniting all the oil-gas mixtures in the cylinder, and the combustion mode of the engine can be switched between the ignition compression ignition mode and the ignition mode through the valve timing of the engine, the excess air coefficient, the working mode of the oil injection device and other engine parameters. The method comprises the steps that an engine determines a combustion mode to be operated according to rotation speed and load, specifically, a corresponding relation table of the rotation speed and load and the combustion mode is stored in a control system of the engine, the corresponding relation table is divided into an ignition section and an ignition compression ignition section according to the difference of the rotation speed and the load, and when a working condition point corresponding to the rotation speed and the load of the engine is located in the ignition section of the corresponding relation table, the control system of the engine controls the combustion mode of the engine to be the ignition mode; and when the working point corresponding to the rotating speed and the load of the engine is positioned in the ignition compression ignition region of the corresponding relation table, controlling the combustion mode of the engine to be the ignition compression ignition mode.
Meanwhile, the correction coefficients include a misfire correction coefficient and a combustion mode correction coefficient, as shown in fig. 4, the optimization method differs from the optimization method shown in fig. 3 in that step S301 in fig. 3 includes:
step S401, determining a misfire correction coefficient based on the misfire rate.
It is understood that the magnitude of the misfire correction coefficient is determined according to the degree of stability of combustion of the engine so that the misfire correction coefficient and the misfire rate are in positive correlation, i.e., the more serious the combustion instability phenomenon of the engine, the larger the misfire correction coefficient, so that the degree of increase of the base ignition energy is adapted to the misfire rate.
Step S402, determining a mode correction coefficient based on the combustion mode.
Specifically, the mode correction coefficient is determined to be a first coefficient in a state where the combustion mode is the ignition mode, and is determined to be a second coefficient in a state where the combustion mode is the ignition compression mode, wherein the second coefficient is larger than the first coefficient. It can be understood that the excess air ratio is smaller in the ignition mode, the required ignition energy is smaller, the excess air ratio is larger in the ignition compression ignition mode, the lean combustion or the ultra lean combustion is realized, the larger ignition energy is required, and the mode correction coefficient is determined to be a larger coefficient when the combustion mode is determined to be the ignition compression ignition mode, so that the ignition energy is increased more quickly in the ignition compression ignition mode, and the ignition energy meets the requirement of stable combustion more quickly.
Step S403, multiplying the misfire correction coefficient by the combustion mode correction coefficient to obtain a correction coefficient.
It will be appreciated that in addition to taking into account the degree of combustion stability of the engine itself when determining the correction factor, it is desirable to have an effect on the required ignition energy in accordance with the combustion mode so that the boost in ignition energy is more consistent with the engine's requirements in the case where the engine is a compression ignition engine.
In some embodiments, as shown in fig. 5, fig. 5 provides a flow chart of another optimization method of ignition energy of an engine of a vehicle, which differs from the optimization method shown in fig. 1 in that step S103 in fig. 1 includes:
step S501, the base ignition energy is increased to obtain the corrected ignition energy.
It is understood that attempting to increase the base ignition energy upon detection of combustion instability of the engine results in a corrected ignition energy.
In step S502, in a state where the corrected ignition energy is larger than the energy threshold, the energy threshold is determined as the corrected ignition energy.
Specifically, after the corrected ignition energy is obtained, whether the corrected ignition energy is larger than an energy threshold value is judged, the corrected ignition energy is maintained unchanged under the condition that the obtained corrected ignition energy is not larger than the energy threshold value, and under the condition that the obtained corrected ignition energy is larger than the energy threshold value, the energy threshold value is updated to be the corrected ignition energy, so that the corrected ignition energy is not larger than the energy threshold value, the energy waste caused by the overlarge ignition energy is reduced, and meanwhile, the possibility of engine overheating caused by the overlarge ignition energy and engine failure can be reduced.
Step S503, the corrected ignition energy is updated to the base ignition energy.
Optionally, as shown in fig. 5, after step S502, the optimization method further includes:
step S504, reducing the excess air ratio of the engine.
It is understood that in a state where the stable combustion degree of the engine cannot be satisfied by raising the ignition energy, the stable combustion degree of the engine is satisfied by the adjustment of other systems of the engine, specifically, the concentration of the fuel in the fuel mixture in the cylinder is increased by reducing the excess air ratio of the engine, so that the mixture is more easily ignited. Wherein the excess air ratio may be reduced by reducing the intake air amount of the engine, for example, by reducing the throttle opening or by reducing the advance angle of the intake valve opening, and may be reduced by increasing the injection amount, for example, by extending the duration of injection.
In some embodiments, the combustion data includes: intake air temperature, intake valve temperature, and valve timing data. As shown in fig. 6, fig. 6 provides a flowchart of another optimization method of ignition energy of an engine of a vehicle, which differs from the optimization method shown in fig. 1 in that step S102 in fig. 1 includes:
step S601, intake air temperature, intake valve temperature, excess air ratio, and valve timing data.
Step S602, determining an estimated exhaust temperature based on the intake air temperature and the excess air ratio.
It should be noted that the estimated exhaust temperature may be calculated by any method, and for example, the heat that can be generated by all the fuel oil entering the cylinder to participate in combustion may be determined according to the excess air ratio, then the specific heat capacity of the combustion exhaust gas is determined, the post-combustion elevated temperature is obtained according to the heat and the specific heat capacity, and the estimated exhaust temperature is obtained by adding the intake air temperature and the elevated temperature; the exhaust temperature may also be calibrated by the intake air temperature and the excess air ratio, for example, such that the estimated exhaust temperature is obtained based on the calibrated table calibration and the intake air temperature and the excess air ratio.
Step S603, determining an in-cylinder estimated temperature based on the rotational speed of the engine, the intake air temperature, the intake air valve temperature, the valve timing data, and the estimated schedule temperature.
Specifically, the in-cylinder estimated temperature may be determined by any method, and by way of example, the overlap time of opening of the intake valve and the exhaust valve is determined by the valve overlap angle in the engine speed and the valve timing data, and the in-cylinder initial temperature after heat exchange is performed between the intake valve temperature and the exhaust estimated temperature in the overlap time is determined, then the heat obtained after the fuel is completely involved in combustion is determined by the excess air coefficient, and the elevated temperature is obtained, and the in-cylinder initial temperature and the elevated temperature are added to obtain the in-cylinder estimated temperature; the method comprises the steps of obtaining an in-cylinder prediction coefficient through a neural network, inputting the rotating speed, the air inlet temperature, the air inlet valve temperature, the air distribution timing data and the predicted exhaust temperature of an engine into the neural network model, training the neural network model based on the corresponding actual exhaust temperature, and accordingly estimating the exhaust temperature according to the trained neural network model.
Step S604, the engine is controlled to ignite with basic ignition energy and the actual temperature in the cylinder is obtained.
That is, the in-cylinder actual temperature is acquired from the temperature sensor after the engine is ignited.
Step S605, under the state that the actual temperature in the cylinder is smaller than the estimated temperature in the cylinder, determining that the engine is in a combustion instability state, and determining the misfire rate based on the difference value between the actual temperature in the cylinder and the estimated temperature in the cylinder.
Specifically, when the actual temperature in the cylinder is lower than the estimated temperature in the cylinder, it is determined that the fuel oil entering the cylinder is not completely converted into heat energy by combustion, at this time, it is determined that the engine is in a combustion unstable state, and the misfire rate is determined according to the difference between the actual temperature in the cylinder and the estimated temperature in the cylinder, the larger the difference is, which means that the more fuel oil is not converted into heat energy by combustion, the larger the misfire rate of the engine is, that is, the misfire rate and the difference between the actual temperature in the cylinder and the estimated temperature in the cylinder are in positive correlation.
The embodiment of the invention also provides an optimizing system of ignition energy of an engine of a vehicle, as shown in fig. 7, the optimizing system comprises: an acquisition module 100 and a processing module 200. The acquisition module 100 is used to acquire the voltage of the battery of the vehicle and the rotational speed of the engine. The processing module 200 is configured to determine a base ignition energy corresponding to the rotational speed. The processing module 200 is also used to control the engine to fire at the base firing energy. The acquisition module 100 is also configured to acquire combustion data of the engine. The processing module 200 is also configured to determine a misfire rate of the engine based on the combustion data. The processing module 200 is further configured to increase the base ignition energy to obtain a modified ignition energy and update the modified ignition energy to the base ignition energy, wherein the modified ignition energy is not less than the base ignition energy.
In some embodiments, as shown in FIG. 7, the control module 200 is further configured to multiply the base ignition energy by a preset expansion coefficient to obtain a modified ignition energy. In some embodiments, as shown in FIG. 7, the control module 200 is also configured to determine a correction factor based on the misfire rate. The control module 200 is also configured to multiply the base ignition energy by a correction factor to obtain a corrected ignition energy. In some embodiments, as shown in FIG. 7, the acquisition module 100 is also used to acquire the load of the engine and is based on the speed and load. The processing module 200 is also operable to determine whether the combustion mode of the engine is an ignition mode or an ignition compression ignition mode. The processing module 200 is also operable to determine a misfire correction coefficient based on the misfire rate. The processing module 200 is also configured to determine a mode correction factor based on the combustion mode. The processing module 200 is also operable to multiply the misfire correction coefficient by the combustion mode correction coefficient to obtain a correction coefficient.
In some embodiments, as shown in FIG. 7, the processing module 200 is also configured to increase the base ignition energy to obtain a modified ignition energy. The processing module 200 is further configured to determine the energy threshold as the modified ignition energy in a state where the modified ignition energy is greater than the energy threshold. The processing module 200 is also configured to update the modified ignition energy to the base ignition energy. The processing module 200 is also used to reduce the excess air ratio of the engine.
In some embodiments, the acquisition module 100 is also configured to acquire intake air temperature, intake valve temperature, excess air ratio, and valve timing data, as shown in FIG. 7. The processing module 200 is also configured to determine an estimated exhaust temperature based on the intake air temperature and the excess air ratio. The processing module 200 is also configured to determine an in-cylinder predicted temperature based on the rotational speed of the engine, the intake air temperature, the intake valve temperature, the valve timing data, and the predicted schedule temperature. The processing module 200 is also used to control the engine to fire at the base firing energy and to obtain the actual in-cylinder temperature. The processing module 200 is further configured to determine that the engine is in a combustion unstable state in a state in which the in-cylinder actual temperature is less than the in-cylinder estimated temperature, and determine the misfire rate based on a difference between the in-cylinder actual temperature and the in-cylinder estimated temperature.
The foregoing description is only of the preferred embodiments of the present invention, and is not intended to limit the scope of the present invention.
Claims (9)
1. A method of optimizing ignition energy of an engine of a vehicle, the method comprising:
acquiring the voltage of a storage battery of the vehicle and the rotating speed of the engine, and determining basic ignition energy corresponding to the rotating speed, wherein the basic ignition energy is the ignition energy of an ignition device;
controlling the engine to ignite with the basic ignition energy and acquiring combustion data of the engine and determining a misfire rate of the engine based on the combustion data;
correcting the basic ignition energy to obtain corrected ignition energy and updating the corrected ignition energy into basic ignition energy in a state that the misfire rate is larger than a preset misfire threshold value, wherein the corrected ignition energy is not smaller than the basic ignition energy;
repeating the controlling the engine to ignite with the basic ignition energy, acquiring combustion data of the engine, determining a misfire rate of the engine based on the combustion data, correcting the basic ignition energy to obtain corrected ignition energy in a state that the misfire rate is larger than a preset misfire threshold value, and updating the corrected ignition energy to be the basic ignition energy until the misfire rate is not larger than the misfire threshold value;
wherein said modifying said base ignition energy to obtain a modified ignition energy and updating said modified ignition energy to said base ignition energy comprises:
increasing the base ignition energy to obtain corrected ignition energy;
determining the energy threshold as the modified ignition energy in a state in which the modified ignition energy is greater than the energy threshold;
updating the corrected ignition energy to the base ignition energy.
2. The optimization method of claim 1, wherein said modifying said base ignition energy to obtain a modified ignition energy comprises:
multiplying the base ignition energy by a preset expansion coefficient to obtain the corrected ignition energy.
3. The optimization method of claim 1, wherein said modifying said base ignition energy to obtain a modified ignition energy comprises:
determining a correction coefficient based on the misfire rate, the correction coefficient having a positive correlation with the misfire rate;
multiplying the base ignition energy by the correction coefficient to obtain the corrected ignition energy.
4. The optimization method of claim 3, wherein said controlling said engine prior to ignition at said base ignition energy, said optimization method further comprises:
acquiring a load of the engine and determining whether a combustion mode of the engine is an ignition mode or an ignition compression ignition mode based on the rotational speed and the load;
the correction coefficient includes: a misfire correction coefficient and a combustion mode correction coefficient, the misfire rate determination correction coefficient including:
determining a misfire correction coefficient based on the misfire rate, the misfire correction coefficient having a positive correlation with the misfire rate;
determining a mode correction coefficient based on the combustion mode, wherein the mode correction coefficient is determined to be a first coefficient in a state in which the combustion mode is an ignition mode, the mode correction coefficient is determined to be a second coefficient in a state in which the combustion mode is an ignition compression ignition mode, and the second coefficient is greater than the first coefficient;
multiplying the misfire correction coefficient by the combustion mode correction coefficient to obtain the correction coefficient.
5. The optimizing method according to claim 1, characterized in that, after the energy threshold is determined as the corrected ignition energy in a state where the corrected ignition energy is larger than the energy threshold, the optimizing method further comprises:
reducing the excess air ratio of the engine.
6. The optimization method of claim 1, wherein the combustion data comprises: controlling the engine to ignite at the base ignition energy and obtain combustion data of the engine and determining a misfire rate of the engine based on the combustion data includes:
acquiring the air inlet temperature, the air inlet valve temperature and the air distribution timing data;
determining an estimated exhaust temperature based on the intake air temperature and the excess air ratio;
determining an in-cylinder predicted temperature based on a rotational speed of the engine, the intake air temperature, the intake valve temperature, valve timing data, and the predicted exhaust gas temperature;
controlling the engine to ignite with the basic ignition energy and acquiring the actual temperature in the cylinder;
and determining that the engine is in a combustion instability state in a state that the actual temperature in the cylinder is smaller than the estimated temperature in the cylinder, and determining the misfire rate based on a difference value between the actual temperature in the cylinder and the estimated temperature in the cylinder, wherein the misfire rate and an absolute value of the difference value are in positive correlation.
7. An optimization system of ignition energy of an engine of a vehicle, characterized in that the optimization system is adapted to perform the optimization method of any one of claims 1 to 6, the optimization system comprising:
an acquisition module for acquiring a voltage of a battery of the vehicle and a rotational speed of the engine;
the processing module is used for determining basic ignition energy corresponding to the rotating speed;
the processing module is further used for controlling the engine to ignite with the basic ignition energy;
the acquisition module is also used for acquiring combustion data of the engine;
the processing module is further configured to determine a misfire rate of the engine based on the combustion data;
the processing module is further configured to increase the base ignition energy to obtain corrected ignition energy and update the corrected ignition energy to the base ignition energy when the misfire rate is greater than a preset misfire threshold.
8. The optimization system of claim 7 wherein said processing module is further configured to multiply said base ignition energy by a preset expansion factor to obtain said modified ignition energy.
9. The optimization system of claim 7, wherein the processing module is further configured to determine a correction factor based on the misfire rate, the correction factor being in positive correlation with the misfire rate; the processing module is further configured to multiply the base ignition energy by the correction coefficient to obtain the corrected ignition energy.
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