CN115143010B - Engine control method, engine control device, processor and vehicle - Google Patents

Engine control method, engine control device, processor and vehicle Download PDF

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Publication number
CN115143010B
CN115143010B CN202210841872.5A CN202210841872A CN115143010B CN 115143010 B CN115143010 B CN 115143010B CN 202210841872 A CN202210841872 A CN 202210841872A CN 115143010 B CN115143010 B CN 115143010B
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China
Prior art keywords
target
ignition
target cylinder
cylinder
ecu
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CN202210841872.5A
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CN115143010A (en
Inventor
曹石
张雷波
李春燕
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Weichai Power Co Ltd
Weifang Weichai Power Technology Co Ltd
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Weichai Power Co Ltd
Weifang Weichai Power Technology Co Ltd
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Priority to CN202210841872.5A priority Critical patent/CN115143010B/en
Publication of CN115143010A publication Critical patent/CN115143010A/en
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Classifications

    • 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
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/152—Digital data processing dependent on pinking
    • 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

Abstract

The application provides a control method, a control device, a processor and a vehicle of an engine, wherein the control method comprises the following steps: the first ECU receives knock signals of all target cylinders in a first target cylinder group acquired by a first knock sensor, calculates target ignition parameters of corresponding target cylinders according to the knock signals, and performs ignition control on the corresponding target cylinders according to the target ignition parameters; the second ECU receives the knocking signals of all target cylinders in the second target cylinder group acquired by the second knocking sensor, calculates target ignition parameters of corresponding target cylinders according to the knocking signals, and performs ignition control on the corresponding target cylinders according to the target ignition parameters, so that the problem of high cost caused by the fact that the engine is knocked and ignition controlled by replacing an electronic control unit with the same driving pins as the total cylinders of the engine in the prior art is solved.

Description

Engine control method, engine control device, processor and vehicle
Technical Field
The present application relates to the field of engine control, and more particularly, to an engine control method, an engine control device, a computer-readable storage medium, a processor, and a vehicle.
Background
In general, an ignition engine outputs an ignition drive signal via an ECU (electronic control unit Electronic Control Unit, abbreviated as ECU) to control an ignition coil to operate, thereby performing ignition control of a plurality of cylinders of the engine. Typically, one drive pin of the ECU controls one ignition coil and, in accordance with the corresponding firing sequence of the engine, a plurality of cylinders of the engine are controlled to fire.
When the number of driving pins of a single ECU is smaller than the total number of cylinders of the engine, the single ECU cannot control the normal operation of the engine due to the resource limitation of the driving pins of the ECU. Meanwhile, on the premise of knock control of the engine, knock signals of a plurality of cylinders of the engine are acquired, but the knock signals of each cylinder of the engine are closely related to combustion work (namely ignition driving), so that the engine ignition is considered and meanwhile, the acquisition and control of the knock signals of the engine are also required.
Where the number of drive pins of a single ECU is less than the total number of cylinders of the engine, it is common in the art to replace the ECU with the same number of drive pins as the total number of cylinders of the engine. However, the ECU with a sufficient number of drive pins is developed, and not only the development cycle is long, but also the development cost is relatively high.
The above information disclosed in the background section is only for enhancement of understanding of the background art from the technology described herein and, therefore, may contain some information that does not form the prior art that is already known in the country to a person of ordinary skill in the art.
Disclosure of Invention
The application mainly aims to provide a control method, a control device, a computer readable storage medium, a processor and a vehicle for an engine, so as to solve the problem of higher cost caused by the fact that an electronic control unit with the same number of driving pins as the total cylinders of the engine is replaced to perform knocking and ignition control on the engine in the prior art.
According to an aspect of an embodiment of the present application, there is provided a control method of an engine, a vehicle including an engine, a first ECU, and a second ECU, the engine including two target cylinder groups and two knock sensors, the two target cylinder groups being a first target cylinder group and a second target cylinder group, respectively, the two knock sensors being a first knock sensor and a second knock sensor, respectively, the first ECU being electrically connected with the first knock sensor, the second ECU being electrically connected with the second knock sensor, the control method comprising: the first ECU receives knock signals of all target cylinders in the first target cylinder group acquired by the first knock sensor, calculates target ignition parameters of the corresponding target cylinders according to a plurality of knock signals, and performs ignition control on the corresponding target cylinders according to the target ignition parameters; the second ECU receives the knocking signals of each target cylinder in the second target cylinder group acquired by the second knocking sensor, calculates the target ignition parameters of the corresponding target cylinders according to a plurality of knocking signals, and performs ignition control on the corresponding target cylinders according to the target ignition parameters, wherein the target ignition parameters comprise target ignition time and target ignition advance angle.
Optionally, before the first ECU receives knock signals of each target cylinder in the first target cylinder group acquired by the first knock sensor, calculates target ignition parameters of the corresponding target cylinders according to a plurality of knock signals, and performs ignition control on the corresponding target cylinders according to the target ignition parameters, the control method further includes: and the first ECU controls each target cylinder in the first target cylinder group to perform ignition according to preset ignition parameters, wherein the preset ignition parameters comprise preset ignition time and preset ignition advance angle.
Optionally, before the second ECU receives the knock signals of each of the target cylinders in the second target cylinder group acquired by the second knock sensor, calculates the target ignition parameters of the corresponding target cylinders according to a plurality of knock signals, and performs ignition control on the corresponding target cylinders according to the target ignition parameters, the control method further includes: and the second ECU controls each target cylinder in the second target cylinder group to perform ignition according to preset ignition parameters, wherein the preset ignition parameters comprise preset ignition time and preset ignition advance angle.
Optionally, the first ECU calculates target ignition parameters of the corresponding target cylinders according to a plurality of knock signals, including: determining an adjustment amount of an ignition time and a retard amount of an ignition advance angle of each target cylinder in the first target cylinder group according to knock signals of each target cylinder; calculating a target ignition time of each target cylinder according to the preset ignition time of each target cylinder and the adjustment amount of the ignition time, and calculating a target ignition advance angle of each target cylinder according to the preset ignition advance angle of each target cylinder and the retardation amount of the ignition advance angle.
Optionally, the second ECU calculates the target ignition parameters of the corresponding target cylinders according to a plurality of knock signals, including: determining an adjustment amount of an ignition time and a retard amount of an ignition advance angle of each target cylinder in the second target cylinder group according to knock signals of each target cylinder; calculating a target ignition time of each target cylinder according to the preset ignition time of each target cylinder and the adjustment amount of the ignition time, and calculating a target ignition advance angle of each target cylinder according to the preset ignition advance angle of each target cylinder and the retardation amount of the ignition advance angle.
Optionally, the first target cylinder group includes a first target cylinder, a second target cylinder, a third target cylinder and a fourth target cylinder which are sequentially arranged, according to the ignition sequence of the engine, the first target cylinder and the second target cylinder are spaced by a first preset angle, the second target cylinder and the fourth target cylinder are spaced by a second preset angle, and the fourth target cylinder and the third target cylinder are spaced by the first preset angle, wherein the first preset angle is 180 degrees, and the second preset angle is 90 degrees.
Optionally, the first target cylinder group includes a first target cylinder, a second target cylinder, a third target cylinder and a fourth target cylinder which are sequentially arranged, according to the ignition sequence of the engine, the first target cylinder and the second target cylinder are separated by a first preset angle, the second target cylinder and the fourth target cylinder are separated by a second preset angle, the third target cylinder and the fourth target cylinder are separated by the first preset angle, wherein the first preset angle is 180 °, the second preset angle is 90 °, and the third preset angle is 270 °.
Optionally, the first ECU and the second ECU each operate in an 8-cylinder driving mode, the first ECU does not drive each of the target cylinders in the second target cylinder group by a cylinder deactivation manner, and the second ECU does not drive each of the target cylinders in the first target cylinder group by the cylinder deactivation manner.
According to another aspect of the embodiment of the present invention, there is also provided a control device of an engine, the vehicle including an engine, a first ECU and a second ECU, the engine including two target cylinder groups and two knock sensors, the two target cylinder groups being a first target cylinder group and a second target cylinder group, respectively, the two knock sensors being a first knock sensor and a second knock sensor, respectively, the first ECU being electrically connected with the first knock sensor, the second ECU being electrically connected with the second knock sensor, the control device including: the first execution unit is configured to receive knock signals of all target cylinders in the first target cylinder group acquired by the first knock sensor, calculate target ignition parameters of the corresponding target cylinders according to a plurality of knock signals, and perform ignition control on the corresponding target cylinders according to the target ignition parameters; the second execution unit is configured to receive the knock signals of each target cylinder in the second target cylinder group acquired by the second knock sensor, calculate the target ignition parameters of the corresponding target cylinders according to a plurality of knock signals, and perform ignition control on the corresponding target cylinders according to the target ignition parameters, wherein the target ignition parameters comprise target ignition time and target ignition advance angle.
According to still another aspect of the embodiments of the present application, there is also provided a computer-readable storage medium including a stored program, wherein the program executes any one of the control methods.
According to still another aspect of the embodiment of the present application, there is further provided a processor, where the processor is configured to execute a program, and when the program is executed, any one of the control methods is executed.
According to an aspect of the embodiment of the present application, there is also provided a vehicle including a control device of an engine for executing any one of the control methods.
In the method for controlling the engine, the first ECU receives knock signals of the target cylinders in the first target cylinder group sent by the first knock sensor, calculates target ignition parameters of the target cylinders in the first target cylinder group according to the knock signals corresponding to the target cylinders, and performs ignition control on the corresponding target cylinders according to the target ignition parameters; the second ECU receives knock signals of all target cylinders in a second target cylinder group sent by a second knock sensor, calculates target ignition parameters of all target cylinders in the second target cylinder group according to the knock signals corresponding to all target cylinders, and performs ignition control on the corresponding target cylinders according to the target ignition parameters. In the prior art, when the driving pin of a single ECU is smaller than the total cylinder number of an engine, the single ECU cannot control ignition of the engine, and the first ECU and the second ECU are adopted to jointly control ignition and knocking of the engine, so that the ECU with the same driving pin as the total cylinder number of the engine does not need to be replaced, the ECU with the same driving pin as the total cylinder number of the engine does not need to be redeveloped, and meanwhile, control software corresponding to the ECU does not need to be developed, the ignition and knocking control of the engine is realized on the basis of lower cost, and the problem of higher cost caused by the fact that the electronic control unit with the same driving pin number as the total cylinder number of the engine is replaced to control knocking and ignition of the engine in the prior art is solved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application. In the drawings:
FIG. 1 illustrates a flow chart of a method of controlling an engine according to one embodiment of the application;
fig. 2 shows a schematic diagram of a connection structure of a first ECU with a first target cylinder group according to an embodiment of the present application;
fig. 3 shows a schematic diagram of a connection structure of a second ECU with a second target cylinder group according to an embodiment of the present application;
FIG. 4 shows a schematic diagram of a first ECU and a second ECU jointly controlling an engine according to one embodiment of the present application;
fig. 5 shows a schematic structural view of a control device of an engine according to an embodiment of the present application.
Wherein the above figures include the following reference numerals:
10. a first execution unit; 20. a second execution unit; 100. a first ECU; 101. a stitch A; 102. a pin B; 103. a C stitch; 104. a D stitch; 200. a second ECU; 201. e stitch; 202. f, stitch; 203. g stitch; 204. h stitch; 301. a first target cylinder; 302. a second target cylinder; 303. a third target cylinder; 304. a fourth target cylinder; 401. a fifth target cylinder; 402. a sixth target cylinder; 403. a seventh target cylinder; 404. and an eighth target cylinder.
Detailed Description
It should be noted that, without conflict, the embodiments of the present application and features of the embodiments may be combined with each other. The application will be described in detail below with reference to the drawings in connection with embodiments.
In order that those skilled in the art will better understand the present application, a technical solution in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present application without making any inventive effort, shall fall within the scope of the present application.
It should be noted that the terms "first," "second," and the like in the description and the claims of the present application and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate in order to describe the embodiments of the application herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
For convenience of description, the following will describe some terms or terminology involved in the embodiments of the present application:
an ignition coil: the ignition coil is usually provided with a primary coil and a secondary coil, and can convert low voltage on the vehicle into high voltage according to different turns of the coils, and the spark plug releases spark at the moment of ignition to ignite fuel in the cylinder;
relationship of knocking and ignition: when the knock signal of the engine is generally collected by the knock sensor in the corresponding crank angle range during the combustion work (ignition driving) of the corresponding cylinder, the signal is collected only after the combustion work (ignition driving) is carried out, and the corresponding relation is provided; when the knock intensity of a certain cylinder is higher than a preset value, namely the ignition drive advance angle of the cylinder needs to be retarded after knocking occurs, wherein the ignition retard angle is related to the knock intensity, and the ignition drive advance angle finally executed by the controller is obtained by subtracting the knock retard ignition advance angle from the normal ignition advance angle.
As described in the background art, in order to solve the above-mentioned problems, in an exemplary embodiment of the present application, a control method, a control device, a computer-readable storage medium, a processor, and a vehicle for an engine are provided, in which the engine is knocked and ignition controlled by replacing an electronic control unit having the same number of driving pins as the total number of cylinders of the engine, which results in a high cost.
Fig. 1 is a flowchart of a control method of an engine according to an embodiment of the present application. The vehicle includes an engine, a first ECU and a second ECU, the engine includes two target cylinder groups and two knock sensors, the two target cylinder groups are a first target cylinder group and a second target cylinder group, the two knock sensors are a first knock sensor and a second knock sensor, the first ECU is electrically connected with the first knock sensor, the second ECU is electrically connected with the second knock sensor, as shown in fig. 1, the control method includes:
step S101, the first ECU receives knock signals of all target cylinders in the first target cylinder group acquired by the first knock sensor, calculates target ignition parameters of the corresponding target cylinders according to a plurality of knock signals, and performs ignition control on the corresponding target cylinders according to the target ignition parameters;
step S102, the second ECU receives the knock signals of the target cylinders in the second target cylinder group acquired by the second knock sensor, calculates the target ignition parameters of the corresponding target cylinders according to the knock signals, and performs ignition control on the corresponding target cylinders according to the target ignition parameters, where the target ignition parameters include a target ignition time and a target ignition advance angle.
In the engine control method, the first ECU receives knock signals of the target cylinders in the first target cylinder group sent by the first knock sensor, calculates target ignition parameters of the target cylinders in the first target cylinder group according to the knock signals corresponding to the target cylinders, and performs ignition control on the corresponding target cylinders according to the target ignition parameters; the second ECU receives knock signals of the target cylinders in the second target cylinder group sent by the second knock sensor, calculates target ignition parameters of the target cylinders in the second target cylinder group according to the knock signals corresponding to the target cylinders, and performs ignition control on the corresponding target cylinders according to the target ignition parameters. In the prior art, when the driving pin of a single ECU is smaller than the total cylinder number of an engine, the single ECU cannot control ignition of the engine, and the first ECU and the second ECU are adopted to jointly control ignition and knocking of the engine, so that the ECU with the same driving pin as the total cylinder number of the engine does not need to be replaced, the ECU with the same driving pin as the total cylinder number of the engine does not need to be redeveloped, and meanwhile, control software corresponding to the ECU does not need to be developed, the ignition and knocking control of the engine is realized on the basis of lower cost, and the problem of higher cost caused by the fact that the electronic control unit with the same driving pin number as the total cylinder number of the engine is replaced to control knocking and ignition of the engine in the prior art is solved.
Specifically, the target ignition time is a charging time of an ignition coil of the engine.
Specifically, the ignition-related parameters of the engine are not limited to the target ignition timing and the target ignition advance angle, and may include other parameters related to engine ignition.
Specifically, in practical application, the engine may further include two or more knock sensors. In the application, the engine comprises two knock sensors, so that the cost is low, the knock signals of corresponding cylinders are collected, and the knock control of the engine is further realized.
Specifically, the first target cylinder group and the second target cylinder group each include a plurality of target cylinders.
Specifically, each target cylinder of the above engine corresponds to one knock signal.
In an actual application process, when the knock signal of the engine is generally collected by the knock sensor in the corresponding crank angle range when the corresponding target cylinder performs combustion work, that is, the knock signal can be collected only after the corresponding target cylinder performs combustion work, so in order to facilitate subsequent knock control on each target cylinder of the engine, in one embodiment of the present application, the first ECU receives the knock signal of each target cylinder in the first target cylinder group collected by the first knock sensor, calculates the target ignition parameter of the corresponding target cylinder according to the knock signals, and before performing ignition control on the corresponding target cylinder according to the target ignition parameter, the control method further includes: the first ECU controls each target cylinder in the first target cylinder group to perform ignition according to preset ignition parameters, wherein the preset ignition parameters comprise preset ignition time and preset ignition advance angle.
Specifically, the preset ignition time and the preset ignition advance angle are preset ignition time and ignition advance angle of the engine under the condition that the engine is first ignited. After the engine is ignited for the first time, the knock sensor can collect the corresponding knock signal, and then the first ECU can adjust the ignition time and the ignition advance angle of the corresponding target cylinder according to the received knock signal corresponding to each target cylinder to obtain the target ignition time and the target ignition advance angle, so that the first ECU performs ignition control according to the target ignition time and the target ignition advance angle, ignition and knock control of the engine are further ensured to be accurate, and the engine is further ensured to be safer.
In another embodiment of the present application, before the second ECU receives the knock signals of each of the target cylinders in the second target cylinder group acquired by the second knock sensor, calculates the target ignition parameters of the corresponding target cylinders according to a plurality of the knock signals, and performs ignition control on the corresponding target cylinders according to the target ignition parameters, the control method further includes: the second ECU controls each target cylinder in the second target cylinder group to perform ignition according to preset ignition parameters, wherein the preset ignition parameters comprise preset ignition time and preset ignition advance angle, the subsequent second ECU can update the preset ignition time and the preset ignition advance angle according to knock signals corresponding to each target cylinder in the second target cylinder group sent by the second knock sensor to obtain the target ignition time and the target ignition advance angle, so that the ignition and knock control of the engine are further accurate, and the engine is further ensured to be safer.
In order to ensure that the calculation amount of the ECU is small and that the method for calculating the target ignition time and the target ignition advance angle is simple, according to still another embodiment of the present application, the first ECU calculates the target ignition parameters of the corresponding target cylinder according to the knock signals, including: determining an adjustment amount of an ignition timing and a retard amount of an ignition advance angle of each target cylinder in the first target cylinder group based on knock signals of each target cylinder; calculating a target ignition time of each target cylinder according to the preset ignition time and the adjustment amount of the ignition time of each target cylinder, and calculating a target ignition advance angle of each target cylinder according to the preset ignition advance angle of each target cylinder and the retardation amount of the ignition advance angle.
In still another embodiment of the present application, the second ECU calculates the target ignition parameter of the corresponding target cylinder based on a plurality of knock signals, including: determining an adjustment amount of an ignition timing and a retard amount of an ignition advance angle of each target cylinder in the second target cylinder group based on knock signals of each target cylinder; calculating a target ignition time of each target cylinder according to the preset ignition time and the adjustment amount of the ignition time of each target cylinder, and calculating a target ignition advance angle of each target cylinder according to the preset ignition advance angle and the retardation amount of the ignition advance angle of each target cylinder. In this embodiment, according to knock signals of the target cylinders of the second target cylinder group sent by the second knock sensor, the second ECU determines an adjustment amount of the ignition time and a retardation amount of the ignition advance angle of the corresponding target cylinder, and adjusts the preset ignition time according to the preset ignition time and the adjustment amount of the ignition time of the corresponding target cylinder, so as to obtain the target ignition time; and calculating the target ignition advance angle according to the preset ignition advance angle and the retardation of the ignition advance angle of the corresponding target cylinder, so that the method for obtaining the target ignition time and the target ignition advance angle is simpler, and the calculated amount of the second ECU is smaller.
Specifically, after the first ECU and the second ECU control ignition of the corresponding target cylinder according to the target ignition time and the target ignition parameter, the first ECU and the second ECU may further continue to receive the plurality of knock signals sent by the corresponding knock sensor, and continue to update the target ignition time and the target ignition advance angle of the corresponding target cylinder according to the knock signal of the corresponding target cylinder, so as to control the corresponding target cylinder to perform ignition according to the updated target ignition time and target ignition advance angle until the engine stops running.
In a specific embodiment of the present application, for an in-line 8 cylinder engine, the cylinders of interest are arranged in the order of 1, 2, 3, 4, 5, 6, 7, and 8. In order to facilitate the first knock sensor to collect knock signals of each target cylinder in the first target cylinder group in practical application and wiring, in a specific embodiment of the present application, each of the above target cylinders of the engine is divided into the first target cylinder group and the second target cylinder group according to practical arrangement (i.e., arrangement in which 8 cylinders of the engine are divided into two rows).
Specifically, the first target cylinder group includes a first target cylinder, a second target cylinder, a third target cylinder, and a fourth target cylinder, which are sequentially arranged. For example, the four cylinders in the first target cylinder group have cylinder numbers 1, 2, 3, and 4, and the first target cylinder (1 cylinder) and the second target cylinder (2 cylinder) are spaced apart by a first predetermined angle, the second target cylinder (2 cylinder) and the fourth target cylinder (4 cylinder) are spaced apart by a second predetermined angle, and the fourth target cylinder (4 cylinder) and the third target cylinder (3 cylinder) are spaced apart by the first predetermined angle in the firing order 1- >6- >2- >4- >8- >3- >7- >5 of the engine, wherein the first predetermined angle is 180 ° and the second predetermined angle is 90 °.
Specifically, the second target cylinder group includes a fifth target cylinder, a sixth target cylinder, a seventh target cylinder, and an eighth target cylinder, which are sequentially arranged. For example, the four cylinders in the second target cylinder group have cylinder numbers 5, 6, 7 and 8, and the sixth target cylinder (6 cylinder) and the eighth target cylinder (8 cylinder) are spaced apart by a third predetermined angle, the eighth target cylinder (8 cylinder) and the seventh target cylinder (7 cylinder) are spaced apart by a first predetermined angle, and the seventh target cylinder (7 cylinder) and the fifth target cylinder (5 cylinder) are spaced apart by a second predetermined angle in the firing order 1- >6- >2- >4- >8- >3- >7- >5 of the engine, wherein the first predetermined angle is 180 °, the second predetermined angle is 90 °, and the third predetermined angle is 270 °.
In another embodiment of the present application, as shown in fig. 2, the first ECU100 has four driving pins, namely, a pin 101, B pin 102, C pin 103, and D pin 104, respectively, and the first target cylinder group includes four target cylinders, namely, a first target cylinder 301, a second target cylinder 302, a third target cylinder 303, and a fourth target cylinder 304, respectively. Specifically, the a pin 101 of the first ECU is electrically connected to the first target cylinder 301, the B pin 102 is electrically connected to the second target cylinder 302, the C pin 103 is electrically connected to the third target cylinder 303, and the D pin 104 is electrically connected to the fourth target cylinder 304. And the first ECU performs ignition control on each target cylinder in the first target cylinder group by adopting a mode of software cylinder deactivation according to the ignition sequence through corresponding interval angles.
In another embodiment of the present application, as shown in fig. 3, the second ECU200 has four driving pins, namely, an E pin 201, an F pin 202, a G pin 203, and an H pin 204, and the second target cylinder group includes four target cylinders, namely, a fifth target cylinder 401, a sixth target cylinder 402, a seventh target cylinder 403, and an eighth target cylinder 404. Specifically, the E-pin 201 of the second ECU is electrically connected to the fifth target cylinder 401, the F-pin 202 is electrically connected to the sixth target cylinder 402, the G-pin 203 is electrically connected to the seventh target cylinder 403, and the H-pin 204 is electrically connected to the eighth target cylinder 404. And the second ECU performs ignition control on each target cylinder in the first target cylinder group in a mode of software cylinder deactivation according to the ignition time sequence through the corresponding interval angle.
In one embodiment of the present application, each of the target cylinders in the first target cylinder group is controlled by a first ECU, and each of the target cylinders in the second target cylinder group is controlled by a second ECU, so that when the first ECU and the second ECU are both operated in the 8-cylinder driving mode, the first ECU does not drive each of the target cylinders in the second target cylinder group by the cylinder deactivation method, and the second ECU does not drive each of the target cylinders in the first target cylinder group by the cylinder deactivation method.
In a specific embodiment of the present application, as shown in FIG. 4, for example, an in-line 8-cylinder engine, a single duty cycle crankshafts two revolutions, corresponding to 720 degrees of crank angle. According to the ignition sequence of the in-line 8-cylinder engine, two adjacent target cylinders are separated by 90 degrees to perform combustion work. The first ECU has a pin a electrically connected to the 1 cylinder (first target cylinder), a pin B electrically connected to the 2 cylinder (second target cylinder), a pin C electrically connected to the 3 cylinder (third target cylinder) and a pin D electrically connected to the 4 cylinder (fourth target cylinder). The second ECU has the E pin electrically connected to the 5 cylinders (fifth target cylinders), the F pin electrically connected to the 6 cylinders (sixth target cylinders), the G pin electrically connected to the 7 cylinders (seventh target cylinders) and the H pin electrically connected to the 8 cylinders (eighth target cylinders). The first ECU and the second ECU are in an 8-cylinder driving mode, and after the pin A of the first ECU performs ignition driving on the 1 cylinder, the first ECU performs cylinder deactivation when the first ECU runs to the 6-cylinder ignition through a cylinder deactivation mode because the pin F of the 6 cylinder is electrically connected with the pin F of the second ECU. For the first ECU, after the 1-cylinder ignition is driven, it is necessary to perform 2-cylinder ignition again at an interval of 180 degrees. Similarly, for 4-cylinder ignition driving, the first ECU drives the two cylinders by means of 90-degree interval after 2-cylinder ignition driving; the first ECU drives the 4 cylinders at 180-degree intervals after the ignition of the 3 cylinders. The other 4 cylinders (namely 5 cylinders, 6 cylinders, 7 cylinders and 8 cylinders) are subjected to ignition control by means of software cylinder deactivation. For the second ECU, the second ECU starts driving from 6 cylinders in the firing order, and after the 6 cylinders are fired, the second ECU performs firing control by stopping the cylinders by software by driving 8 cylinders at intervals of 270 degrees, driving 7 cylinders at intervals of 180 degrees, driving 5 cylinders at intervals of 90 degrees, and the remaining 4 cylinders (i.e., 1 cylinder, 2 cylinder, 3 cylinder, and 4 cylinder).
Specifically, the engine described above may be an in-line 8-cylinder engine. Of course, the above engine may be a V-type 8-cylinder engine, and the type of the above engine is not limited in the present application. Specifically, the type of the engine can be flexibly adjusted according to actual application requirements.
The embodiment of the application also provides a control device of the engine, and the control device of the engine can be used for executing the control method for the engine. The following describes a control device of an engine provided by an embodiment of the present application.
Fig. 5 is a schematic structural view of a control device of an engine according to an embodiment of the present application. The vehicle includes an engine including two target cylinder groups, a first target cylinder group and a second target cylinder group, and two knock sensors, a first knock sensor and a second knock sensor, respectively, the first ECU being electrically connected to the first knock sensor, and the second ECU being electrically connected to the second knock sensor, as shown in fig. 5, the control device includes:
A first execution unit 10 configured to receive knock signals of each target cylinder in the first target cylinder group acquired by the first knock sensor, calculate target ignition parameters of the corresponding target cylinder according to a plurality of the knock signals, and perform ignition control on the corresponding target cylinder according to the target ignition parameters;
and a second execution unit 20 configured to receive the knock signals of the respective target cylinders in the second target cylinder group acquired by the second knock sensor, calculate the target ignition parameters of the corresponding target cylinders based on the knock signals, and perform ignition control on the corresponding target cylinders based on the target ignition parameters including a target ignition time and a target ignition advance angle.
In the control device of an engine, the first execution unit is configured to receive knock signals of each target cylinder in the first target cylinder group acquired by the first knock sensor, calculate target ignition parameters of the corresponding target cylinder according to a plurality of knock signals, and perform ignition control on the corresponding target cylinder according to the target ignition parameters; the second execution unit is configured to receive the knock signals of the respective target cylinders in the second target cylinder group acquired by the second knock sensor, calculate the target ignition parameters of the corresponding target cylinders according to the knock signals, and perform ignition control on the corresponding target cylinders according to the target ignition parameters, wherein the target ignition parameters include a target ignition time and a target ignition advance angle. In the prior art, when the driving pin of a single ECU is smaller than the total cylinder number of an engine, the single ECU cannot control ignition of the engine, and the first ECU and the second ECU are adopted to jointly control ignition and knocking of the engine, so that the ECU with the same driving pin as the total cylinder number of the engine does not need to be replaced, the ECU with the same driving pin as the total cylinder number of the engine does not need to be redeveloped, and meanwhile, control software corresponding to the ECU does not need to be developed, the ignition and knocking control of the engine is realized on the basis of lower cost, and the problem of higher cost caused by the fact that the electronic control unit with the same driving pin number as the total cylinder number of the engine is replaced to control knocking and ignition of the engine in the prior art is solved.
Specifically, the target ignition time is a charging time of an ignition coil of the engine.
Specifically, the ignition-related parameters of the engine are not limited to the target ignition timing and the target ignition advance angle, and may include other parameters related to engine ignition.
Specifically, in practical application, the engine may further include two or more knock sensors. In the application, the engine comprises two knock sensors, so that the cost is low, the knock signals of corresponding cylinders are collected, and the knock control of the engine is further realized.
Specifically, the first target cylinder group and the second target cylinder group each include a plurality of target cylinders.
Specifically, each target cylinder of the above engine corresponds to one knock signal.
In an embodiment of the present application, the control device further includes a first control unit configured to receive, from the first ECU, the knock signal of each target cylinder in the first target cylinder group acquired by the first knock sensor, calculate, from the knock signals, a target ignition parameter of the corresponding target cylinder, and control, based on the target ignition parameter, each target cylinder in the first target cylinder group to perform ignition according to a preset ignition parameter, the preset ignition parameter including a preset ignition time and a preset ignition advance angle, before performing ignition control on the corresponding target cylinder.
Specifically, the preset ignition time and the preset ignition advance angle are preset ignition time and ignition advance angle of the engine under the condition that the engine is first ignited. After the engine is ignited for the first time, the knock sensor can collect the corresponding knock signal, and then the first ECU can adjust the ignition time and the ignition advance angle of the corresponding target cylinder according to the received knock signal corresponding to each target cylinder to obtain the target ignition time and the target ignition advance angle, so that the first ECU performs ignition control according to the target ignition time and the target ignition advance angle, ignition and knock control of the engine are further ensured to be accurate, and the engine is further ensured to be safer.
In another embodiment of the present application, the control device further includes a second control unit configured to receive, at the second ECU, the knock signal of each target cylinder in the second target cylinder group acquired by the second knock sensor, calculate the target ignition parameter of the corresponding target cylinder according to a plurality of knock signals, and control each target cylinder in the second target cylinder group to ignite according to a preset ignition parameter before performing ignition control on the corresponding target cylinder according to the target ignition parameter, where the preset ignition parameter includes a preset ignition time and a preset ignition advance angle, and then update the preset ignition time and the preset ignition advance angle according to knock signals corresponding to each target cylinder in the second target cylinder group sent by the second knock sensor, so as to further ensure that ignition and knock control on the engine are more accurate and further ensure safety of the engine.
In order to ensure that the calculation amount of the ECU is small and that the method of calculating the target ignition timing and the target ignition advance angle is simple, in still another embodiment of the present application, the first execution unit includes a first determination module and a first calculation module, where the first determination module is configured to determine, according to knock signals of the target cylinders, an adjustment amount of the ignition timing and a retard amount of the ignition advance angle of the target cylinders in the first target cylinder group; the first calculation module is configured to calculate a target ignition time for each target cylinder based on the preset ignition time and an adjustment amount of the ignition time for each target cylinder, and calculate a target ignition advance angle for each target cylinder based on a preset ignition advance angle for each target cylinder and a retard amount of the ignition advance angle.
In still another embodiment of the present application, the second execution unit includes a second determination module and a second calculation module, wherein the second determination module is configured to determine an adjustment amount of an ignition time and a retard amount of an ignition advance angle of each of the target cylinders in the second target cylinder group according to knock signals of each of the target cylinders; the second calculation module is configured to calculate a target ignition timing for each of the target cylinders based on the preset ignition timing and an adjustment amount of the ignition timing for each of the target cylinders, and calculate a target ignition advance angle for each of the target cylinders based on the preset ignition advance angle and a retard amount of the ignition advance angle for each of the target cylinders. In this embodiment, according to knock signals of the target cylinders of the second target cylinder group sent by the second knock sensor, the second ECU determines an adjustment amount of the ignition time and a retardation amount of the ignition advance angle of the corresponding target cylinder, and adjusts the preset ignition time according to the preset ignition time and the adjustment amount of the ignition time of the corresponding target cylinder, so as to obtain the target ignition time; and calculating the target ignition advance angle according to the preset ignition advance angle and the retardation of the ignition advance angle of the corresponding target cylinder, so that the method for obtaining the target ignition time and the target ignition advance angle is simpler, and the calculated amount of the second ECU is smaller.
Specifically, after the first ECU and the second ECU control ignition of the corresponding target cylinder according to the target ignition time and the target ignition parameter, the first ECU and the second ECU may further continue to receive the plurality of knock signals sent by the corresponding knock sensor, and continue to update the target ignition time and the target ignition advance angle of the corresponding target cylinder according to the knock signal of the corresponding target cylinder, so as to control the corresponding target cylinder to perform ignition according to the updated target ignition time and target ignition advance angle until the engine stops running.
In a specific embodiment of the present application, for an in-line 8 cylinder engine, the cylinders of interest are arranged in the order of 1, 2, 3, 4, 5, 6, 7, and 8. In order to facilitate the first knock sensor to collect knock signals of each target cylinder in the first target cylinder group in practical application and wiring, in a specific embodiment of the present application, each of the above target cylinders of the engine is divided into the first target cylinder group and the second target cylinder group according to practical arrangement (i.e., arrangement in which 8 cylinders of the engine are divided into two rows).
Specifically, the first target cylinder group includes a first target cylinder, a second target cylinder, a third target cylinder, and a fourth target cylinder, which are sequentially arranged. For example, the four cylinders in the first target cylinder group have cylinder numbers 1, 2, 3, and 4, and the first target cylinder (1 cylinder) and the second target cylinder (2 cylinder) are spaced apart by a first predetermined angle, the second target cylinder (2 cylinder) and the fourth target cylinder (4 cylinder) are spaced apart by a second predetermined angle, and the fourth target cylinder (4 cylinder) and the third target cylinder (3 cylinder) are spaced apart by the first predetermined angle in the firing order 1- >6- >2- >4- >8- >3- >7- >5 of the engine, wherein the first predetermined angle is 180 ° and the second predetermined angle is 90 °.
Specifically, the second target cylinder group includes a fifth target cylinder, a sixth target cylinder, a seventh target cylinder, and an eighth target cylinder, which are sequentially arranged. For example, the four cylinders in the second target cylinder group have cylinder numbers 5, 6, 7 and 8, and the sixth target cylinder (6 cylinder) and the eighth target cylinder (8 cylinder) are spaced apart by a third predetermined angle, the eighth target cylinder (8 cylinder) and the seventh target cylinder (7 cylinder) are spaced apart by a first predetermined angle, and the seventh target cylinder (7 cylinder) and the fifth target cylinder (5 cylinder) are spaced apart by a second predetermined angle in the firing order 1- >6- >2- >4- >8- >3- >7- >5 of the engine, wherein the first predetermined angle is 180 °, the second predetermined angle is 90 °, and the third predetermined angle is 270 °.
In another embodiment of the present application, as shown in fig. 2, the first ECU100 has four driving pins, namely, a pin 101, B pin 102, C pin 103, and D pin 104, respectively, and the first target cylinder group includes four target cylinders, namely, a first target cylinder 301, a second target cylinder 302, a third target cylinder 303, and a fourth target cylinder 304, respectively. Specifically, the a pin 101 of the first ECU is electrically connected to the first target cylinder 301, the B pin 102 is electrically connected to the second target cylinder 302, the C pin 103 is electrically connected to the third target cylinder 303, and the D pin 104 is electrically connected to the fourth target cylinder 304. And the first ECU performs ignition control on each target cylinder in the first target cylinder group by adopting a mode of software cylinder deactivation according to the ignition sequence through corresponding interval angles.
In another embodiment of the present application, as shown in fig. 3, the second ECU200 has four driving pins, namely, an E pin 201, an F pin 202, a G pin 203, and an H pin 204, and the second target cylinder group includes four target cylinders, namely, a fifth target cylinder 401, a sixth target cylinder 402, a seventh target cylinder 403, and an eighth target cylinder 404. Specifically, the E-pin 201 of the second ECU is electrically connected to the fifth target cylinder 401, the F-pin 202 is electrically connected to the sixth target cylinder 402, the G-pin 203 is electrically connected to the seventh target cylinder 403, and the H-pin 204 is electrically connected to the eighth target cylinder 404. And the second ECU performs ignition control on each target cylinder in the first target cylinder group in a mode of software cylinder deactivation according to the ignition time sequence through the corresponding interval angle.
In one embodiment of the present application, each of the target cylinders in the first target cylinder group is controlled by a first ECU, and each of the target cylinders in the second target cylinder group is controlled by a second ECU, so that when the first ECU and the second ECU are both operated in the 8-cylinder driving mode, the first ECU does not drive each of the target cylinders in the second target cylinder group by the cylinder deactivation method, and the second ECU does not drive each of the target cylinders in the first target cylinder group by the cylinder deactivation method.
In a specific embodiment of the present application, as shown in FIG. 4, for example, an in-line 8-cylinder engine, a single duty cycle crankshafts two revolutions, corresponding to 720 degrees of crank angle. According to the ignition sequence of the in-line 8-cylinder engine, two adjacent target cylinders are separated by 90 degrees to perform combustion work. The first ECU has a pin a electrically connected to the 1 cylinder (first target cylinder), a pin B electrically connected to the 2 cylinder (second target cylinder), a pin C electrically connected to the 3 cylinder (third target cylinder) and a pin D electrically connected to the 4 cylinder (fourth target cylinder). The second ECU has the E pin electrically connected to the 5 cylinders (fifth target cylinders), the F pin electrically connected to the 6 cylinders (sixth target cylinders), the G pin electrically connected to the 7 cylinders (seventh target cylinders) and the H pin electrically connected to the 8 cylinders (eighth target cylinders). The first ECU and the second ECU are in an 8-cylinder driving mode, and after the pin A of the first ECU performs ignition driving on the 1 cylinder, the first ECU performs cylinder deactivation when the first ECU runs to the 6-cylinder ignition through a cylinder deactivation mode because the pin F of the 6 cylinder is electrically connected with the pin F of the second ECU. For the first ECU, after the 1-cylinder ignition is driven, it is necessary to perform 2-cylinder ignition again at an interval of 180 degrees. Similarly, for 4-cylinder ignition driving, the first ECU drives the two cylinders by means of 90-degree interval after 2-cylinder ignition driving; the first ECU drives the 4 cylinders at 180-degree intervals after the ignition of the 3 cylinders. The other 4 cylinders (namely 5 cylinders, 6 cylinders, 7 cylinders and 8 cylinders) are subjected to ignition control by means of software cylinder deactivation. For the second ECU, the second ECU starts driving from 6 cylinders in the firing order, and after the 6 cylinders are fired, the second ECU performs firing control by stopping the cylinders by software by driving 8 cylinders at intervals of 270 degrees, driving 7 cylinders at intervals of 180 degrees, driving 5 cylinders at intervals of 90 degrees, and the remaining 4 cylinders (i.e., 1 cylinder, 2 cylinder, 3 cylinder, and 4 cylinder).
Specifically, the engine described above may be an in-line 8-cylinder engine. Of course, the above engine may be a V-type 8-cylinder engine, and the type of the above engine is not limited in the present application. Specifically, the type of the engine can be flexibly adjusted according to actual application requirements.
The control device of the engine comprises a processor and a memory, wherein the first execution unit, the second execution unit and the like are stored in the memory as program units, and the processor executes the program units stored in the memory to realize corresponding functions.
The processor includes a kernel, and the kernel fetches the corresponding program unit from the memory. The inner core can be provided with one or more than one, and the problem of higher cost caused by knocking and ignition control of the engine by replacing an electronic control unit with the same number of driving pins as the total cylinders of the engine in the prior art is solved by adjusting the parameters of the inner core.
The memory may include volatile memory, random Access Memory (RAM), and/or nonvolatile memory, such as Read Only Memory (ROM) or flash memory (flash RAM), among other forms in computer readable media, the memory including at least one memory chip.
An embodiment of the present application provides a computer-readable storage medium having stored thereon a program which, when executed by a processor, implements the above-described engine control method.
The embodiment of the application provides a processor which is used for running a program, wherein the control method of the engine is executed when the program runs.
In an exemplary embodiment of the present application, there is also provided a vehicle including a control device of an engine for executing any one of the control methods described above.
The vehicle may include a control device for an engine, wherein the control device may perform any one of the control methods described above, and in the control method, the first ECU receives knock signals of the respective target cylinders in the first target cylinder group transmitted from the first knock sensor, calculates target ignition parameters of the respective target cylinders in the first target cylinder group according to the knock signals corresponding to the respective target cylinders, and performs ignition control on the corresponding target cylinders according to the target ignition parameters; the second ECU receives knock signals of the target cylinders in the second target cylinder group sent by the second knock sensor, calculates target ignition parameters of the target cylinders in the second target cylinder group according to the knock signals corresponding to the target cylinders, and performs ignition control on the corresponding target cylinders according to the target ignition parameters. In the prior art, when the driving pin of a single ECU is smaller than the total cylinder number of an engine, the single ECU cannot control ignition of the engine, and the first ECU and the second ECU are adopted to jointly control ignition and knocking of the engine, so that the ECU with the same driving pin as the total cylinder number of the engine does not need to be replaced, the ECU with the same driving pin as the total cylinder number of the engine does not need to be redeveloped, and meanwhile, control software corresponding to the ECU does not need to be developed, the ignition and knocking control of the engine is realized on the basis of lower cost, and the problem of higher cost caused by the fact that the electronic control unit with the same driving pin number as the total cylinder number of the engine is replaced to control knocking and ignition of the engine in the prior art is solved.
The embodiment of the application provides equipment, which comprises a processor, a memory and a program stored in the memory and capable of running on the processor, wherein the processor realizes at least the following steps when executing the program:
step S101, the first ECU receives knock signals of all target cylinders in the first target cylinder group acquired by the first knock sensor, calculates target ignition parameters of the corresponding target cylinders according to a plurality of knock signals, and performs ignition control on the corresponding target cylinders according to the target ignition parameters;
step S102, the second ECU receives the knock signals of the target cylinders in the second target cylinder group acquired by the second knock sensor, calculates the target ignition parameters of the corresponding target cylinders according to the knock signals, and performs ignition control on the corresponding target cylinders according to the target ignition parameters, where the target ignition parameters include a target ignition time and a target ignition advance angle.
The device herein may be a server, PC, PAD, cell phone, etc.
The application also provides a computer program product adapted to perform, when executed on a data processing device, a program initialized with at least the following method steps:
Step S101, the first ECU receives knock signals of all target cylinders in the first target cylinder group acquired by the first knock sensor, calculates target ignition parameters of the corresponding target cylinders according to a plurality of knock signals, and performs ignition control on the corresponding target cylinders according to the target ignition parameters;
step S102, the second ECU receives the knock signals of the target cylinders in the second target cylinder group acquired by the second knock sensor, calculates the target ignition parameters of the corresponding target cylinders according to the knock signals, and performs ignition control on the corresponding target cylinders according to the target ignition parameters, where the target ignition parameters include a target ignition time and a target ignition advance angle.
In the foregoing embodiments of the present application, the descriptions of the embodiments are emphasized, and for a portion of this disclosure that is not described in detail in this embodiment, reference is made to the related descriptions of other embodiments.
In the several embodiments provided in the present application, it should be understood that the disclosed technology may be implemented in other manners. The above-described embodiments of the apparatus are merely exemplary, and the division of the units may be a logic function division, and there may be another division manner when actually implemented, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some interfaces, units or modules, or may be in electrical or other forms.
The units described above as separate components may or may not be physically separate, and components shown as units may or may not be physical units, may be located in one place, or may be distributed over a plurality of units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in the embodiments of the present invention may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.
The integrated units described above, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied in essence or a part contributing to the prior art or all or part of the technical solution in the form of a software product stored in a storage medium, comprising several instructions for causing a computer device (which may be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the above-mentioned method of the various embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a removable hard disk, a magnetic disk, or an optical disk, or other various media capable of storing program codes.
From the above description, it can be seen that the above embodiments of the present application achieve the following technical effects:
1) In the engine control method of the present application, the first ECU receives knock signals of the target cylinders in the first target cylinder group transmitted from the first knock sensor, calculates target ignition parameters of the target cylinders in the first target cylinder group according to the knock signals corresponding to the target cylinders, and performs ignition control on the corresponding target cylinders according to the target ignition parameters; the second ECU receives knock signals of the target cylinders in the second target cylinder group sent by the second knock sensor, calculates target ignition parameters of the target cylinders in the second target cylinder group according to the knock signals corresponding to the target cylinders, and performs ignition control on the corresponding target cylinders according to the target ignition parameters. In the prior art, when the driving pin of a single ECU is smaller than the total cylinder number of an engine, the single ECU cannot control ignition of the engine, and the first ECU and the second ECU are adopted to jointly control ignition and knocking of the engine, so that the ECU with the same driving pin as the total cylinder number of the engine does not need to be replaced, the ECU with the same driving pin as the total cylinder number of the engine does not need to be redeveloped, and meanwhile, control software corresponding to the ECU does not need to be developed, the ignition and knocking control of the engine is realized on the basis of lower cost, and the problem of higher cost caused by the fact that the electronic control unit with the same driving pin number as the total cylinder number of the engine is replaced to control knocking and ignition of the engine in the prior art is solved.
2) In the control device of the engine according to the present application, the first execution unit is configured to receive knock signals of each target cylinder in the first target cylinder group acquired by the first knock sensor, calculate target ignition parameters of the corresponding target cylinder according to the plurality of knock signals, and perform ignition control on the corresponding target cylinder according to the target ignition parameters; the second execution unit is configured to receive the knock signals of the respective target cylinders in the second target cylinder group acquired by the second knock sensor, calculate the target ignition parameters of the corresponding target cylinders according to the knock signals, and perform ignition control on the corresponding target cylinders according to the target ignition parameters, wherein the target ignition parameters include a target ignition time and a target ignition advance angle. In the prior art, when the driving pin of a single ECU is smaller than the total cylinder number of an engine, the single ECU cannot control ignition of the engine, and the first ECU and the second ECU are adopted to jointly control ignition and knocking of the engine, so that the ECU with the same driving pin as the total cylinder number of the engine does not need to be replaced, the ECU with the same driving pin as the total cylinder number of the engine does not need to be redeveloped, and meanwhile, control software corresponding to the ECU does not need to be developed, the ignition and knocking control of the engine is realized on the basis of lower cost, and the problem of higher cost caused by the fact that the electronic control unit with the same driving pin number as the total cylinder number of the engine is replaced to control knocking and ignition of the engine in the prior art is solved.
3) The vehicle according to the present application includes a control device for an engine, wherein the control device is configured to execute any one of the control methods described above, and in the control method, the first ECU receives knock signals of the respective target cylinders in the first target cylinder group transmitted from the first knock sensor, calculates target ignition parameters of the respective target cylinders in the first target cylinder group based on the knock signals corresponding to the respective target cylinders, and performs ignition control on the corresponding target cylinders based on the target ignition parameters; the second ECU receives knock signals of the target cylinders in the second target cylinder group sent by the second knock sensor, calculates target ignition parameters of the target cylinders in the second target cylinder group according to the knock signals corresponding to the target cylinders, and performs ignition control on the corresponding target cylinders according to the target ignition parameters. In the prior art, when the driving pin of a single ECU is smaller than the total cylinder number of an engine, the single ECU cannot control ignition of the engine, and the first ECU and the second ECU are adopted to jointly control ignition and knocking of the engine, so that the ECU with the same driving pin as the total cylinder number of the engine does not need to be replaced, the ECU with the same driving pin as the total cylinder number of the engine does not need to be redeveloped, and meanwhile, control software corresponding to the ECU does not need to be developed, the ignition and knocking control of the engine is realized on the basis of lower cost, and the problem of higher cost caused by the fact that the electronic control unit with the same driving pin number as the total cylinder number of the engine is replaced to control knocking and ignition of the engine in the prior art is solved.
The above description is only of the preferred embodiments of the present application and is not intended to limit the present application, but various modifications and variations can be made to the present application by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims (9)

1. A control method of an engine, a vehicle including an engine, a first ECU and a second ECU, the engine including two target cylinder groups and two knock sensors, the two target cylinder groups being a first target cylinder group and a second target cylinder group, respectively, the two knock sensors being a first knock sensor and a second knock sensor, respectively, the first ECU being electrically connected with the first knock sensor, the second ECU being electrically connected with the second knock sensor, characterized by comprising:
the first ECU receives knock signals of all target cylinders in the first target cylinder group acquired by the first knock sensor, calculates target ignition parameters of the corresponding target cylinders according to a plurality of knock signals, and performs ignition control on the corresponding target cylinders according to the target ignition parameters;
The second ECU receives the knocking signals of each target cylinder in the second target cylinder group acquired by the second knocking sensor, calculates the target ignition parameters of the corresponding target cylinders according to a plurality of knocking signals, and performs ignition control on the corresponding target cylinders according to the target ignition parameters, wherein the target ignition parameters comprise target ignition time and target ignition advance angle;
the first target cylinder group comprises a first target cylinder, a second target cylinder, a third target cylinder and a fourth target cylinder which are sequentially arranged, a first preset angle is arranged between the first target cylinder and the second target cylinder, a second preset angle is arranged between the second target cylinder and the fourth target cylinder, and the first preset angle is arranged between the fourth target cylinder and the third target cylinder, wherein the first preset angle is 180 degrees, and the second preset angle is 90 degrees;
the second target cylinder group comprises a fifth target cylinder, a sixth target cylinder, a seventh target cylinder and an eighth target cylinder which are sequentially arranged, wherein the sixth target cylinder and the eighth target cylinder are separated by a third preset angle, the eighth target cylinder and the seventh target cylinder are separated by a first preset angle, the seventh target cylinder and the fifth target cylinder are separated by a second preset angle, the first preset angle is 180 degrees, the second preset angle is 90 degrees, and the third preset angle is 270 degrees according to the ignition sequence of the engine;
The first ECU and the second ECU are operated in an 8-cylinder driving mode, the first ECU does not drive each target cylinder in the second target cylinder group in a cylinder deactivation mode, and the second ECU does not drive each target cylinder in the first target cylinder group in the cylinder deactivation mode.
2. The control method according to claim 1, characterized in that before the first ECU receives knock signals of each target cylinder in the first target cylinder group collected by the first knock sensor, and calculates target ignition parameters of the corresponding target cylinders from a plurality of the knock signals, and performs ignition control of the corresponding target cylinders from the target ignition parameters, the control method further comprises:
and the first ECU controls each target cylinder in the first target cylinder group to perform ignition according to preset ignition parameters, wherein the preset ignition parameters comprise preset ignition time and preset ignition advance angle.
3. The control method according to claim 1, characterized in that before the second ECU receives the knock signal of each of the target cylinders in the second target cylinder group collected by the second knock sensor, and calculates the target ignition parameters of the corresponding target cylinders from a plurality of the knock signals, and performs ignition control on the corresponding target cylinders from the target ignition parameters, the control method further comprises:
And the second ECU controls each target cylinder in the second target cylinder group to perform ignition according to preset ignition parameters, wherein the preset ignition parameters comprise preset ignition time and preset ignition advance angle.
4. The control method according to claim 2, wherein the first ECU calculates target ignition parameters of the corresponding target cylinders from a plurality of the knock signals, comprising:
determining an adjustment amount of an ignition time and a retard amount of an ignition advance angle of each target cylinder in the first target cylinder group according to knock signals of each target cylinder;
calculating a target ignition time of each target cylinder according to the preset ignition time of each target cylinder and the adjustment amount of the ignition time, and calculating a target ignition advance angle of each target cylinder according to the preset ignition advance angle of each target cylinder and the retardation amount of the ignition advance angle.
5. The control method according to claim 3, characterized in that the second ECU calculates the target ignition parameter of the corresponding target cylinder from a plurality of the knock signals, including:
determining an adjustment amount of an ignition time and a retard amount of an ignition advance angle of each target cylinder in the second target cylinder group according to knock signals of each target cylinder;
Calculating a target ignition time of each target cylinder according to the preset ignition time of each target cylinder and the adjustment amount of the ignition time, and calculating a target ignition advance angle of each target cylinder according to the preset ignition advance angle of each target cylinder and the retardation amount of the ignition advance angle.
6. A control device of an engine, a vehicle including an engine, a first ECU and a second ECU, the engine including two target cylinder groups and two knock sensors, the two target cylinder groups being a first target cylinder group and a second target cylinder group, respectively, the two knock sensors being a first knock sensor and a second knock sensor, respectively, the first ECU being electrically connected with the first knock sensor, the second ECU being electrically connected with the second knock sensor, characterized in that the control device includes:
the first execution unit is configured to receive knock signals of all target cylinders in the first target cylinder group acquired by the first knock sensor, calculate target ignition parameters of the corresponding target cylinders according to a plurality of knock signals, and perform ignition control on the corresponding target cylinders according to the target ignition parameters;
The second execution unit is configured to receive the knocking signals of each target cylinder in the second target cylinder group acquired by the second knocking sensor, calculate the target ignition parameters of the corresponding target cylinders according to a plurality of knocking signals, and perform ignition control on the corresponding target cylinders according to the target ignition parameters, wherein the target ignition parameters comprise target ignition time and target ignition advance angle;
the first target cylinder group comprises a first target cylinder, a second target cylinder, a third target cylinder and a fourth target cylinder which are sequentially arranged, a first preset angle is arranged between the first target cylinder and the second target cylinder, a second preset angle is arranged between the second target cylinder and the fourth target cylinder, and the first preset angle is arranged between the fourth target cylinder and the third target cylinder, wherein the first preset angle is 180 degrees, and the second preset angle is 90 degrees;
the second target cylinder group comprises a fifth target cylinder, a sixth target cylinder, a seventh target cylinder and an eighth target cylinder which are sequentially arranged, wherein the sixth target cylinder and the eighth target cylinder are separated by a third preset angle, the eighth target cylinder and the seventh target cylinder are separated by a first preset angle, the seventh target cylinder and the fifth target cylinder are separated by a second preset angle, the first preset angle is 180 degrees, the second preset angle is 90 degrees, and the third preset angle is 270 degrees according to the ignition sequence of the engine;
The first ECU and the second ECU are operated in an 8-cylinder driving mode, the first ECU does not drive each target cylinder in the second target cylinder group in a cylinder deactivation mode, and the second ECU does not drive each target cylinder in the first target cylinder group in the cylinder deactivation mode.
7. A computer-readable storage medium, characterized in that the computer-readable storage medium includes a stored program, wherein the program executes the control method according to any one of claims 1 to 5.
8. A processor for running a program, wherein the program when run performs the control method of any one of claims 1 to 5.
9. A vehicle characterized in that the vehicle includes a control device of an engine for executing the control method according to any one of claims 1 to 5.
CN202210841872.5A 2022-07-18 2022-07-18 Engine control method, engine control device, processor and vehicle Active CN115143010B (en)

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