CN115163377A - 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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- CN115163377A CN115163377A CN202210752717.6A CN202210752717A CN115163377A CN 115163377 A CN115163377 A CN 115163377A CN 202210752717 A CN202210752717 A CN 202210752717A CN 115163377 A CN115163377 A CN 115163377A
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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
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 according to the basic ignition energy, acquiring combustion data of the engine, and determining the detonation rate of the engine based on the combustion data; under the condition that the detonation rate is greater than a preset detonation threshold value, correcting the basic ignition energy to obtain corrected ignition energy, and updating the corrected ignition energy into the basic ignition energy, wherein the corrected ignition energy is not less than the basic ignition energy; and repeating the last two steps until the detonation rate is not greater than the detonation threshold value. The invention also provides a system for optimizing the ignition energy of an engine of a vehicle. The optimization method and the optimization system can optimize ignition energy during the running process of the engine, so that the combustion of the engine is stable and the ignition energy is not wasted.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to an optimization method and an optimization system for ignition energy of an engine of a vehicle.
Background
Ignition timing refers to the time when the piston reaches the top of the stroke at the end of the compression stroke of the engine, and the ignition system provides high-voltage spark for a spark plug to ignite the compressed air-fuel mixture in the cylinder for work, and the time is the ignition timing. To maximize the ignition energy, the ignition timing is typically advanced by an amount, so that ignition occurs just as the piston approaches top dead center, rather than just as it approaches top dead center, which is called the spark advance. When the engine sucks in the mixture of fuel vapor and air, the fuel vapor and air mixture is not ignited in the compression stroke, or the engine is aged, and the fuel vapor and air mixture is ignited and combusted. At this time, a great impact force generated by combustion is opposite to the direction of movement of the piston, and a knocking phenomenon occurs.
The related engine controls the ignition energy through voltage, excess air ratio and rotating speed, and the ignition energy control method is not changed after determination, so that the control of the ignition energy can not meet the requirement of a combustion mode or cause waste of the ignition energy in the using process.
Disclosure of Invention
The invention provides an optimization method and an optimization system for ignition energy of an engine of a vehicle, which are used for solving the technical problem of controlling the ignition energy in the actual use process so as not to cause ignition energy waste in the use process of the engine.
An embodiment of the present invention provides an optimization method for ignition energy of an engine of a vehicle, including: acquiring the voltage of a storage battery of a vehicle and the rotating speed of the engine and determining basic ignition energy corresponding to the rotating speed; controlling the engine to ignite at the base ignition energy and obtaining combustion data of the engine and determining a knock rate of the engine based on the combustion data; under the condition that the detonation rate is larger than a preset detonation threshold value, correcting the basic ignition energy to obtain corrected ignition energy, and updating the corrected ignition energy into basic ignition energy, wherein the corrected ignition energy is not smaller than the basic ignition energy; and repeatedly controlling the engine to ignite according to the basic ignition energy, acquiring combustion data of the engine, determining the detonation rate of the engine based on the combustion data, correcting the basic ignition energy to obtain corrected ignition energy under the condition that the detonation rate is greater than a preset detonation threshold value, and updating the corrected ignition energy to the basic ignition energy until the detonation rate is not greater than the detonation threshold value.
Further, the modifying the base ignition energy to obtain a modified ignition energy includes: and multiplying the basic ignition energy by a preset expansion coefficient to obtain the corrected ignition energy.
Further, the correcting the basic ignition energy to obtain a corrected ignition energy further includes: determining a correction coefficient based on the detonation rate, wherein the correction coefficient has a positive correlation with the detonation rate; and multiplying the basic corrected ignition energy by the correction coefficient to obtain the corrected ignition energy.
Further, before the controlling the engine to ignite at the base ignition energy, the controlling method further includes: acquiring the load of the engine and determining that the combustion mode of the engine is an ignition mode or an ignition compression ignition mode based on the rotating speed and the load; the correction coefficient includes: a knock correction coefficient and a combustion mode correction coefficient, the knock rate determination correction coefficient including: determining a knock correction coefficient based on the knock rate, wherein the knock correction coefficient and the knock rate have a positive correlation; determining a mode correction coefficient based on the combustion mode, wherein the mode correction coefficient is determined as a first coefficient in a state where the combustion mode is an ignition mode, the mode correction coefficient is determined as a second coefficient in a state where the combustion mode is an ignition compression ignition mode, and the second coefficient is smaller than the first coefficient; multiplying the knock correction coefficient by the combustion mode correction coefficient to obtain the correction coefficient.
Further, the modifying the base ignition energy to obtain a modified ignition energy, and updating the modified ignition energy to the base ignition energy includes: increasing the base ignition energy to obtain a corrected ignition energy; determining the energy threshold as the modified ignition energy in a state where the modified ignition energy is greater than the energy threshold; updating the modified ignition energy to a base ignition energy.
Further, after determining the energy threshold as the modified ignition energy in the state where the modified ignition energy is greater than the energy threshold, the control method further includes: and reducing the ignition advance angle of the engine.
Further, the combustion data includes: an intake air temperature, an intake valve temperature, valve timing data, and an excess air ratio, the controlling the engine to ignite at the base ignition energy and obtaining combustion data for the engine and determining a knock rate of the engine based on the combustion data comprising: acquiring the air inlet temperature, the air inlet valve temperature and 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 the engine speed, the intake air temperature, the intake valve temperature, valve timing data, and the predicted exhaust temperature; controlling the engine to ignite with the basic ignition energy and obtain the actual temperature in the cylinder; and under the condition that the in-cylinder actual temperature is greater than the in-cylinder estimated temperature, determining that the engine is in a knocking state, and determining the detonation rate based on the difference value of the in-cylinder actual temperature and the in-cylinder estimated temperature, wherein the detonation rate and the absolute value of the difference value form a positive correlation relation.
Embodiments of the present invention also provide an optimization system for ignition energy of an engine of a vehicle, the optimization system being configured to perform the above optimization method, the optimization system including: an acquisition module configured to acquire 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 configured to control the engine to ignite at the base ignition energy; the acquisition module is further used for acquiring combustion data of the engine; the processing module is further configured to determine a knock rate of the engine based on the combustion data; the processing module is further configured to correct the basic ignition energy to obtain corrected ignition energy and update the corrected ignition energy to the basic ignition energy when the knock rate is greater than a preset knock threshold.
Further, the processing module is further configured to multiply the basic 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 detonation rate, where the correction coefficient is in a positive correlation with the detonation rate; the processing module is further configured to multiply the basic ignition energy by the correction coefficient to obtain the corrected ignition energy.
The embodiment of the invention provides an optimization method for 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 according to the basic ignition energy, acquiring combustion data of the engine, and determining the detonation rate of the engine based on the combustion data; under the condition that the detonation rate is greater than a preset detonation threshold value, correcting the basic ignition energy to obtain corrected ignition energy, wherein the corrected ignition energy is not less than the basic ignition energy; and repeating the control of the engine to ignite according to the basic ignition energy, acquiring combustion data of the engine, determining the detonation rate of the engine based on the combustion data, and correcting the basic ignition energy to obtain corrected ignition energy under the condition that the detonation rate is greater than a preset detonation threshold value until the detonation rate is not greater than the detonation threshold value. In the running process of the engine, under the condition that the detonation rate of the engine is detected to be greater than the preset detonation threshold, the basic correction energy is gradually expanded until the detonation rate after ignition is carried out by the corrected basic ignition energy is not greater than the preset threshold, namely, until the detonation degree of the engine after ignition by the corrected basic ignition energy meets the requirement, so that the ignition energy can be automatically updated to further inhibit detonation under the condition that the detonation occurs under the influence of carbon deposition or part aging and other factors in the running process of the engine.
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 schematic flow chart of a method for optimizing ignition energy of an engine of another vehicle according to an embodiment of the present invention;
FIG. 3 is a schematic flow chart of a method for optimizing ignition energy of an engine of another vehicle according to an embodiment of the present invention;
FIG. 4 is a schematic flow chart of a method for optimizing ignition energy of an engine of another vehicle according to an embodiment of the present invention;
FIG. 5 is a schematic flow chart of a method for optimizing ignition energy of an engine of another vehicle according to an embodiment of the present invention;
FIG. 6 is a schematic flow chart of a method for optimizing ignition energy of an engine of another vehicle according to an embodiment of the present invention;
fig. 7 is a schematic structural diagram of an optimization system for ignition energy of an engine of a vehicle according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and do not limit the invention.
The individual features described in the embodiments can be combined in any suitable manner without departing from the scope, for example different embodiments and aspects can be formed by combining different features. Various possible combinations of the various specific features of the invention are not described in detail to avoid unnecessary repetition.
In the following description, references to the term "first/second" - "merely distinguish between different objects and do not indicate that there is an identity or relationship between the objects. It should be understood that the description of the "upper", "lower", "outer" and "inner" directions as related to the orientation in the normal use state, and the "left" and "right" directions indicate the left and right directions indicated in the corresponding schematic drawings, and may or may not be the left and right directions in the normal use state.
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 of 8230, and" comprising 8230does not exclude the presence of additional like elements in a process, method, article, or apparatus comprising the element. The term "coupled", where not expressly stated, includes both direct and indirect connections.
The engine to which the optimization method and optimization system provided in the following embodiments are applied may be any vehicle type engine, for example, the engine may be applied to a passenger car, and for example, the engine may be applied to a truck.
In some embodiments, as shown in fig. 1, fig. 1 provides a schematic flow chart of an optimization method of ignition energy of an engine of a vehicle, the flow chart of the optimization method comprising:
and S101, 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.
It should be noted that, the vehicle uses the ignition device to ignite the fuel-air mixture in the cylinder, the ignition device includes a high-voltage coil, and is used for boosting the low-voltage current provided by the storage battery of the vehicle into a high-voltage current through the electromagnetic induction between the low-turn coil and the high-turn coil, and releasing the high-voltage current into the combustion chamber at a predetermined ignition time, so as to generate an electric spark in the combustion chamber and ignite the fuel-air mixture in the combustion chamber, that is, the ignition energy provided by the ignition device is related to the voltage that the storage battery can output, so it is necessary to determine the basic ignition energy according to the voltage of the storage battery. Meanwhile, different rotating speeds of the engine have different requirements on ignition energy, the higher the rotating speed is, the shorter the time from the ignition of the ignition device to the movement of the piston to the top dead center is, namely, the higher the rotating speed is, the shorter the time for the ignition device to ignite the oil-gas mixture in the combustion chamber is, and the higher the ignition energy is required according to the higher the rotating speed of the engine is. In summary, the required basic ignition energy needs to be determined according to the voltage of the battery and the rotation speed of the engine, wherein the basic ignition energy can be determined by any means based on the voltage of the battery and the rotation speed of the engine, and for example, a maximum value of the basic ignition energy is determined based on the voltage of the battery, a zero rotation speed corresponds to the basic ignition energy as zero, a maximum rotation speed corresponds to the basic ignition energy as the maximum value of the basic ignition energy, and the rotation speed and the basic ignition energy are in a direct proportion relationship to determine the basic ignition energy at each rotation speed.
And S102, controlling the engine to ignite according to the basic ignition energy, acquiring combustion data of the engine, and determining the detonation rate of the engine based on the combustion data.
Specifically, the engine is controlled to ignite with the basic ignition energy determined in step S101, and combustion data of the engine is acquired, 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 according to the difference of the combustion parameters, specifically, the ignition data is acquired before ignition if the combustion data is generated before ignition, and the ignition data is acquired after ignition if the combustion data is generated after ignition, and exemplarily, the combustion data includes an intake air amount and an intake air temperature, and the intake air amount and the intake air temperature are acquired before ignition by an air flow meter disposed in an intake pipe, and exemplarily, the combustion data includes a maximum cylinder pressure value and a maximum cylinder temperature value, which are acquired after ignition by an in-cylinder air pressure sensor and an in-cylinder temperature sensor, respectively. The detonation rate capable of measuring the combustion stability of the engine can be obtained through combustion data, wherein the representation of the combustion stability of the engine is whether the fuel entering a cylinder completely participates in combustion work, and the larger the proportion of the fuel entering the cylinder participating in the combustion work is, the higher the combustion stability of the engine is. It should be noted that the knock rate may be any parameter capable of representing the combustion stability of the engine, and for example, the difference between the actual in-cylinder temperature of the engine and the theoretical estimated temperature of the engine at the rotation speed may be used as the knock rate, and the difference between the actual cylinder pressure of the engine and the theoretical estimated cylinder pressure of the engine at the rotation speed may be used as the knock rate.
And step S103, in the state that the detonation rate is greater than the preset detonation threshold, correcting the basic ignition energy to obtain corrected ignition energy, and updating the corrected ignition energy into the basic ignition energy, wherein the corrected ignition energy is not less than the basic ignition energy.
It is understood that, in a state where the knock rate is greater than the preset knock threshold, it is determined that the knock level of the engine is lower than the requirement for normal operation of the engine, the engine is in a state of significant knock level, and the basic ignition energy needs to be corrected, specifically, the basic ignition energy is corrected to be not less than the corrected ignition energy of the basic ignition energy, and the corrected ignition energy is updated to a new basic ignition energy corresponding to the rotation speed.
Step S104, repeating step S102 and step S103 until the knock rate is not greater than the knock threshold.
Specifically, ignition is performed at the rotation speed by using the updated basic ignition energy, the detonation rate after combustion is performed by using the new basic ignition energy is calculated again, if the obtained detonation rate is still larger than the preset detonation threshold value, the basic ignition energy is continuously updated to the corrected ignition energy, and the corrected ignition energy is updated to the new basic ignition energy until the detonation rate of the engine after ignition by using the basic ignition energy is smaller than the preset detonation threshold value. The basic ignition energy is continuously updated to gradually increase the basic ignition energy until the basic ignition energy is increased to enable the knock degree of the engine to meet the requirement, meanwhile, because the correction updating process can be carried out in the running process of the engine, the ignition energy can be automatically updated under the condition that carbon deposition is generated in a cylinder or engine parts are aged to influence the combustion stability in the running process of the engine, the knock of the engine is inhibited in the using process of the engine, and the ignition energy can meet the requirement of the knock degree of the engine while the ignition energy is not wasted in the using process of the engine. It should be noted that the base ignition energy may be updated by any method to obtain the corrected ignition energy, and for example, the base ignition energy may be expanded by a predetermined ratio to obtain the corrected ignition energy, and for example, an expansion coefficient having a positive correlation with the knock rate may be determined according to the magnitude of the knock rate, and the corrected ignition energy may be obtained by multiplying the base ignition energy by the expansion coefficient.
An embodiment of the present invention provides an optimization method for ignition energy of an engine of a vehicle, including: 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 according to the basic ignition energy, acquiring combustion data of the engine, and determining the detonation rate of the engine based on the combustion data; under the condition that the detonation rate is greater than a preset detonation threshold value, correcting the basic ignition energy to obtain corrected ignition energy, wherein the corrected ignition energy is not less than the basic ignition energy; and repeating the control of the engine to ignite according to the basic ignition energy, acquiring combustion data of the engine, determining the detonation rate of the engine based on the combustion data, and correcting the basic ignition energy to obtain corrected ignition energy under the condition that the detonation rate is greater than a preset detonation threshold value until the detonation rate is not greater than the detonation threshold value. In the running process of the engine, under the condition that the detonation rate of the engine is detected to be greater than the preset detonation threshold, the basic correction energy is gradually expanded until the detonation rate after ignition is carried out by the corrected basic ignition energy is not greater than the preset threshold, namely, until the detonation degree 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 detonation 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 without wasting the ignition energy.
In some embodiments, as shown in fig. 2, fig. 2 provides a flow chart of another method for controlling ignition energy for engine knock control, which is different from the optimization method provided in fig. 1 in that the step S103 of correcting the base ignition energy in fig. 1 to obtain the corrected ignition energy comprises:
and step S201, multiplying the basic ignition energy 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 factor is a fixed value, which may be 102% for example. Optionally, the expansion coefficient may be determined by starting to detect that the knock rate is greater than a preset knock threshold, and determining the correction frequency of the basic ignition energy, and making the expansion coefficient and the correction frequency have a negative correlation, where it is understood that the larger the correction frequency of the basic ignition energy is, the higher the degree of the basic ignition energy is, so that the corrected basic ignition energy gradually approaches the ignition energy that can meet the requirement of the combustion mode, and thus the possibility of ignition energy waste caused by the enlarged basic ignition energy being greater than the required ignition energy can be reduced. Illustratively, at the beginning of detection of a knock rate greater than a preset knock preset beginning, the expansion coefficient for the first correction of the base ignition energy is 103%, the expansion coefficient for the second correction of the base ignition energy is 102%, and the expansion coefficient for the third correction of the base ignition energy is 101%.
In some embodiments, as shown in fig. 3, fig. 3 provides a schematic flow chart of an optimization method of ignition energy of an engine of another vehicle, which is different from the optimization method provided in fig. 1 in that the modifying of the base ignition energy in step S103 in fig. 1 to obtain the modified ignition energy comprises:
step S301, determining a correction coefficient based on the detonation rate.
It is understood that the magnitude of the correction coefficient is determined in accordance with the knocking degree of the engine so that the correction coefficient and the knocking rate have a positive correlation, that is, the correction coefficient becomes larger as the knocking phenomenon of the engine becomes more severe, so that the degree of increase in the basic ignition energy is adapted to the knocking rate.
And step S302, multiplying the basic ignition energy by the correction coefficient to obtain the corrected ignition energy.
The corrected ignition energy is obtained by multiplying the base ignition energy by the correction coefficient having a positive correlation with the knock rate, and the corrected ignition energy can be made to approach the magnitude that can satisfy the combustion pattern more quickly and knocking of the engine can be suppressed.
In some embodiments, as shown in fig. 4, fig. 4 provides a schematic flow chart of another optimization method of ignition energy of an engine of a vehicle, which is different from the optimization method shown in fig. 3 in that, before step S102 in fig. 3, the control method further includes:
and S105, acquiring the load of the engine and determining that the combustion mode of the engine is the ignition mode or the ignition compression ignition mode based on the rotating speed and the load.
It will be understood that the engine is a compression ignition engine and that the combustion mode of the engine can be switched between ignition and compression ignition in order to enable the engine to be adapted to different operating conditions, in particular the combustion process of ignition compression ignition comprises: igniting part of fuel in a cylinder through an ignition device, forming a fire core 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 comprises the following steps: the ignition device is used for igniting all 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 engine parameters such as the air distribution timing, the excess air coefficient and the working mode of the oil injection device of the engine. The control system of the engine is provided with a corresponding relation table of the rotating speed, the load and the combustion mode, the corresponding relation table is divided into an ignition section and an ignition compression ignition section according to the difference of the rotating speed and the load, and when working points corresponding to the rotating speed and the load of the engine are 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 condition 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, the combustion mode of the engine is controlled to be the ignition compression ignition mode.
Meanwhile, the correction coefficients include a knock correction coefficient and a combustion mode correction coefficient, as shown in fig. 4, and the optimization method is different from the optimization method shown in fig. 3 in that step S301 in fig. 3 includes:
in step S401, a knock correction coefficient is determined based on the knock rate.
It can be understood that the knock correction coefficient is determined according to the knock degree of the engine, so that the knock correction coefficient and the knock rate have positive correlation, that is, the knock correction coefficient is larger when the knock phenomenon of the engine is more serious, so that the increase degree of the basic ignition energy is adapted to the knock rate.
Step S402, determining a mode correction coefficient based on the combustion mode.
Specifically, the mode correction coefficient is determined as a first coefficient in a state where the combustion mode is the ignition mode, and the mode correction coefficient is determined as a second coefficient in a state where the combustion mode is the ignition compression ignition mode, wherein the second coefficient is smaller than the first coefficient. It can be understood that the concentration of fuel in the fuel-air mixture in the cylinder is higher in the ignition mode, and the fuel is less prone to be ignited simultaneously, so that the knock phenomenon is more prone to be generated, and higher ignition energy is needed in the ignition mode to suppress the knock so as to ignite the fuel-air mixture in the cylinder simultaneously; in the ignition compression-ignition mode, the concentration of fuel in the fuel-air mixture in the cylinder is lower, and a part of fuel is ignited by compression ignition, so that the fuel-air mixture in the cylinder is easier to be ignited simultaneously, and the ignition energy can be set to be a lower value.
In step S403, the knock correction coefficient is multiplied 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 knock of the engine itself, the correction factor may also need to be determined to have an effect on the required ignition energy depending on the combustion mode, so as to make the boost of the ignition energy more compatible with the requirements of the engine in the case where the engine is a spark-ignition 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 is different from the optimization method shown in fig. 1 in that step S103 in fig. 1 includes:
and step S501, increasing the basic ignition energy to obtain the corrected ignition energy.
It is understood that the corrected ignition energy is obtained by attempting to increase the base ignition energy when the occurrence of the knocking phenomenon of the engine is detected.
Step S502, under the condition that the corrected ignition energy is larger than the energy threshold value, the energy threshold value is determined as the corrected ignition energy.
Specifically, whether the corrected ignition energy is larger than an energy threshold value or not is judged after the corrected ignition energy is obtained, the corrected ignition energy is maintained to be unchanged under the condition that the obtained corrected ignition energy is not larger than the energy threshold value, and the energy threshold value is updated to the corrected ignition energy under the condition that the obtained corrected ignition energy is larger than the energy threshold value, 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 the possibility of engine failure caused by the overheating of the engine caused by the overlarge ignition energy can be reduced.
Step S503 updates the corrected ignition energy to the basic ignition energy.
Optionally, as shown in fig. 5, after step S502, the optimization method further includes:
and step S504, reducing the ignition advance angle of the engine.
It is understood that in a state where the knock degree of the engine cannot be satisfied by raising the ignition energy, the knock degree of the engine is satisfied by adjustment of other systems of the engine, and specifically, the combustion path of flames in the cylinders is shortened by reducing the ignition advance angle of the engine, so that the mixture is more easily ignited at the same time, and thus, knocking can be suppressed.
In some embodiments, the combustion data comprises: 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 is different 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 coefficient, and valve timing data.
Step S602 determines 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, for example, the heat which can be generated by the fuel oil entering the cylinder all participating in combustion may be determined according to the excess air coefficient, then the specific heat capacity of the combustion exhaust gas is determined, the temperature raised after combustion is obtained according to the heat and the specific heat capacity, and the estimated exhaust temperature is obtained by adding the intake temperature and the raised temperature; for example, the exhaust temperature may also be calibrated by the intake air temperature and the excess air ratio, such that the estimated exhaust temperature is derived based on a calibrated table calibration and the intake air temperature and excess air ratio.
And step S603, determining the predicted temperature in the cylinder based on the rotating speed, the air inlet temperature, the air inlet valve temperature, the air distribution timing data and the predicted exhaust period temperature of the engine.
Specifically, the estimated temperature in the cylinder may be determined by any method, for example, the overlap time of opening the intake valve and the exhaust valve is determined by the engine speed and the valve overlap angle in the distribution timing data, the initial temperature in the cylinder after the intake valve temperature and the exhaust estimated temperature exchange heat in the overlap time is determined, the heat obtained after the fuel completely participates in combustion is determined by the excess air coefficient, the lift temperature is obtained, and the estimated temperature in the cylinder is obtained by adding the initial temperature in the cylinder and the lift temperature; illustratively, an in-cylinder prediction coefficient can be obtained through a neural network, the rotating speed, the air inlet temperature, the air inlet valve temperature, the air distribution timing data and the predicted exhaust temperature of the engine are input into the neural network model, the neural network model is trained based on the corresponding actual exhaust temperature, and therefore prediction of the exhaust temperature is achieved according to the trained neural network model.
And step S604, controlling the engine to ignite according to the basic ignition energy and acquiring the actual temperature in the cylinder.
That is, the in-cylinder actual temperature is acquired from the temperature sensor after the engine ignition.
And step S605, determining that the engine is in a knocking state under the condition that the in-cylinder actual temperature is greater than the in-cylinder estimated temperature, and determining the knocking rate based on the difference value of the in-cylinder actual temperature and the in-cylinder estimated temperature.
Specifically, when the actual temperature in the cylinder is higher than the estimated temperature in the cylinder, the engine is determined to be in a knocking state, the detonation rate is determined according to the difference value between the actual temperature in the cylinder and the estimated temperature in the cylinder, and the larger the difference value is, the larger the detonation rate of the engine is, namely, the positive correlation relationship is formed between the detonation rate and the difference value between the actual temperature in the cylinder and the estimated temperature in the cylinder.
An embodiment of the present invention further provides an optimization system of ignition energy of an engine of a vehicle, as shown in fig. 7, the optimization system including: 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 configured to control the engine to ignite with the base ignition energy. The acquisition module 100 is also used to acquire combustion data of the engine. The processing module 200 is also configured to determine a knock rate of the engine based on the combustion data. The processing module 200 is further configured to modify 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 predetermined expansion factor to obtain a modified ignition energy. In some embodiments, as shown in FIG. 7, the control module 200 is further configured to determine a correction factor based on the knock rate. The control module 200 is further 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 further configured to acquire a load of the engine and is based on the speed and the 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 configured to determine a knock correction factor based on the knock rate. The processing module 200 is also configured to determine a mode correction factor based on the combustion mode. The processing module 200 is further configured to multiply the knock correction factor by the combustion mode correction factor to obtain a correction factor.
In some embodiments, as shown in FIG. 7, the processing module 200 is further 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 spark advance angle of the engine.
In some embodiments, the acquisition module 100 is further configured to acquire engine speed, intake air temperature, intake valve temperature, 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 further configured to determine an in-cylinder predicted temperature based on the engine speed, the intake air temperature, the intake valve temperature, the valve timing data, and the predicted exhaust temperature. The processing module 200 is also used to control the engine to fire at the base firing energy and obtain the actual temperature in the cylinder. The processing module 200 is further configured to determine that the engine is in a knock state when the in-cylinder actual temperature is higher than the in-cylinder predicted temperature, and determine a knock rate based on a difference between the in-cylinder actual temperature and the in-cylinder predicted temperature.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the scope of the present invention. The above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, it will be apparent to those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof; such modifications and substitutions do not depart from the spirit and scope of the corresponding claims in the present application.
Claims (10)
1. A method for optimizing ignition energy of an engine of a vehicle, the method comprising:
acquiring the voltage of a storage battery of a vehicle and the rotating speed of the engine and determining basic ignition energy corresponding to the rotating speed;
controlling the engine to ignite at the base ignition energy and obtain combustion data of the engine and determine a knock rate of the engine based on the combustion data;
in the state that the detonation rate is larger than a preset detonation threshold value, correcting the basic ignition energy to obtain corrected ignition energy, and updating the corrected ignition energy into the basic ignition energy, wherein the corrected ignition energy is not smaller than the basic ignition energy;
and repeatedly controlling the engine to ignite according to the basic ignition energy, acquiring combustion data of the engine, determining the detonation rate of the engine based on the combustion data, correcting the basic ignition energy to obtain corrected ignition energy under the condition that the detonation rate is greater than a preset detonation threshold value, and updating the corrected ignition energy to the basic ignition energy until the detonation rate is not greater than the detonation threshold value.
2. The optimization method of claim 1, wherein the modifying the base ignition energy to obtain a modified ignition energy comprises:
and multiplying the basic ignition energy by a preset expansion coefficient to obtain the corrected ignition energy.
3. The optimization method of claim 1, wherein the modifying the base ignition energy to obtain a modified ignition energy further comprises:
determining a correction coefficient based on the detonation rate, wherein the correction coefficient and the detonation rate have a positive correlation;
and multiplying the basic corrected ignition energy by the correction coefficient to obtain the corrected ignition energy.
4. The optimization method of claim 3, wherein prior to the controlling the engine to ignite at the base ignition energy, the control method further comprises:
acquiring the load of the engine and determining that the combustion mode of the engine is an ignition mode or an ignition compression ignition mode based on the rotating speed and the load;
the correction coefficient includes: a knock correction coefficient and a combustion mode correction coefficient, the knock rate determination correction coefficient including:
determining a knock correction coefficient based on the knock rate, wherein the knock correction coefficient and the knock rate have a positive correlation;
determining a mode correction coefficient based on the combustion mode, wherein the mode correction coefficient is determined as a first coefficient in a state where the combustion mode is an ignition mode, the mode correction coefficient is determined as a second coefficient in a state where the combustion mode is an ignition compression ignition mode, and the second coefficient is smaller than the first coefficient;
multiplying the knock correction coefficient by the combustion mode correction coefficient to obtain the correction coefficient.
5. The optimization method of claim 1, wherein the modifying the base ignition energy results in a modified ignition energy, and updating the modified ignition energy to a base ignition energy comprises:
increasing the base ignition energy to obtain a corrected ignition energy;
determining the energy threshold as the modified ignition energy in a state where the modified ignition energy is greater than the energy threshold;
updating the modified ignition energy to a base ignition energy.
6. The optimization method according to claim 5, wherein after determining the energy threshold as the modified ignition energy in the state where the modified ignition energy is greater than the energy threshold, the optimization method further comprises:
and reducing the ignition advance angle of the engine.
7. The optimization method of claim 1, wherein the combustion data comprises: an intake air temperature, an intake valve temperature, valve timing data, and an excess air ratio, the controlling the engine to ignite at the base ignition energy and obtaining combustion data for the engine and determining a knock rate of the engine based on the combustion data comprising:
acquiring the air inlet temperature, the air inlet valve temperature and 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 the engine speed, the intake air temperature, the intake valve temperature, valve timing data, and the predicted exhaust temperature;
controlling the engine to ignite with the basic ignition energy and obtain the actual temperature in the cylinder;
and under the condition that the in-cylinder actual temperature is greater than the in-cylinder estimated temperature, determining that the engine is in a knocking state, and determining the detonation rate based on the difference value of the in-cylinder actual temperature and the in-cylinder estimated temperature, wherein the detonation rate and the absolute value of the difference value form a positive correlation relation.
8. An optimization system of ignition energy of an engine of a vehicle, characterized in that the control system is configured to execute the control method of any one of claims 1 to 7, the control system comprising:
the acquisition module is used for acquiring the voltage of a storage battery of the vehicle and the rotating speed of the engine;
the processing module is used for determining basic ignition energy corresponding to the rotating speed;
the processing module is further configured to control the engine to ignite at the base ignition energy;
the acquisition module is further used for acquiring combustion data of the engine;
the processing module is further configured to determine a knock rate of the engine based on the combustion data;
the processing module is further configured to correct the basic ignition energy to obtain corrected ignition energy and update the corrected ignition energy to the basic ignition energy when the knock rate is greater than a preset knock threshold.
9. The optimization system of claim 8, wherein the processing module is further configured to multiply the base ignition energy by a predetermined expansion factor to obtain the modified ignition energy.
10. The optimization system of claim 8, wherein the processing module is further configured to determine a correction factor based on the detonation rate, the correction factor having a positive correlation with the detonation rate; the processing module is further configured to multiply the basic ignition energy by the correction coefficient to obtain the corrected ignition energy.
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