CN115163377B - Control method and control system for ignition energy of engine of vehicle - Google Patents
Control method and control system for ignition energy of engine of vehicle Download PDFInfo
- Publication number
- CN115163377B CN115163377B CN202210752717.6A CN202210752717A CN115163377B CN 115163377 B CN115163377 B CN 115163377B CN 202210752717 A CN202210752717 A CN 202210752717A CN 115163377 B CN115163377 B CN 115163377B
- Authority
- CN
- China
- Prior art keywords
- ignition energy
- engine
- energy
- ignition
- corrected
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
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
- F02P9/00—Electric spark ignition control, not otherwise provided for
- F02P9/002—Control of spark intensity, intensifying, lengthening, suppression
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Ignition Timing (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
Abstract
The invention provides a control method of ignition energy of an engine of a vehicle, which relates to the field of automobiles and comprises the following steps: acquiring the voltage of a storage battery of the vehicle and the rotating speed of an engine and determining basic ignition energy corresponding to the rotating speed; controlling the engine to ignite with basic ignition energy, acquiring combustion data of the engine, and determining the detonation 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 to be the basic ignition energy, wherein the corrected ignition energy is not smaller than the basic ignition energy; repeating the last two steps until the detonation rate is not more than the detonation threshold. The invention also provides a control system of ignition energy of the engine of the vehicle. The control method and the control system can control the ignition energy in the running process of the engine, so that the engine is stable in combustion and the ignition energy is not wasted.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a control method and a control system for ignition energy of an engine of a vehicle.
Background
The ignition timing refers to the timing of ignition when the piston reaches the top of its stroke at the end of the compression stroke of the engine, where the ignition system provides a high-pressure spark to the spark plug to ignite the compressed mixture in the cylinder to perform work. To maximize the ignition energy, the ignition timing is typically advanced by an amount called the spark advance angle, so that the piston fires just before top dead center, rather than just before top dead center. When the engine sucks the mixture of fuel vapor and air, the gas mixture is automatically ignited and burned due to factors such as the fact that the compression stroke does not reach the designed ignition position or the fact that the engine ages. At this time, the large impact force generated by combustion is opposite to the direction of the piston movement, and the knocking phenomenon occurs.
The related engine controls ignition energy through voltage, excess air coefficient and rotating speed, and the ignition energy control method is unchanged after the ignition energy control method is determined, so that the ignition energy control can not meet the requirements of a combustion mode or waste the ignition energy in the using process.
Disclosure of Invention
The invention provides a control method and a control system for ignition energy of an engine of a vehicle, which are used for solving the technical problem of how to control the ignition energy in the actual use process, so that the ignition energy is not wasted in the use process of the engine.
The embodiment of the invention provides a control method of ignition energy of an engine of a vehicle, which comprises the following steps: acquiring the voltage of a storage battery of a vehicle and the rotating speed of an engine and determining basic ignition energy corresponding to the rotating speed; controlling the engine to ignite with the basic ignition energy, acquiring combustion data of the engine and determining the detonation rate of the engine based on the combustion data; correcting the basic ignition energy to obtain corrected ignition energy and updating the corrected ignition energy into basic ignition energy in a state that the detonation rate is larger than a preset detonation threshold, wherein the corrected ignition energy is not smaller than the basic ignition energy; and repeating the control of the engine to ignite with the basic ignition energy, acquiring combustion data of the engine, determining the detonation rate of the engine based on the combustion data, correcting the basic ignition energy to obtain corrected ignition energy in a state that the detonation rate is larger than a preset detonation threshold, and updating the corrected ignition energy to be the basic ignition energy until the detonation rate is not larger than the detonation threshold.
Further, said modifying said base ignition energy to obtain a modified ignition energy comprises: multiplying the base ignition energy by a preset expansion coefficient to obtain the corrected ignition energy.
Further, the correcting the base ignition energy to obtain a corrected ignition energy further includes: determining a correction coefficient based on the detonation rate, wherein the correction coefficient and the detonation rate form a positive correlation; the base corrected ignition energy is multiplied by the correction coefficient to obtain the corrected ignition energy.
Further, before the engine is controlled to ignite with the base ignition energy, the control method further includes: acquiring a load of the engine and determining whether a combustion mode of the engine is an ignition mode or an ignition compression ignition mode based on the rotational speed and the load; the correction coefficient includes: a knock correction coefficient and a combustion mode correction coefficient, the knock rate determination correction coefficient comprising: determining a knock correction coefficient based on the knock rate, the knock correction coefficient and the knock rate being in positive correlation; determining a mode correction coefficient based on the combustion mode, wherein the mode correction coefficient is determined to be a first coefficient in a state in which the combustion mode is an ignition mode, the mode correction coefficient is determined to be a second coefficient in a state in which the combustion mode is an ignition compression ignition mode, and the second coefficient is smaller than the first coefficient; the knock correction coefficient is multiplied by the combustion mode correction coefficient to obtain the correction coefficient.
Further, the correcting the base ignition energy to obtain a corrected ignition energy, and updating the corrected ignition energy to the base ignition energy includes: correcting the basic ignition energy to obtain corrected ignition energy; determining the energy threshold as the modified ignition energy in a state in which the modified ignition energy is greater than the energy threshold; updating the corrected ignition energy to the base ignition energy.
Further, after the energy threshold is determined as the corrected ignition energy in the state where the corrected ignition energy is greater than the energy threshold, the control method further includes: the ignition advance angle of the engine is reduced.
Further, the combustion data includes: controlling the engine to ignite at the base ignition energy and obtain combustion data for the engine and determining a knock rate for the engine based on the combustion data comprises: 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 a rotational speed of the engine, the intake air temperature, the intake valve temperature, valve timing data, and the predicted exhaust gas temperature; controlling the engine to ignite with the basic ignition energy and acquiring the actual temperature in the cylinder; and determining that the engine is in a knocking state in a state that the actual in-cylinder temperature is larger than the estimated in-cylinder temperature, and determining the detonation rate based on a difference value between the actual in-cylinder temperature and the estimated in-cylinder temperature, wherein the detonation rate and an absolute value of the difference value form a positive correlation.
The embodiment of the invention also provides a control system of ignition energy of an engine of a vehicle, which is used for executing the control method, and comprises the following steps: an acquisition module for acquiring a voltage of a battery of the vehicle and a rotational speed of the engine; the processing module is used for determining basic ignition energy corresponding to the rotating speed; the processing module is further used for controlling the engine to ignite with the basic ignition energy; the acquisition module is also used for acquiring combustion data of the engine; the processing module is further configured to determine a knock ratio of the engine based on the combustion data; the processing module is further configured to correct the base ignition energy to obtain corrected ignition energy in a state where the detonation velocity is greater than a preset detonation threshold, and update the corrected ignition energy to the base ignition energy.
Further, the processing module is further configured to multiply the base ignition energy by a preset expansion coefficient to obtain the corrected ignition energy.
Further, the processing module is further configured to determine a correction coefficient based on the detonation rate, where the correction coefficient and the detonation rate form a positive correlation; the processing module is further configured to multiply the base ignition energy by the correction coefficient to obtain the corrected ignition energy.
The embodiment of the invention provides a control method of ignition energy of an engine of a vehicle, which comprises the following steps: acquiring the voltage of a storage battery of the vehicle and the rotating speed of an engine and determining basic ignition energy corresponding to the rotating speed; controlling the engine to ignite with basic ignition energy, acquiring combustion data of the engine, and determining the detonation rate of the engine based on the combustion data; under the condition that the detonation velocity is larger than a preset detonation threshold value, correcting the basic ignition energy to obtain corrected ignition energy, wherein the corrected ignition energy is not smaller than the basic ignition energy; and repeating the control of the engine to ignite with the basic ignition energy, acquiring combustion data of the engine, determining the detonation rate of the engine based on the combustion data, and correcting the basic ignition energy to obtain corrected ignition energy until the detonation rate is not greater than the detonation threshold in a state that the detonation rate is greater than the preset detonation threshold. In the running process of the engine, under the condition that the detonation rate of the engine is detected to be greater than a preset detonation threshold value, the basic correction energy is gradually expanded until the detonation rate after the corrected basic ignition energy is used for ignition is not greater than the preset threshold value, namely, until the detonation degree of the engine after the corrected basic ignition energy is used for ignition meets the requirement, so that the ignition energy can be automatically updated under the condition that the engine knocks under the influence of factors such as carbon deposition or part aging in the running process of the engine, and the detonation is further suppressed.
Drawings
Fig. 1 is a flow chart of a method for controlling ignition energy of an engine of a vehicle according to an embodiment of the present invention;
FIG. 2 is a flow chart of another method for controlling ignition energy of an engine of a vehicle according to an embodiment of the present invention;
FIG. 3 is a flow chart of another method for controlling ignition energy of an engine of a vehicle according to an embodiment of the present invention;
FIG. 4 is a flow chart of another method for controlling ignition energy of an engine of a vehicle according to an embodiment of the present invention;
FIG. 5 is a flow chart of another method for controlling ignition energy of an engine of a vehicle according to an embodiment of the present invention;
FIG. 6 is a flow chart of a method for controlling ignition energy of an engine of another vehicle according to an embodiment of the present invention;
fig. 7 is a schematic structural diagram of a control system for ignition energy of an engine of a vehicle according to an embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present invention more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
The individual features described in the specific embodiments can be combined in any suitable manner, without contradiction, for example by combination of different specific features, to form different embodiments and solutions. Various combinations of the specific features of the invention are not described in detail in order to avoid unnecessary repetition.
In the following description, references to the term "first/second/are merely to distinguish between different objects and do not indicate that the objects have the same or a relationship therebetween. It should be understood that references to orientations of "above", "below", "outside" and "inside" are all orientations in normal use, and "left" and "right" directions refer to left and right directions illustrated in the specific corresponding schematic drawings, and may or may not be left and right directions in normal use.
It should be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element. The term "coupled," unless specifically indicated otherwise, includes both direct and indirect coupling.
The engine to which the control method and the control system provided in the following embodiments are applied may be any vehicle type engine, and the engine may be applied to a car, and the engine may be applied to a truck, for example.
In some embodiments, as shown in fig. 1, fig. 1 provides a schematic flow chart of a control method of ignition energy of an engine of a vehicle, and the flow chart of the control method includes:
step S101, a voltage of a battery of the vehicle and a rotational speed of an engine are acquired, and a base ignition energy corresponding to the rotational speed is determined.
The ignition device comprises a high-voltage coil, the high-voltage coil is used for boosting the low-voltage current provided by a storage battery of the vehicle into high-voltage current through electromagnetic induction between the low-turn coil and the high-turn coil and releasing the high-voltage current into a combustion chamber at a preset ignition time, so that electric sparks are generated in the combustion chamber to ignite the fuel oil mixture in the combustion chamber, namely, the ignition energy provided by the ignition device is related to the voltage which can be output by the storage battery, and therefore, the basic ignition energy needs to be determined according to the voltage of the storage battery. Meanwhile, the requirements of different rotating speeds of the engine on ignition energy are different, and the time from the ignition device to the movement of the piston to the upper dead center is shorter when the rotating speed is higher, namely, the time for the ignition device to ignite the oil-gas mixture in the combustion chamber is shorter when the rotating speed is higher, and the required ignition energy is higher according to the higher rotating speed of the engine. In summary, the required base ignition energy needs to be determined according to the voltage of the battery and the rotation speed of the engine, where the base ignition energy may be determined by any method based on the voltage of the battery and the rotation speed of the engine, and by way of example, determining the maximum value of the base ignition energy based on the voltage of the battery, setting the zero rotation speed to zero, setting the maximum rotation speed to the maximum value of the base ignition energy, and making the rotation speed and the base ignition energy in direct proportion to each other to determine the base ignition energy at each rotation speed.
Step S102, the engine is controlled to ignite with basic ignition energy, combustion data of the engine are acquired, and the detonation rate of the engine is determined based on the combustion data.
Specifically, the engine is controlled to ignite at the base ignition energy determined in step S101 while acquiring combustion data of the engine, wherein the combustion data of the engine includes parameters related to combustion in the engine, and the time for acquiring different combustion parameters is different depending on the difference of the combustion parameters, specifically, the ignition data is acquired before ignition if the combustion data is generated before ignition, the ignition data is acquired after ignition if the combustion data is generated after ignition, and the combustion data includes an intake air amount and an intake air temperature, which are acquired by an air flow meter provided in an intake pipe before ignition, and exemplary combustion data includes a cylinder pressure maximum value and an in-cylinder temperature maximum value, which are acquired after ignition by a cylinder pressure sensor and a cylinder temperature sensor, respectively. The detonation rate capable of measuring the combustion stability of the engine can be obtained through the combustion data, wherein the combustion stability of the engine is characterized in that whether fuel oil entering a cylinder completely participates in combustion work or not, and the greater the proportion of the fuel oil entering the cylinder participating in the combustion work, the higher the combustion stability of the engine. It should be noted that the detonation rate may be any parameter capable of characterizing combustion stability of the engine, and by way of example, a difference between an actual in-cylinder temperature of the engine and a theoretical estimated temperature of the engine corresponding to the rotation speed may be used as the detonation rate, and a difference between an actual cylinder pressure in the engine and a theoretical estimated cylinder pressure of the engine corresponding to the rotation speed may be used as the detonation rate.
And step 103, correcting the basic ignition energy to obtain corrected ignition energy and updating the corrected ignition energy to the basic ignition energy in a state that the detonation rate is larger than a preset detonation threshold, wherein the corrected ignition energy is not smaller 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 has been lower than the requirement for normal operation of the engine, and the engine is in a state of significant knock level, and correction of the base ignition energy is required, specifically, correction of the base ignition energy to a corrected ignition energy that is not less than the base ignition energy, and update of the corrected ignition energy to a new base ignition energy corresponding to the rotation speed.
Step S104, repeating step S102 and step S103 until the detonation rate is not greater than the detonation threshold.
Specifically, the engine is ignited with updated basic ignition energy at the rotating speed, the detonation rate after being burnt with new basic ignition energy is calculated again, if the obtained detonation rate is still larger than a preset detonation threshold value, the basic ignition energy is continuously updated to corrected ignition energy, and the corrected ignition energy is updated to new basic ignition energy until the detonation rate of the engine after being ignited with the basic ignition energy is smaller than the preset detonation threshold value. It can be understood that the basic ignition energy is continuously updated to gradually increase the basic ignition energy until the basic ignition energy is increased to a level that can enable the knocking degree of the engine to meet the requirement, and meanwhile, as the correction updating process can be performed 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 the aging of engine parts affects the combustion stability in the running process of the engine, so that the knocking of the engine is restrained in the using process of the engine, and the ignition energy can meet the requirement of the knocking degree of the engine while the ignition energy is not wasted in the using process of the engine. The base ignition energy may be updated by any method to obtain the corrected ignition energy, and the base ignition energy is expanded in a predetermined ratio to obtain the corrected ignition energy, and an expansion coefficient that is positively correlated with the detonation rate is determined according to the magnitude of the detonation rate, and the corrected ignition energy is obtained by multiplying the base ignition energy by the expansion coefficient.
The embodiment of the invention provides a control method of ignition energy of an engine of a vehicle, which comprises the following steps: acquiring the voltage of a storage battery of the vehicle and the rotating speed of an engine and determining basic ignition energy corresponding to the rotating speed; controlling the engine to ignite with basic ignition energy, acquiring combustion data of the engine, and determining the detonation rate of the engine based on the combustion data; under the condition that the detonation velocity is larger than a preset detonation threshold value, correcting the basic ignition energy to obtain corrected ignition energy, wherein the corrected ignition energy is not smaller than the basic ignition energy; and repeating the control of the engine to ignite with the basic ignition energy, acquiring combustion data of the engine, determining the detonation rate of the engine based on the combustion data, and correcting the basic ignition energy to obtain corrected ignition energy until the detonation rate is not greater than the detonation threshold in a state that the detonation rate is greater than the preset detonation threshold. In the running process of the engine, under the condition that the detonation rate of the engine is detected to be greater than a preset detonation threshold value, the basic correction energy is gradually expanded until the detonation rate after the ignition is carried out by the corrected basic ignition energy is not greater than the preset threshold value, namely, until the detonation degree of the engine after the ignition is carried out by the corrected basic ignition energy meets the requirement, so that the ignition energy can be automatically updated under the detonation state of the engine 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 flowchart of another control method of ignition energy of engine knock control, which is different from the control method provided in fig. 1 in that the corrected base ignition energy in step S103 in fig. 1 is corrected to include:
step S201, the basic ignition energy is multiplied by a preset expansion coefficient to obtain the corrected ignition energy.
It is understood that the base ignition energy is multiplied by a preset expansion coefficient to expand the base ignition energy to the corrected ignition energy. Alternatively, the expansion coefficient is a fixed value, which may be 102% by way of example. Optionally, the expansion coefficient may be further determined by starting to detect that the detonation rate is greater than the preset detonation threshold, and the number of correction times of the base ignition energy is determined, and a negative correlation is formed between the expansion coefficient and the number of correction times, which may be understood that as the number of correction times of the base ignition energy is greater, the degree of expansion of the base ignition energy is higher, so that the corrected base ignition energy gradually approaches the ignition energy capable of meeting the requirement of the combustion mode, and thus the possibility that the expanded base ignition energy is greater than the required ignition energy, resulting in waste of the ignition energy can be reduced. Illustratively, when the initiation of detection of a detonation rate greater than the preset detonation preset initiation, 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 flowchart of another control method of ignition energy of an engine of a vehicle, which is different from the control method provided in fig. 1 in that the corrected base ignition energy obtaining corrected ignition energy in step S103 in fig. 1 includes:
step S301, a correction coefficient is determined based on the shock rate.
It is understood that the magnitude of the correction coefficient is determined according to the knock degree of the engine so that the correction coefficient and the knock rate are in positive correlation, that is, the more serious the knock phenomenon of the engine, the larger the correction coefficient is, so that the degree of increase of the base ignition energy is adapted to the knock rate.
Step S302, the base ignition energy is multiplied by the correction coefficient to obtain the corrected ignition energy.
By multiplying the base ignition energy by a correction coefficient having a positive correlation with the knock ratio to obtain the corrected ignition energy, the corrected ignition energy can be made to approach a magnitude that satisfies the combustion mode more quickly and knocking of the engine can be suppressed.
In some embodiments, as shown in fig. 4, fig. 4 provides a flow chart of another control method of ignition energy of an engine of a vehicle, which is different from the control method shown in fig. 3 in that, before step S102 in fig. 3, the control method further includes:
s105, acquiring the load of the engine and determining whether the combustion mode of the engine is an ignition mode or a compression ignition mode based on the rotating speed and the load.
It will be appreciated that the engine is a compression ignition engine and that in order to enable the engine to be adapted to different operating conditions, the combustion mode of the engine can be switched between ignition and compression ignition, in particular the combustion process of compression ignition comprises: firstly, igniting part of fuel in the cylinder through an ignition device, forming a flame kernel through the ignited fuel so as to heat the fuel which is not ignited, and finally, integrally compressing the fuel which is not ignited in the cylinder through a piston; the ignition process includes: the ignition device is used for igniting all the oil-gas mixtures in the cylinder, and the combustion mode of the engine can be switched between the ignition compression ignition mode and the ignition mode through the valve timing of the engine, the excess air coefficient, the working mode of the oil injection device and other engine parameters. The method comprises the steps that an engine determines a combustion mode to be operated according to rotation speed and load, specifically, a corresponding relation table of the rotation speed and load and the combustion mode is stored in a control system of the engine, the corresponding relation table is divided into an ignition section and an ignition compression ignition section according to the difference of the rotation speed and the load, and when a working condition point corresponding to the rotation speed and the load of the engine is located in the ignition section of the corresponding relation table, the control system of the engine controls the combustion mode of the engine to be the ignition mode; and when the working point corresponding to the rotating speed and the load of the engine is positioned in the ignition compression ignition region of the corresponding relation table, controlling the combustion mode of the engine to be the ignition compression ignition mode.
Meanwhile, the correction coefficients include a knock correction coefficient and a combustion mode correction coefficient, and as shown in fig. 4, the control method differs from the control method shown in fig. 3 in that step S301 in fig. 3 includes:
step S401, determining a knock correction coefficient based on the knock rate.
It is understood that the magnitude of the knock correction coefficient is determined according to the knock level of the engine so that the knock correction coefficient and the knock rate are in positive correlation, i.e., the more serious the knock phenomenon of the engine, the greater the knock correction coefficient, so that the degree of increase in the base 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 to be a first coefficient in a state where the combustion mode is the ignition mode, and is determined to be a second coefficient smaller than the first coefficient in a state where the combustion mode is the ignition compression mode. It is understood that the concentration of fuel in the oil-gas mixture in the cylinder in the ignition mode is higher and is less likely to be ignited simultaneously, so knocking is more likely to occur, and higher ignition energy is required in the ignition mode to ignite the oil-gas mixture in the cylinder simultaneously in order to suppress knocking; in the ignition compression ignition mode, the concentration of fuel in the oil-gas mixture in the cylinder is lower and a part of the fuel is ignited by compression ignition, so that the oil-gas mixture in the cylinder is more easily ignited at the same time, and the ignition energy can be set to a lower value.
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, it is also desirable to have an effect on the required ignition energy in accordance with the combustion mode when determining the correction factor, so that the boost in ignition energy is more consistent with the engine's requirements in the case of a compression ignition engine.
In some embodiments, as shown in fig. 5, fig. 5 provides a flow chart of another control method of ignition energy of an engine of a vehicle, which is different from the control method shown in fig. 1 in that step S103 in fig. 1 includes:
step S501, the corrected base ignition energy is obtained as corrected ignition energy.
It is understood that attempting to correct the base ignition energy when the knocking phenomenon of the engine is detected results in correcting the ignition energy.
In step S502, in a state where the corrected ignition energy is larger than the energy threshold, the energy threshold is determined as the corrected ignition energy.
Specifically, after the corrected ignition energy is obtained, whether the corrected ignition energy is larger than an energy threshold value is judged, the corrected ignition energy is maintained unchanged under the condition that the obtained corrected ignition energy is not larger than the energy threshold value, and under the condition that the obtained corrected ignition energy is larger than the energy threshold value, the energy threshold value is updated to be the corrected ignition energy, so that the corrected ignition energy is not larger than the energy threshold value, the energy waste caused by the overlarge ignition energy is reduced, and meanwhile, the possibility of engine overheating caused by the overlarge ignition energy and engine failure can be reduced.
Step S503, the corrected ignition energy is updated to the base ignition energy.
Optionally, as shown in fig. 5, after step S502, the control method further includes:
step S504, the ignition advance angle of the engine is reduced.
It is understood that in a state where the knocking degree of the engine cannot be satisfied by raising the ignition energy, the knocking degree of the engine is satisfied by the adjustment of other systems of the engine, specifically, the flame combustion path in the cylinder is shortened by reducing the ignition advance angle of the engine, so that the mixture is more easily ignited at the same time, and knocking can be suppressed.
In some embodiments, the combustion data includes: intake air temperature, intake valve temperature, and valve timing data. As shown in fig. 6, fig. 6 provides a flowchart of another control method of ignition energy of an engine of a vehicle, which is different from the control method shown in fig. 1 in that step S102 in fig. 1 includes:
step S601, intake air temperature, intake valve temperature, excess air ratio, and valve timing data.
Step S602, determining an estimated exhaust temperature based on the intake air temperature and the excess air ratio.
It should be noted that the estimated exhaust temperature may be calculated by any method, and for example, the heat that can be generated by all the fuel oil entering the cylinder to participate in combustion may be determined according to the excess air ratio, then the specific heat capacity of the combustion exhaust gas is determined, the post-combustion elevated temperature is obtained according to the heat and the specific heat capacity, and the estimated exhaust temperature is obtained by adding the intake air temperature and the elevated temperature; the exhaust temperature may also be calibrated by the intake air temperature and the excess air ratio, for example, such that the estimated exhaust temperature is obtained based on the calibrated table calibration and the intake air temperature and the excess air ratio.
Step S603, determining an in-cylinder estimated temperature based on the rotational speed of the engine, the intake air temperature, the intake air valve temperature, the valve timing data, and the estimated schedule temperature.
Specifically, the in-cylinder estimated temperature may be determined by any method, and by way of example, the overlap time of opening of the intake valve and the exhaust valve is determined by the valve overlap angle in the engine speed and the valve timing data, and the in-cylinder initial temperature after heat exchange is performed between the intake valve temperature and the exhaust estimated temperature in the overlap time is determined, then the heat obtained after the fuel is completely involved in combustion is determined by the excess air coefficient, and the elevated temperature is obtained, and the in-cylinder initial temperature and the elevated temperature are added to obtain the in-cylinder estimated temperature; the method comprises the steps of obtaining an in-cylinder prediction coefficient through a neural network, inputting the rotating speed, the air inlet temperature, the air inlet valve temperature, the air distribution timing data and the predicted exhaust temperature of an engine into the neural network model, training the neural network model based on the corresponding actual exhaust temperature, and accordingly estimating the exhaust temperature according to the trained neural network model.
Step S604, the engine is controlled to ignite with basic ignition energy and the actual temperature in the cylinder is obtained.
That is, the in-cylinder actual temperature is acquired from the temperature sensor after the engine is ignited.
Step S605, under the state that the actual temperature in the cylinder is larger than the estimated temperature in the cylinder, determining that the engine is in a knocking state, and determining the knocking rate based on the difference value between the actual temperature in the cylinder and the estimated temperature in the cylinder.
Specifically, when the actual in-cylinder temperature is greater than the estimated in-cylinder temperature, the engine is determined to be in a knocking state, and the detonation rate is determined according to the difference between the actual in-cylinder temperature and the estimated in-cylinder temperature, wherein the larger the difference is, the larger the detonation rate of the engine is, namely, the detonation rate and the difference between the actual in-cylinder temperature and the estimated in-cylinder temperature form a positive correlation.
The embodiment of the invention also provides a control system of ignition energy of an engine of a vehicle, as shown in fig. 7, the control system comprises: an acquisition module 100 and a processing module 200. The acquisition module 100 is used to acquire the voltage of the battery of the vehicle and the rotational speed of the engine. The processing module 200 is configured to determine a base ignition energy corresponding to the rotational speed. The processing module 200 is also used to control the engine to fire at the base firing energy. The acquisition module 100 is also configured to acquire combustion data of the engine. The processing module 200 is also configured to determine a 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 preset expansion coefficient to obtain a modified ignition energy. In some embodiments, as shown in FIG. 7, the control module 200 is also configured to determine a correction factor based on the shock rate. The control module 200 is also configured to multiply the base ignition energy by a correction factor to obtain a corrected ignition energy. In some embodiments, as shown in FIG. 7, the acquisition module 100 is also used to acquire the load of the engine and is based on the speed and load. The processing module 200 is also operable to determine whether the combustion mode of the engine is an ignition mode or an ignition compression ignition mode. The processing module 200 is also configured to determine a knock correction coefficient 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 also configured to multiply the knock correction coefficient by the combustion mode correction coefficient to obtain a correction coefficient.
In some embodiments, as shown in FIG. 7, the processing module 200 is also configured to modify 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 of the engine.
In some embodiments, as shown in FIG. 7, the acquisition module 100 is also configured to acquire engine speed, intake air temperature, intake valve temperature, and valve timing data. The processing module 200 is also configured to determine an estimated exhaust temperature based on the intake air temperature and the excess air ratio. The processing module 200 is also configured to determine an in-cylinder predicted temperature based on the rotational speed of the engine, the intake air temperature, the intake valve temperature, the valve timing data, and the predicted schedule temperature. The processing module 200 is also used to control the engine to fire at the base firing energy and to obtain the actual in-cylinder temperature. The processing module 200 is further configured to determine that the engine is in a knock state in a state in which the in-cylinder actual temperature is higher than the in-cylinder estimated temperature, and determine a knock rate based on a difference between the in-cylinder actual temperature and the in-cylinder estimated temperature.
The foregoing description is only of the preferred embodiments of the present invention, and is not intended to limit the scope of the present invention. The above embodiments are only for illustrating the technical solution of the present application, and are not limiting; 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 modifications may be made to the technical solutions described in the foregoing embodiments, or equivalents may be substituted for some of the technical features thereof; such modifications and substitutions do not depart from the spirit and scope of the corresponding technical solutions.
Claims (10)
1. A control method of ignition energy of an engine of a vehicle, characterized by comprising:
acquiring the voltage of a storage battery of a vehicle and the rotating speed of an engine and determining basic ignition energy corresponding to the rotating speed;
controlling the engine to ignite with the basic ignition energy, acquiring combustion data of the engine and determining the detonation rate of the engine based on the combustion data;
correcting the basic ignition energy to obtain corrected ignition energy and updating the corrected ignition energy into basic ignition energy in a state that the detonation rate is larger than a preset detonation threshold, wherein the corrected ignition energy is not smaller than the basic ignition energy;
and repeating the control of the engine to ignite with the basic ignition energy, acquiring combustion data of the engine, determining the detonation rate of the engine based on the combustion data, correcting the basic ignition energy to obtain corrected ignition energy in a state that the detonation rate is larger than a preset detonation threshold, and updating the corrected ignition energy to be the basic ignition energy until the detonation rate is not larger than the detonation threshold.
2. The control method according to claim 1, wherein said correcting said base ignition energy to obtain a corrected ignition energy includes:
multiplying the base ignition energy by a preset expansion coefficient to obtain the corrected ignition energy.
3. The control method according to claim 1, characterized in that said correcting said base ignition energy to obtain a corrected ignition energy further comprises:
determining a correction coefficient based on the detonation rate, wherein the correction coefficient and the detonation rate form a positive correlation;
multiplying the base ignition energy by the correction coefficient to obtain the corrected ignition energy.
4. A control method according to claim 3, characterized in that the control of the engine before ignition with the base ignition energy further comprises:
acquiring a load of the engine and determining whether a combustion mode of the engine is an ignition mode or an ignition compression ignition mode based on the rotational speed and the load;
the correction coefficient includes: a knock correction coefficient and a combustion mode correction coefficient, the knock rate determination correction coefficient comprising:
determining a knock correction coefficient based on the knock rate, the knock correction coefficient and the knock rate being in positive correlation;
determining a mode correction coefficient based on the combustion mode, wherein the mode correction coefficient is determined to be a first coefficient in a state in which the combustion mode is an ignition mode, the mode correction coefficient is determined to be a second coefficient in a state in which the combustion mode is an ignition compression ignition mode, and the second coefficient is smaller than the first coefficient;
the knock correction coefficient is multiplied by the combustion mode correction coefficient to obtain the correction coefficient.
5. The control method according to claim 1, characterized in that the correcting the base ignition energy to obtain a corrected ignition energy, and updating the corrected ignition energy to the base ignition energy includes:
correcting the basic ignition energy to obtain corrected ignition energy;
determining the energy threshold as the modified ignition energy in a state in which the modified ignition energy is greater than the energy threshold;
updating the corrected ignition energy to the base ignition energy.
6. The control method according to claim 5, characterized in that, after the energy threshold is determined as the corrected ignition energy in a state where the corrected ignition energy is larger than the energy threshold, the control method further comprises:
the ignition advance angle of the engine is reduced.
7. The control method according to claim 1, characterized in that the combustion data includes: controlling the engine to ignite at the base ignition energy and obtain combustion data for the engine and determining a knock rate for the engine based on the combustion data comprises:
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 a rotational speed of the engine, the intake air temperature, the intake valve temperature, valve timing data, and the predicted exhaust gas temperature;
controlling the engine to ignite with the basic ignition energy and acquiring the actual temperature in the cylinder;
and determining that the engine is in a knocking state in a state that the actual in-cylinder temperature is larger than the estimated in-cylinder temperature, and determining the detonation rate based on a difference value between the actual in-cylinder temperature and the estimated in-cylinder temperature, wherein the detonation rate and an absolute value of the difference value form a positive correlation.
8. A control system of ignition energy of an engine of a vehicle, characterized in that the control system is adapted to perform the control method of any one of claims 1 to 7, the control system comprising:
an acquisition module for acquiring a voltage of a battery of the vehicle and a rotational speed of the engine;
the processing module is used for determining basic ignition energy corresponding to the rotating speed;
the processing module is further used for controlling the engine to ignite with the basic ignition energy;
the acquisition module is also used for acquiring combustion data of the engine;
the processing module is further configured to determine a knock ratio of the engine based on the combustion data;
the processing module is further configured to correct the base ignition energy to obtain corrected ignition energy in a state where the detonation velocity is greater than a preset detonation threshold, and update the corrected ignition energy to the base ignition energy.
9. The control system of claim 8, wherein the processing module is further configured to multiply the base ignition energy by a predetermined expansion coefficient to obtain the modified ignition energy.
10. The control system of claim 8, wherein the processing module is further configured to determine a correction factor based on the detonation rate, the correction factor being in positive correlation with the detonation rate; the processing module is further configured to multiply the base ignition energy by the correction coefficient to obtain the corrected ignition energy.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210752717.6A CN115163377B (en) | 2022-06-28 | 2022-06-28 | Control method and control system for ignition energy of engine of vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210752717.6A CN115163377B (en) | 2022-06-28 | 2022-06-28 | Control method and control system for ignition energy of engine of vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN115163377A CN115163377A (en) | 2022-10-11 |
| CN115163377B true CN115163377B (en) | 2023-07-25 |
Family
ID=83489839
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210752717.6A Active CN115163377B (en) | 2022-06-28 | 2022-06-28 | Control method and control system for ignition energy of engine of vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115163377B (en) |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002155795A (en) * | 2000-11-21 | 2002-05-31 | Yamaha Motor Co Ltd | Knocking judgment device of multiple cylinder engine |
| JP2005233110A (en) * | 2004-02-20 | 2005-09-02 | Nissan Motor Co Ltd | Ignition timing control device for internal combustion engine |
| JP2009030545A (en) * | 2007-07-27 | 2009-02-12 | Mazda Motor Corp | Control device of engine for vehicle |
| CN102245875A (en) * | 2008-12-09 | 2011-11-16 | 本田技研工业株式会社 | Device and method for controlling timing at which ignition is stopped when internal combustion engine becomes stopped |
| CN103590958A (en) * | 2012-08-15 | 2014-02-19 | 福特环球技术公司 | Method for controlling an ignition system of an internal combustion engine and an ignition system |
| CN112555082A (en) * | 2019-09-25 | 2021-03-26 | 上海汽车集团股份有限公司 | Correction method and correction system for ignition advance angle |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US8408191B2 (en) * | 2010-06-23 | 2013-04-02 | Delphi Technologies, Inc. | Engine combustion control using ignition dwell |
-
2022
- 2022-06-28 CN CN202210752717.6A patent/CN115163377B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002155795A (en) * | 2000-11-21 | 2002-05-31 | Yamaha Motor Co Ltd | Knocking judgment device of multiple cylinder engine |
| JP2005233110A (en) * | 2004-02-20 | 2005-09-02 | Nissan Motor Co Ltd | Ignition timing control device for internal combustion engine |
| JP2009030545A (en) * | 2007-07-27 | 2009-02-12 | Mazda Motor Corp | Control device of engine for vehicle |
| CN102245875A (en) * | 2008-12-09 | 2011-11-16 | 本田技研工业株式会社 | Device and method for controlling timing at which ignition is stopped when internal combustion engine becomes stopped |
| CN103590958A (en) * | 2012-08-15 | 2014-02-19 | 福特环球技术公司 | Method for controlling an ignition system of an internal combustion engine and an ignition system |
| CN112555082A (en) * | 2019-09-25 | 2021-03-26 | 上海汽车集团股份有限公司 | Correction method and correction system for ignition advance angle |
Also Published As
| Publication number | Publication date |
|---|---|
| CN115163377A (en) | 2022-10-11 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP4025278B2 (en) | Optimal full throttle throttle air / fuel ratio control | |
| JP4015606B2 (en) | Closed loop individual cylinder air-fuel ratio balancing | |
| JP3961471B2 (en) | Closed-loop cold start delay spark control using ionization feedback | |
| US7690352B2 (en) | System and method of selecting data content of ionization signal | |
| JP3971730B2 (en) | Multi-criteria robust MBT timing estimation using ionization signal | |
| US7870844B2 (en) | Control system and method for internal combustion engine | |
| JP4438792B2 (en) | Control device for compression self-ignition internal combustion engine | |
| EP1830057A1 (en) | Fuel injection control device for internal combustion engine | |
| JP5885767B2 (en) | Control device for internal combustion engine | |
| JP4765745B2 (en) | Ignition timing control system for internal combustion engine | |
| JP4784467B2 (en) | Premixed compression ignition internal combustion engine | |
| JP2015190338A (en) | engine | |
| JP4158747B2 (en) | Ignition timing control device for internal combustion engine | |
| CN115163377B (en) | Control method and control system for ignition energy of engine of vehicle | |
| US10519879B2 (en) | Determining in-cylinder pressure by analyzing current of a spark plug | |
| CN114962115B (en) | Method and system for optimizing ignition energy of engine of vehicle | |
| JP2005054753A (en) | Fuel injection control device for internal combustion engine | |
| US20210071631A1 (en) | Device for controlling internal combustion engine and method for controlling internal combustion engine | |
| CN114962114B (en) | Control method and control system for ignition energy of engine of vehicle | |
| CN101235784A (en) | Knock control method | |
| JP6604259B2 (en) | Control device for internal combustion engine | |
| JP4182914B2 (en) | Ignition timing control device for internal combustion engine | |
| JP4135655B2 (en) | Ignition timing control device for internal combustion engine | |
| JP7080292B2 (en) | Internal combustion engine control device | |
| JP2023015623A (en) | Accidental fire detection method and accidental fire detection device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |