CN115750109A - Method, device, medium and equipment for inhibiting pre-ignition of engine - Google Patents
Method, device, medium and equipment for inhibiting pre-ignition of engine Download PDFInfo
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Abstract
The embodiment of the application discloses a method, a device, a medium and equipment for inhibiting pre-ignition of an engine, wherein the method comprises the steps of obtaining a current working condition parameter of the engine, obtaining an actual temperature parameter of a cylinder and an evaporation temperature parameter corresponding to fuel in the cylinder if the current working condition parameter represents that the engine works in a preset pre-ignition sensitive area, and controlling a cooler to work based on the actual temperature parameter to enable the cylinder to reach the evaporation temperature parameter, so that the storage environment of mixed liquid drops in the cylinder is changed, specified liquid in the mixed liquid drops is evaporated and separated from the mixed liquid drops, the remaining liquid drops cannot be spontaneously combusted, the occurrence condition of the pre-ignition is eliminated fundamentally, and the risk of the pre-ignition is reduced to the maximum extent.
Description
Technical Field
The present disclosure relates to the field of computer technologies, and in particular, to a method for suppressing pre-ignition of an engine, a device for suppressing pre-ignition of an engine, a computer-readable storage medium, and an electronic device.
Background
The early combustion caused by the self-ignition of the mixture before the ignition of the spark plug is called low-speed early combustion under the low-speed and high-load working condition of the engine. Low speed pre-ignition may cause super knock, causing engine damage. The influencing factors of low-speed pre-ignition comprise factors such as engine design, carbon deposition in a combustion chamber, fuel oil, engine oil and in-cylinder hot spot distribution. If the time of pre-ignition is not advanced much from the normal ignition time, the engine's abnormality is not significant. If the pre-ignition timing is advanced much further than the normal ignition timing, the engine power can be significantly reduced, the engine can operate unstably and with knock (muffled) and overheating. When pre-ignition is severe, the engine may be directly damaged.
In the prior art, a vehicle control system judges whether pre-ignition occurs or not according to a vibration signal identified by a knock sensor, counts the number of times of pre-ignition and calculates the duration of a control measure after the pre-ignition is identified, then determines which control measure to adopt according to the number of times of pre-ignition, and determines the action time of the control measure according to the duration or the number of combustion cycles.
However, the above-mentioned prior art pre-ignition control measures cannot prevent the occurrence of the first pre-ignition, the first pre-ignition may cause engine damage due to the strong randomness of the intensity of the pre-ignition occurrence, and even if the first pre-ignition occurs only, the control of Variable Valve Timing (VVT), air-fuel ratio, and load may deteriorate the fuel consumption and power performance of the engine during the application of the strategy (15 to 25 seconds).
Disclosure of Invention
In order to solve the above technical problem, embodiments of the present application provide a method for suppressing pre-ignition of an engine, a device for suppressing pre-ignition of an engine, a computer-readable storage medium, and an electronic apparatus.
According to an aspect of an embodiment of the present application, there is provided a pre-ignition suppression method for an engine including a cylinder and a cooler disposed opposite the cylinder; the method comprises the following steps: acquiring current working condition parameters of the engine; if the current working condition parameters represent that the engine works in a preset pre-ignition sensitive area, acquiring actual temperature parameters of the cylinder and acquiring evaporation temperature parameters corresponding to fuel in the cylinder; and controlling the cooler to work based on the actual temperature parameter so as to enable the cylinder to reach the evaporation temperature parameter.
In some embodiments, the cooler contains a cooling fluid; controlling the operation of the cooler based on the actual temperature parameter to bring the cylinder to the evaporating temperature parameter, comprising: judging whether the actual temperature parameter is lower than the evaporation temperature parameter; and if the actual temperature parameter is lower than the evaporation temperature parameter, controlling the flow of the cooling liquid of the cooler so as to enable the cylinder to reach the evaporation temperature parameter through the adjusted flow of the cooling liquid.
In some embodiments, the cooler regulates coolant flow through a proportional valve; controlling a coolant flow rate of a chiller, comprising: acquiring unit step length of a proportional valve of a cooler; the opening degree of the proportional valve is adjusted on a unit step size basis in each duty cycle to control the coolant flow rate on the basis of the adjusted opening degree of the proportional valve.
In some embodiments, adjusting the opening degree of the proportional valve based on a unit step size in each duty cycle to control the coolant flow rate based on the adjusted opening degree of the proportional valve includes: decreasing the opening degree of the proportional valve on a unit step size basis in each duty cycle to control the coolant flow rate on the basis of the decreased opening degree of the proportional valve; after controlling the operation of the cooler based on the actual temperature parameter to bring the cylinder to the evaporating temperature parameter, the method further comprises: acquiring a preset optimal opening of a proportional valve of a cooler; and if the current working condition parameters indicate that the engine is separated from the preset sensitive area of pre-ignition, increasing the opening of the proportional valve based on unit step length in each working cycle until the preset optimal opening is reached.
In some embodiments, the cooler regulates coolant flow through a proportional valve; controlling a coolant flow rate of a chiller, comprising: acquiring a target cooling liquid flow corresponding to the evaporation temperature parameter; the opening degree of the proportional valve of the cooler is adjusted based on the target coolant flow rate to control the coolant flow rate based on the adjusted opening degree of the proportional valve.
In some embodiments, in controlling the flow of coolant to the chiller, the method further comprises: acquiring the temperature of cooling liquid flowing through the cylinder; inquiring the adjustment quantity of the ignition angle corresponding to the cylinder based on the temperature of the cooling liquid; and controlling and adjusting the ignition angle of the cylinder based on the adjustment amount of the ignition angle.
In some embodiments, the method further comprises: acquiring a preset adjustment amount corresponding to the cylinder; and stopping the control of the flow rate of the coolant in the cooler based on the actual temperature parameter if the adjustment amount of the ignition angle corresponding to the cylinder exceeds a preset adjustment amount.
According to an aspect of an embodiment of the present application, there is provided a preignition suppression device for an engine, the engine including a cylinder and a cooler disposed opposite the cylinder; the device comprises: the working condition parameter acquisition module is configured to acquire current working condition parameters of the engine; the temperature parameter acquisition module is configured to acquire an actual temperature parameter of the cylinder and acquire an evaporation temperature parameter corresponding to fuel in the cylinder if the current working condition parameter represents that the engine works in a preset pre-ignition sensitive area; and the control module is configured to control the cooler to work based on the actual temperature parameter so as to enable the cylinder to reach the evaporation temperature parameter.
According to an aspect of an embodiment of the present application, there is provided a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the pre-ignition suppression method of an engine as above.
According to an aspect of an embodiment of the present application, there is provided an electronic device including one or more processors; a storage device for storing one or more programs that, when executed by an electronic apparatus, cause the electronic apparatus to implement the method for suppressing pre-ignition of an engine as above.
According to the technical scheme, the current working condition parameters of the engine are obtained, if the current working condition parameters represent that the engine works in a preset pre-ignition sensitive area, the actual temperature parameters of the air cylinder are obtained, the evaporation temperature parameters corresponding to fuel in the air cylinder are obtained, the cooler is controlled to work based on the actual temperature parameters, so that the air cylinder reaches the evaporation temperature parameters, the storage environment of mixed liquid drops in the air cylinder is changed, designated liquid in the mixed liquid drops is evaporated and separated from the mixed liquid drops, the rest liquid drops cannot be subjected to spontaneous combustion, the pre-ignition occurrence conditions are radically eliminated, and the pre-ignition risk is reduced to the maximum extent.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and together with the description, serve to explain the principles of the application. It is obvious that the drawings in the following description are only some embodiments of the application, and that for a person skilled in the art, other drawings can be derived from them without inventive effort. In the drawings:
FIG. 1 is a flow chart illustrating a method of suppressing pre-ignition in an engine according to an embodiment of the present application;
FIG. 2 is a schematic illustration of a pre-ignition sensitive area shown in an embodiment of the present application;
FIG. 3 is a schematic diagram illustrating the occurrence of pre-ignition according to an embodiment of the present application;
FIG. 4 is a flow chart illustrating a method of inhibiting pre-ignition in an engine according to another embodiment of the present application;
FIG. 5 is a schematic illustration of a deployment of an engine shown in an embodiment of the present application;
FIG. 6 is a flowchart illustrating a method of pre-ignition suppression for an engine according to another exemplary embodiment of the present application;
FIG. 7 is a block diagram illustrating an engine pre-ignition suppression apparatus according to an embodiment of the present application;
FIG. 8 is a block diagram of a computer system suitable for use in implementing the electronic device of an embodiment of the present application.
Detailed Description
Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. The following description refers to the accompanying drawings in which the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments identical to the present application. Rather, they are merely examples of the same devices and methods of some aspects of the present application, as detailed in the appended claims.
The block diagrams shown in the figures are functional entities only and do not necessarily correspond to physically separate entities. I.e. the functional entities may be implemented in the form of application programs or in one or more hardware modules or integrated circuits or in different networks and/or processor means and/or microcontroller means.
The flowcharts shown in the figures are illustrative only and do not necessarily include all of the contents and operations/steps, nor do they necessarily have to be performed in the order described. For example, some operations/steps may be decomposed, and some operations/steps may be combined or partially combined, so that the actual execution sequence may be changed according to the actual situation.
In the present application, the term "plurality" means two or more. "and/or" describe the association relationship of the associated objects, meaning that there may be three relationships, e.g., A and/or B may mean: a exists alone, A and B exist simultaneously, and B exists alone. The character "/" generally indicates that the former and latter associated objects are in an "or" relationship.
In general, a pre-ignition control system of an engine does not trigger a pre-ignition control measure immediately when recognizing a pre-ignition, but judges whether a counted pre-ignition frequency exceeds a pre-ignition frequency threshold, and if so, triggers the pre-ignition control measure corresponding to the pre-ignition frequency threshold. The pre-ignition frequency threshold value can be calibrated when the engine stand is calibrated and matched.
And the pre-ignition control system of the engine triggers different pre-ignition measures according to different pre-ignition times. For example, if the counted number of pre-ignition times exceeds a first pre-ignition time threshold value, triggering a first pre-ignition control measure, wherein the first pre-ignition control measure comprises increasing the air-fuel ratio of the engine; if the counted number of pre-ignition times exceeds a second pre-ignition time threshold value, triggering a second pre-ignition control measure, wherein the second pre-ignition control measure comprises adjusting the position of a variable valve timing system; if the counted pre-ignition times exceed a third pre-ignition time threshold value, triggering a third pre-ignition control measure, wherein the third pre-ignition control measure comprises limiting the air charging efficiency of the engine; if the counted pre-ignition times exceed a fourth pre-ignition time threshold value, triggering a fourth pre-ignition control measure, wherein the fourth pre-ignition control measure comprises fuel cut of the engine; the first pre-ignition time threshold value is smaller than or equal to the second pre-ignition time threshold value and smaller than or equal to the third pre-ignition time threshold value and smaller than or equal to the fourth pre-ignition time threshold value.
As can be seen by those skilled in the art, the current approach to inhibition of pre-ignition is passive control, and although the occurrence of continuous pre-ignition can be controlled to some extent, there are three main problems: 1) The occurrence of the first pre-ignition cannot be prevented, and because the intensity of the pre-ignition occurrence has great randomness, the first pre-ignition can cause the damage of the engine, and the current control mode of the risk cannot be eliminated; 2) Continuous pre-ignition can be prevented by fuel cut, but the power drop of the vehicle can be caused by the fact that a single cylinder cannot work due to fuel cut, the driving feeling of a driver is seriously influenced, and the power drop in the high-speed acceleration process can also generate safety risk; 3) Even if only the first preignition occurs, the control of VVT, air-fuel ratio, and load may degrade the fuel consumption and dynamics of the engine during the application of the strategy.
In order to solve the technical problem, the application provides a method for inhibiting the pre-ignition of an engine.
Referring to FIG. 1, FIG. 1 is a flow chart illustrating a method of suppressing pre-ignition in an engine according to an exemplary embodiment of the present application. In an exemplary embodiment, as shown in fig. 1, the method for suppressing pre-ignition of the engine at least comprises steps S110 to S130, which are described in detail as follows:
and step S110, acquiring current working condition parameters of the engine.
It should be noted that the operating condition parameters are used to characterize the operating conditions of the engine, which characterize the state of engine operation.
The current working condition parameters of the engine refer to parameters specified in the working condition parameters of the current engine.
The running state of the engine can be detected in real time to obtain the current working condition parameters of the engine. For example, the current operating parameters of the engine include torque of the engine, which is the force by which the engine rotates, and speed of the engine, which is the number of revolutions of the engine crankshaft per unit time. It will be appreciated that the current operating condition parameters of the engine may also include other parameters, which are not limited by the present application.
And step S120, if the current working condition parameters represent that the engine works in a preset pre-ignition sensitive area, acquiring actual temperature parameters of the cylinder and acquiring evaporation temperature parameters corresponding to fuel in the cylinder.
It should be noted that the preignition sensitive region refers to a set of operating points where preignition is likely to occur. Wherein the predetermined sensitive area of pre-ignition may be obtained by experiment.
In some embodiments, the predetermined pre-set pre-ignition sensitivity zone may be determined based on an operating condition of the engine over a specified period of time, the specified period of time being earlier than the current period of time. For example, the preset pre-ignition sensitive region may be obtained according to the number of times of pre-ignition of the engine in a specified time period.
Referring to FIG. 2, for example, FIG. 2 is a schematic view of an exemplary embodiment of the present application illustrating a sensitive area for pre-ignition. As shown in fig. 2, a core preignition sensitive region (S1), an preignition pretreatment region (S2), and an preignition escape control region (S3) are previously defined. Wherein S2 is that the rotating speed and the torque range are respectively expanded by preset percentages on the basis of S1, and if S2 is that the rotating speed and the torque range are respectively expanded by 15% on the basis of S1; s3, respectively expanding the rotating speed range and the torque range by preset percentages on the basis of S2, and if S3 is, respectively expanding the rotating speed range and the torque range by 25% on the basis of S2; therefore, the region area S1 < S2 < S3.
In the running process of the engine, if the number of times of pre-ignition of the engine in a specified time period meets a first threshold, taking S1 as a preset pre-ignition sensitive area, if the first threshold is 0, and if the number of times of pre-ignition of the engine in the specified time period is 0, indicating that the number of times of pre-ignition of the engine in the specified time period meets the first threshold, and detecting whether a current working condition parameter is located in S1; if the number of times of pre-ignition of the engine in the specified time period meets a second threshold, taking S2 as a preset pre-ignition sensitive area, if the second threshold is 1, and if the number of times of pre-ignition of the engine in the specified time period is 2, the number of times of pre-ignition of the engine in the specified time period meets the second threshold, and detecting whether the current working condition parameter is located in S2; if the number of times of the engine in the specified time period meets a third threshold, taking the S3 as a preset sensitive area of the pre-ignition, if the third threshold is 5, and if the number of times of the engine in the specified time period is 5, the number of times of the engine in the specified time period meets the third threshold, and detecting whether the current working condition parameter is located in the S3.
And if the current working condition parameters of the engine are detected to represent that the engine works in a preset pre-ignition sensitive area, acquiring the actual temperature parameters of the cylinder in the engine and the evaporation temperature parameters corresponding to the fuel used in the cylinder. The actual temperature parameter is used for reflecting the current temperature information of a cylinder in the engine, and the evaporation temperature parameter refers to an evaporation threshold value of fuel used in the cylinder.
The evaporating temperature parameter is determined based on the fuel currently used by the cylinders in the engine. For example, a map of relations between each type of fuel and an evaporation temperature threshold may be stored in advance, and the evaporation temperature parameter may be obtained by detecting the type of fuel in a cylinder of the engine and then querying the map based on the detected type of fuel. It is understood that the method for detecting the fuel type in the engine cylinder may be flexibly selected according to practical application, such as obtaining the fuel type in the engine cylinder through the liquid component detection sensor, obtaining the fuel type in the engine cylinder through the fuel information input operation performed by the user, etc., which is not limited in this application.
For example, if the fuel type in the engine cylinder is detected as gasoline, the resulting evaporation temperature parameter is 205 ℃.
The temperature parameter of the cylinder in the engine may be obtained based on a temperature sensor. Illustratively, a temperature sensor is pre-deployed relative to a cylinder of the engine, and the actual temperature parameter of the engine is obtained by acquiring the sensing parameter uploaded by the temperature sensor.
Optionally, since the engine generally includes a plurality of cylinders, the temperature sensor may be disposed on a cylinder wall between adjacent cylinders, so that the detected actual temperature parameter is more accurate, it can be understood that the cylinder specification parameters of different engines are different, and therefore, the disposition positions of the temperature sensors are also different, and the disposition positions of the temperature sensors may be flexibly selected according to the actual application conditions, which is not limited in this application.
And step S130, controlling the cooler to work based on the actual temperature parameter so as to enable the cylinder to reach the evaporation temperature parameter.
It should be noted that, a cooler is disposed opposite to the cylinder for controlling the temperature of the cylinder, and the cooler includes, but is not limited to, at least one or more combinations of a liquid cooler, an air cooler, and the like, and the application does not limit the type of the cooler.
The pre-ignition is abnormal combustion caused by the self-ignition of mixed liquid drops of fuel such as engine oil, gasoline and the like, the mixed liquid drops are stored in a gap between a piston and a cylinder barrel, the mixed liquid drops are not combusted in the previous cycle, and the mixed liquid drops enter the cylinder in the next cycle to generate the self-ignition so as to initiate the pre-ignition.
For example, referring to FIG. 3, FIG. 3 is a schematic view of the occurrence of pre-ignition. As shown in fig. 3, the process of generating pre-ignition includes: forming mixed liquid drops of fuel such as engine oil and gasoline; the mixed liquid drops are stored in the clearance between the piston ring land and the cylinder barrel; the mixed liquid drops are thinned due to the collision of the in-cylinder vortex with the wall surface of the cylinder or the collision of other liquid drops; the mixed liquid drops are heated, evaporated and diffused to form atomized liquid drops; the atomized liquid drops are influenced by gas dynamics and spontaneously combust to form stable fire nuclei; the fire core ignites the mixed liquid drops which are not burnt to generate shock waves; the shock wave coincides with the normal combustion flame front, triggering super detonation.
Therefore, the cooler is controlled to work through the actual temperature parameter of the cylinder, so that the cylinder reaches the evaporation temperature parameter corresponding to the fuel in the cylinder, the storage environment of the mixed liquid drops is changed, the specified liquid in the mixed liquid drops is evaporated and separated from the mixed liquid drops, the rest liquid drops cannot be spontaneously combusted, and the original reason is that the rest liquid drops cannot be spontaneously combustedEliminating the occurrence condition of pre-ignition. For example, the actual temperature parameter of the cylinder is 120 ℃ and the evaporation temperature parameter is the final distillation point T of gasoline 0 The mixed liquid drop contains engine oil and gasoline, and the cooler is controlled to raise the actual temperature of the cylinder to T 0 The gasoline is evaporated from the mixed liquid drops at the temperature of DEG C, and the rest engine oil cannot be spontaneously combusted.
For example, the cooler may be a liquid cooler, and the flow rate of the cooling liquid in the liquid cooler is controlled based on the actual temperature parameter, so that the temperature of the cylinder reaches the evaporation temperature parameter; the cooler can be an air cooler, and the working power of the air cooler is controlled based on the actual temperature parameter so as to enable the temperature of the cylinder to reach the evaporation temperature parameter; the cooler may include a liquid cooler and an air cooler, and the flow rate of the cooling liquid in the liquid cooler and the operating power of the air cooler are controlled based on the actual temperature parameter so that the temperature of the cylinder reaches the evaporation temperature parameter.
Alternatively, a temperature sensor and a cooler may be respectively disposed for each cylinder to respectively acquire an actual temperature parameter of each cylinder, and the cooler may be respectively controlled according to the actual temperature parameter of each cylinder, so as to improve accuracy of pre-ignition suppression for each cylinder.
According to the method for inhibiting the pre-ignition of the engine, the current working condition parameters of the engine are obtained, if the current working condition parameters represent that the engine works in the preset pre-ignition sensitive area, the actual temperature parameters of the cylinder are obtained, the evaporation temperature parameters corresponding to fuel in the cylinder are obtained, the cooler is controlled to work based on the actual temperature parameters, the cylinder reaches the evaporation temperature parameters, the storage environment of mixed liquid drops in the cylinder is changed, designated liquid in the mixed liquid drops is evaporated and separated from the mixed liquid drops, the rest liquid drops cannot be subjected to self-ignition, the pre-ignition occurrence conditions are eliminated fundamentally, and the pre-ignition risk is reduced to the maximum extent.
Referring to FIG. 4, FIG. 4 is a flow chart illustrating a method of suppressing pre-ignition in an engine according to another exemplary embodiment of the present application. As shown in fig. 4, the cooler contains a cooling fluid; controlling the operation of the cooler based on the actual temperature parameter to bring the cylinder to the evaporating temperature parameter in step S130 may include steps S131 to S132 as follows:
step S131, judging whether the actual temperature parameter is lower than the evaporation temperature parameter;
in step S132, if the actual temperature parameter is lower than the evaporation temperature parameter, the flow rate of the coolant of the cooler is adjusted, so that the cylinder reaches the evaporation temperature parameter through the adjusted flow rate of the coolant.
The cooler is a liquid cooling cooler, a temperature adjusting water path is arranged opposite to the cylinder, and the temperature of the cylinder is reduced through the flowing of cooling liquid in the temperature adjusting water path.
It can be understood that the larger the coolant flow rate of the coolant in the temperature adjusting water path is, the larger the cylinder temperature reduction value is, and the smaller the coolant flow rate of the coolant in the temperature adjusting water path is, the smaller the cylinder temperature reduction value is, where the cylinder temperature reduction value refers to a difference between a cylinder temperature without cooling measures and a cylinder temperature at which cooling measures are performed in the same operating scene.
Therefore, when the actual temperature parameter of the cylinder is lower than the evaporation temperature parameter, it indicates that there may be a combustible designated fuel in the mixed liquid droplets generated in the current cylinder, so that the coolant flow rate of the cooler needs to be adjusted to make the cylinder reach the evaporation temperature parameter through the adjusted coolant flow rate, and the combustible designated fuel in the mixed liquid droplets is evaporated and separated under the evaporation temperature parameter.
In some embodiments, the chiller regulates the coolant flow through a proportional valve; adjusting a coolant flow rate of the chiller based on the actual temperature parameter, comprising: acquiring unit step length of a proportional valve of a cooler; the opening degree of the proportional valve is adjusted on a unit step size basis in each duty cycle to control the coolant flow rate on the basis of the adjusted opening degree of the proportional valve.
It should be noted that the working cycle of the engine includes four processes, namely, intake, compression, work and exhaust, and simply, the engine completes four working processes of intake, compression, work and exhaust in one working cycle. The unit step size of the proportional valve is determined based on the specification parameters of the proportional valve.
Illustratively, when the current operating condition parameters of the engine indicate that the engine operates in a preset sensitive area of pre-ignition, the proportional valve is actuated in a unit step/working cycle mode, so that the opening degree of the proportional valve is reduced to increase the temperature of the cylinder wall. Meanwhile, the actual temperature parameter of the cylinder is detected in real time in the period, and once the actual temperature parameter of the cylinder reaches the evaporation temperature parameter, the proportional valve stops actuating to gradually adjust the temperature of the cylinder, so that the cylinder is prevented from knocking due to overhigh temperature.
In some embodiments, adjusting the opening degree of the proportional valve based on a unit step size in each duty cycle to control the coolant flow rate based on the adjusted opening degree of the proportional valve includes: reducing the opening degree of the proportional valve on the basis of the unit step length in each working cycle to control the coolant flow rate on the basis of the reduced opening degree of the proportional valve; after controlling the operation of the cooler based on the actual temperature parameter to bring the cylinder to the evaporating temperature parameter, the method further comprises: acquiring a preset optimal opening of a proportional valve of a cooler; and if the current working condition parameters indicate that the engine is separated from the preset sensitive area of pre-ignition, increasing the opening of the proportional valve based on unit step length in each working cycle until the preset optimal opening is reached.
It should be noted that, in order to ensure that the fully opened state of the proportional valve can meet the cooling requirement of the cylinder, the cooler may determine the optimal opening (preset optimal opening) of the proportional valve for fuel economy according to a mechanical development test.
It can be understood that the smaller the opening degree of the proportional valve, the smaller the flow rate of the coolant of the cooler and the smaller the reduction value of the cylinder temperature; the larger the opening degree of the proportional valve is, the larger the coolant flow rate of the cooler is, and the larger the cylinder temperature decrease value is. Therefore, the opening degree of the proportional valve is reduced on a unit step basis in each working cycle of the engine to increase the cylinder temperature to the evaporation temperature parameter by reducing the flow rate of the coolant.
Further, after detecting that the current working condition parameter of the engine is separated from the preset preignition sensitive area, the opening of the proportional valve is increased based on the unit step length in each working cycle until the opening of the proportional valve reaches the preset optimal opening, and then the proportional valve is in the preset optimal opening before the opening adjusting instruction for the proportional valve is not received, so that the cooling requirement of the engine is guaranteed, and the subsequent adjustment of the opening of the proportional valve is facilitated again.
In some embodiments, the chiller regulates the coolant flow through a proportional valve; adjusting the flow of coolant to the chiller, comprising: acquiring a target cooling liquid flow corresponding to the evaporation temperature parameter; the opening degree of a proportional valve of the cooler is adjusted based on the target coolant flow rate to control the coolant flow rate based on the adjusted opening degree of the proportional valve.
In addition to gradually adjusting the coolant flow rate based on the unit step size of the proportional valve, the target coolant flow rate corresponding to the evaporation temperature parameter may be directly confirmed to adjust the opening degree of the proportional valve based on the target coolant flow rate of the cooler.
For example, a mapping table between the coolant flow rate and the proportional valve opening is stored in advance, and the target opening corresponding to the proportional valve is obtained by querying the mapping table according to the target coolant flow rate corresponding to the evaporation temperature parameter, so as to adjust the proportional valve opening of the cooler to the target opening.
In some embodiments, in controlling the flow of the cooling liquid to the cooler based on the actual temperature parameter, the method further comprises: acquiring the temperature of cooling liquid flowing through the cylinder; inquiring the adjustment amount of the ignition angle corresponding to the cylinder based on the temperature of the cooling liquid; and controlling and adjusting the ignition angle of the cylinder based on the adjustment amount of the ignition angle.
When the engine works, the ignition moment has great influence on the working performance of the engine. Ignition is the spark plug sparking before the piston reaches compression top dead center, igniting the combustible mixture in the combustion chamber. The angle through which the crankshaft rotates during the period from the ignition time to the time when the piston reaches compression top dead center is referred to as the ignition angle.
If the engine knocks, knocking is suppressed by retarding the ignition angle. Under certain conditions (such as over-high compression ratio), the combustion of the engine becomes abnormal, the pressure curve has high frequency and large fluctuation, and the flame propagation speed and the shape of the flame front are changed sharply at the moment, which is called deflagration, and the detonation is the external reaction of the deflagration.
When the current working condition parameters of the engine indicate that the engine is in a pre-ignition sensitive region, and the temperature of a cylinder is regulated through a cooler, if the temperature of the cylinder rises to cause knocking, an ignition push angle is triggered, and the ignition push angle refers to a delay angle of an actual ignition angle relative to a target ignition angle, namely an adjustment amount of the ignition angle corresponding to the cylinder.
The influence of different coolant temperatures on knocking can be matched through knock calibration, a knock push angle map based on the coolant temperature is preset, and the adjustment amount of an ignition angle corresponding to a cylinder can be inquired through the preset knock push angle map of the coolant temperature, for example, a target ignition angle of an engine is 10deg before top dead center, but knocking can be suppressed by delaying the ignition angle due to occurrence of knocking, and if the ignition push angle is 7deg through the preset knock push angle map of the coolant temperature, the next actual ignition angle is 3deg before top dead center.
In some embodiments, a preset adjustment amount corresponding to the cylinder is obtained; and stopping the control of the flow rate of the coolant in the cooler based on the actual temperature parameter if the adjustment amount of the ignition angle corresponding to the cylinder exceeds a preset adjustment amount.
When the current working condition parameters of the engine indicate that the engine is in a pre-ignition sensitive area and the temperature of the cylinder is regulated through the cooler, if the adjustment quantity of an ignition angle triggered by knocking caused by the temperature rise of the cylinder exceeds a preset adjustment quantity, the knocking caused by the temperature rise of the cylinder is relatively serious, because the control of the flow of the cooling liquid of the cooler needs to be stopped to avoid the risk caused by strong knocking caused by further temperature rise of the cylinder, so that the working safety of the engine is improved.
Referring to FIG. 5, FIG. 5 is a schematic illustration of an engine deployment according to an exemplary embodiment of the present application. As shown in fig. 5, the engine includes a cylinder 510, the cylinder 510 includes a cylinder block 511 and a cylinder head 512, the cooler includes a water pump 521, a heat radiation unit 522, a thermostat 523 and a proportional valve 524, a wall temperature sensor 531 is disposed opposite to the cylinder block 511, and a water temperature sensor 532 is disposed opposite to the thermostat 523, and the proportional valve 524, the wall temperature sensor 531 and the water temperature sensor 532 are all connected to a central control unit 540. The water pump 521 is used for providing power for the flow of the cooling liquid in the pipeline, the heat dissipation unit 522 is used for reducing the temperature of the cooling liquid in the pipeline, the thermostat 523 is a valve for controlling the flow path of the cooling liquid, the proportional valve 524 is used for adjusting the flow rate of the cooling liquid in the pipeline, the wall temperature sensor 53 is used for acquiring the actual temperature parameter of the cylinder, and the water temperature sensor 532 is used for acquiring the temperature of the cooling liquid flowing through the cylinder. The wall temperature sensor 53 and the water temperature sensor 532 transmit temperature parameters to the central control unit 540 through connection, and transmit proportional valve opening degree adjustment instructions to the proportional valve 524 based on the received temperature parameters to adjust the flow rate of the cooling liquid in the cooling line.
If the engine is an engine in a vehicle, the central Control Unit 540 is an Electronic Control Unit (ECU), and the type of the central Control Unit may be flexibly selected according to an actual application scenario, which is not limited in the present application.
Referring to FIG. 6, FIG. 6 is a flow chart illustrating a method of suppressing pre-ignition of an engine according to another exemplary embodiment of the present application. As shown in fig. 6, step S610 detects current operating condition parameters of the engine; step S620, judging whether the engine works in a preset pre-ignition sensitive area or not based on the current working condition parameters, if so, executing step S630, and otherwise, executing step S610; step S630, judging whether the actual temperature parameter of the cylinder is lower than the evaporation temperature parameter, if so, executing step S640, otherwise, executing step S610; and step S640, adjusting the opening of the proportional valve of the cooler to reduce the flow of the cooling liquid so as to enable the cylinder to reach the evaporation temperature parameter.
According to the method for inhibiting the pre-ignition of the engine, the current working condition parameters of the engine are obtained, if the current working condition parameters represent that the engine works in a preset pre-ignition sensitive area, the actual temperature parameters of the cylinder are obtained, the evaporation temperature parameters corresponding to fuel in the cylinder are obtained, and the cooler is controlled to work based on the actual temperature parameters, so that the cylinder reaches the evaporation temperature parameters, the storage environment of mixed liquid drops in the cylinder is changed, designated liquid in the mixed liquid drops is evaporated and separated from the mixed liquid drops, the rest liquid drops cannot be spontaneously ignited, the occurrence conditions of the pre-ignition are radically eliminated, and the risk of the pre-ignition is reduced to the maximum extent.
Fig. 7 is a block diagram showing a pre-ignition suppressing apparatus of an engine according to an embodiment of the present application, which includes, as shown in fig. 7:
a working condition parameter obtaining module 710 configured to obtain a current working condition parameter of the engine;
the temperature parameter obtaining module 720 is configured to obtain an actual temperature parameter of the cylinder and obtain an evaporation temperature parameter corresponding to fuel in the cylinder if the current working condition parameter represents that the engine works in a preset pre-ignition sensitive area;
a control module 730 configured to control operation of the chiller to bring the cylinder to the evaporating temperature parameter based on the actual temperature parameter.
In one embodiment of the present application, the cooler contains a cooling fluid; controlling the operation of the cooler based on the actual temperature parameter to bring the cylinder to the evaporating temperature parameter, comprising:
judging whether the actual temperature parameter is lower than the evaporation temperature parameter;
and if the actual temperature parameter is lower than the evaporation temperature parameter, adjusting the flow of the cooling liquid of the cooler so as to enable the cylinder to reach the evaporation temperature parameter through the adjusted flow of the cooling liquid.
In one embodiment of the present application, the chiller regulates the coolant flow through a proportional valve; adjusting the coolant flow rate of a chiller, comprising:
acquiring unit step length of a proportional valve of a cooler;
the opening degree of the proportional valve is adjusted on a unit step size basis in each duty cycle to control the coolant flow rate on the basis of the adjusted opening degree of the proportional valve.
In one embodiment of the present application, adjusting the opening degree of the proportional valve on a unit step basis in each duty cycle to control the coolant flow rate on the basis of the adjusted opening degree of the proportional valve, includes:
decreasing the opening degree of the proportional valve on a unit step size basis in each duty cycle to control the coolant flow rate on the basis of the decreased opening degree of the proportional valve;
after controlling the operation of the cooler based on the actual temperature parameter to bring the cylinder to the evaporating temperature parameter, the method further comprises:
acquiring a preset optimal opening of a proportional valve of a cooler;
and if the current working condition parameters indicate that the engine is separated from the preset sensitive area of pre-ignition, increasing the opening of the proportional valve based on unit step length in each working cycle until the preset optimal opening is reached.
In one embodiment of the present application, the chiller regulates the coolant flow through a proportional valve; adjusting the coolant flow rate of a chiller, comprising:
acquiring a target cooling liquid flow corresponding to the evaporation temperature parameter;
the opening degree of a proportional valve of the cooler is adjusted based on the target coolant flow rate to control the coolant flow rate based on the adjusted opening degree of the proportional valve.
In one embodiment of the present application, in adjusting the flow rate of the cooling liquid of the cooler, the method further comprises:
acquiring the temperature of cooling liquid flowing through the cylinder;
inquiring the adjustment quantity of the ignition angle corresponding to the cylinder based on the temperature of the cooling liquid;
and controlling and adjusting the ignition angle of the cylinder based on the adjustment amount of the ignition angle.
In one embodiment of the present application, the method further comprises:
acquiring a preset adjustment amount corresponding to the cylinder;
and stopping the control of the flow rate of the coolant in the cooler based on the actual temperature parameter if the adjustment amount of the ignition angle corresponding to the cylinder exceeds a preset adjustment amount.
It should be noted that the device for suppressing pre-ignition of an engine provided in the foregoing embodiment and the method for suppressing pre-ignition of an engine provided in the foregoing embodiment belong to the same concept, wherein the specific manner in which each module and unit performs operation has been described in detail in the method embodiment, and is not described herein again. In practical applications, the device for suppressing pre-ignition of an engine provided in the above embodiment may distribute the above functions to different functional modules according to needs, that is, divide the internal structure of the device into different functional modules to complete all or part of the above described functions, which is not limited herein.
Fig. 8 shows a schematic structural diagram of a computer system of an electronic device according to an embodiment of the present application.
It should be noted that the computer system 800 of the electronic device shown in fig. 8 is only an example, and should not bring any limitation to the functions and the scope of use of the embodiments of the present application.
As shown in fig. 8, electronic device 800 is in the form of a general purpose computing device. The components of the electronic device 800 may include, but are not limited to: the at least one processing unit 810, the at least one memory unit 820, a bus 830 that couples various system components (including the memory unit 820 and the processing unit 810), and a display unit 840.
Where the memory unit stores program code, the program code may be executed by the processing unit 810 to cause the processing unit 810 to perform steps according to various exemplary embodiments of the present disclosure as described in the "exemplary methods" section above in this specification.
The storage unit 820 may include readable media in the form of volatile storage units, such as a random access storage unit (RAM) 821 and/or a cache storage unit 822, and may further include a read only storage unit (ROM) 823.
The electronic device 800 may also communicate with one or more external devices 870 (e.g., keyboard, pointing device, bluetooth device, etc.), with one or more devices that enable a user to interact with the electronic device 800, and/or with any devices (e.g., router, modem, etc.) that enable the electronic device 800 to communicate with one or more other computing devices. Such communication may occur via input/output (I/O) interfaces 850. Also, the electronic device 800 may communicate with one or more networks (e.g., a Local Area Network (LAN), a Wide Area Network (WAN), and/or a public network, such as the internet) via the network adapter 860. As shown, the network adapter 860 communicates with the other modules of the electronic device 800 via the bus 830. It should be appreciated that although not shown, other hardware and/or application modules may be used in conjunction with the electronic device 800, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, data backup storage systems, and the like.
In particular, according to embodiments of the present application, the processes described above with reference to the flow diagrams may be implemented as computer applications. For example, embodiments of the present application include a computer program product comprising a computer program embodied on a computer readable medium, the computer program comprising a computer program for performing the method illustrated by the flow chart. Which when executed by the processing unit 810 performs various functions defined in the system of the present application.
It should be noted that the computer readable medium shown in the embodiments of the present application may be a computer readable signal medium or a computer readable storage medium or any combination of the two. The computer readable storage medium may be, for example, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the foregoing. More specific examples of the computer readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a Read-Only Memory (ROM), an Erasable Programmable Read-Only Memory (EPROM), a flash Memory, an optical fiber, a portable Compact Disc Read-Only Memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the present application, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. In this application, however, a computer readable signal medium may include a propagated data signal with a computer program embodied therein, for example, in baseband or as part of a carrier wave. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. The computer program embodied on the computer readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the foregoing.
The units described in the embodiments of the present application may be implemented by an application program or by hardware, and the described units may also be disposed in a processor. Wherein the names of the elements do not in some way constitute a limitation on the elements themselves.
Yet another aspect of the present application provides a computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements a method of pre-ignition suppression for an engine as before. The computer-readable storage medium may be included in the electronic device described in the above embodiment, or may exist alone without being assembled into the electronic device.
Another aspect of the application also provides a computer program product or computer program comprising computer instructions stored in a computer readable storage medium. The processor of the computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the pre-ignition suppression method of the engine provided in each of the embodiments described above.
The above description is only a preferred exemplary embodiment of the present application, and is not intended to limit the embodiments of the present application, and those skilled in the art can easily make various changes and modifications according to the main concept and spirit of the present application, so that the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (10)
1. A method for suppressing pre-ignition of an engine, characterized in that the engine comprises a cylinder and a cooler disposed opposite to the cylinder; the method comprises the following steps:
acquiring current working condition parameters of the engine;
if the current working condition parameters represent that the engine works in a preset pre-ignition sensitive area, acquiring actual temperature parameters of a cylinder and acquiring evaporation temperature parameters corresponding to fuel in the cylinder;
and controlling the cooler to work based on the actual temperature parameter so that the cylinder reaches the evaporation temperature parameter.
2. The method of claim 1, wherein the cooler contains a cooling fluid; the controlling the cooler to operate based on the actual temperature parameter to bring the cylinder to the evaporating temperature parameter includes:
judging whether the actual temperature parameter is lower than the evaporation temperature parameter;
and if the actual temperature parameter is lower than the evaporation temperature parameter, adjusting the flow of the cooling liquid of the cooler so as to enable the cylinder to reach the evaporation temperature parameter through the adjusted flow of the cooling liquid.
3. The method of claim 2, wherein the chiller regulates coolant flow through a proportional valve; the adjusting of the flow rate of the cooling liquid of the cooler comprises:
acquiring a unit step size of a proportional valve of the cooler;
and adjusting the opening degree of the proportional valve based on the unit step length in each working cycle to control the flow rate of the cooling liquid based on the adjusted opening degree of the proportional valve.
4. The method of claim 3, wherein adjusting the opening of the proportional valve based on the unit step size for each duty cycle to control the coolant flow based on the adjusted opening of the proportional valve comprises:
decreasing the opening degree of the proportional valve based on the unit step length in each working cycle to control the coolant flow rate based on the decreased opening degree of the proportional valve;
after the controlling the cooler to operate based on the actual temperature parameter to bring the cylinder to the evaporating temperature parameter, the method further comprises:
acquiring a preset optimal opening of a proportional valve of the cooler;
and if the current working condition parameters represent that the engine is separated from the preset preignition sensitive area, increasing the opening of the proportional valve based on the unit step length in each working cycle until the preset optimal opening is reached.
5. The method of claim 2, wherein the chiller regulates coolant flow through a proportional valve; the adjusting of the flow rate of the cooling liquid of the cooler comprises:
acquiring a target cooling liquid flow corresponding to the evaporation temperature parameter;
adjusting an opening degree of a proportional valve of the cooler based on the target coolant flow rate to control the coolant flow rate based on the adjusted opening degree of the proportional valve.
6. The method of claim 2, wherein in said adjusting the flow of coolant to the cooler, the method further comprises:
acquiring the temperature of cooling liquid flowing through the cylinder;
inquiring an adjustment amount of an ignition angle corresponding to the cylinder based on the coolant temperature;
and performing control adjustment on the ignition angle of the cylinder based on the adjustment amount of the ignition angle.
7. The method of claim 6, further comprising:
acquiring a preset adjustment amount corresponding to the cylinder;
and stopping the step of controlling the flow rate of the coolant of the cooler based on the actual temperature parameter if the adjustment amount of the ignition angle corresponding to the cylinder exceeds the preset adjustment amount.
8. A pre-ignition suppressing apparatus for an engine, characterized in that the engine comprises a cylinder and a cooler disposed opposite to the cylinder; the method comprises the following steps:
the working condition parameter acquisition module is configured to acquire current working condition parameters of the engine;
the temperature parameter acquisition module is configured to acquire an actual temperature parameter of a cylinder and acquire an evaporation temperature parameter corresponding to fuel in the cylinder if the current working condition parameter represents that the engine works in a preset pre-ignition sensitive area;
a control module configured to control operation of the cooler based on the actual temperature parameter to bring the cylinder to the evaporating temperature parameter.
9. A computer-readable storage medium, on which a computer program is stored, characterized in that the program, when executed by a processor, implements a pre-ignition suppression method of an engine according to any one of claims 1 to 7.
10. An electronic device, comprising:
a processor; and
memory for storing one or more programs that, when executed by the one or more processors, cause the one or more processors to implement a method of inhibiting pre-ignition in an engine as recited in any one of claims 1-7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211479322.XA CN115750109A (en) | 2022-11-23 | 2022-11-23 | Method, device, medium and equipment for inhibiting pre-ignition of engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211479322.XA CN115750109A (en) | 2022-11-23 | 2022-11-23 | Method, device, medium and equipment for inhibiting pre-ignition of engine |
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| Publication Number | Publication Date |
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| CN115750109A true CN115750109A (en) | 2023-03-07 |
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| CN202211479322.XA Pending CN115750109A (en) | 2022-11-23 | 2022-11-23 | Method, device, medium and equipment for inhibiting pre-ignition of engine |
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| Country | Link |
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| CN (1) | CN115750109A (en) |
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- 2022-11-23 CN CN202211479322.XA patent/CN115750109A/en active Pending
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